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The Bowery Mixed -Use Project 2. Response to Comments In addition, the Project is not within the airport influence area. As described on page 6 of the AELUP,the airport influence area is the airport planning area boundary, and the two terms are synonymous. The AELUP sets the planning area as the furthest extent of the 60 CNEL contour, the FAR Part 77 Notification Area, and the runway safety zones (AELUP page 9). Section 5.7, Hazards and Hazardous Materials, of the Draft EIR describes that the Project site is not located within JWA's Airport Safety Zone (Draft EIR Figure 5.7-1) and located outside of both the airport's actual (2018) and planned 60 CNEL contours (Draft EIR Figures 5.7-2 and 5.7-3). Therefore, the Project site does not meet the safety zone or noise zone criteria to be in the airport's planning area. In addition, as described in Response 1, the Project structures would not be within the JWA FAR Part 77 Notification Area. Therefore, the Project is not within the airport influence/planning area, and within an area that the AELUP considers consistent with multi -family residential uses. Thus, the notice from the AELUP, included in the Draft EIR as Mitigation Measure LU-1, is not applicable to the Project. Likewise, potentially significant impacts related to residential land uses and JWA operations would not occur, and impacts would be less than significant. As result, Mitigation Measure LU-1, is not required and has been removed, as shown in. Chapter 3, Revisions to the Draft EIR. Comment 3: Thiscomment states that the City's maximum allowable building height for the Project area as permitted through the City's General Plan or Zoning Code be included in the Draft EIR. The comment further states that because the proposed Project site is located under the aircraft approach corridor, it is requested that the maximum building heights and existing ground elevation be discussed to address whether the Project remains below the imaginary surfaces for JWA. The comment also recommends that the land use compatibility impacts, safety impacts, visual impacts, and outdoor recreational area impacts be discussed given the Projects location within the JWA primary aircraft approach corridor. Response 3: The Project includes o zone change that would change the existing zoning designation from M- 1 (Light Industrial) that limits structures to 35 feet in height to a Specific Development (SD) zone to implement •he proposed mixed -use Project. -he SD zone does not have specific building height restrictions but requires development plans to be submitted for the City to review subject to Planning Commission and City Council approvals, and., in the case of to; development, to ensure hazards, such as those related to JV/A, do not occur. As described in Response 1 and shown in Figure 1, the FAR Part 77 Not;fication 100:1 in-agincry surface area at the Project site is located above heights of 108.6 and 1 16.95 feet above the gro-.nd level. As the highest Project structure is 94 =eat above the ground level, the structures would not penetrate t e 108.6 through 1 16.96 foot -high FAR Part 77 Notification imaginary surface area above the site. n adcl'tion, the Project would not penetrate the FAR Part 77 Obstruction Imaginary Surfaces area ;as shown on Draft EIR Figure 5.7-5), which's much higher than the 100:1 imaginary surface notification area. Therefore, the Project remains below both the notification and obstruction imaginary surfaces for JWA. Also described in Response 1, the exterior noise thresholds outlined in the AELUP, multi -family residential development is considered normally consistent with exterior noise levels of less than 60 dBA CNEL. As the Project site is located outside the 55 d8A CNEL aircraft noise level contour boundaries. of JWA, the residential land use is considered normally consistent with JWA aircraft noise exposure exterior noise level compatibility thresholds. Thus, pursuant to the AELUP for JWA, impacts related to residential and recreational land use compatibility would not occur. Safety impacts related to operation of JWA are described in Section 5.7, Hazards and Hazardous Materials; of the Draft EIR. As detailed, the Project site is not located within JWA's Airport Safety Zone (Droft EIR Figure 5.7-1) and it is described that the Project would not generate substantial light or glare. Exterior lighting City of Santa Ana 2-26 Final EIR April 2020 75C-946