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City of Santa Ana Environmental Checklist b. Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, at- other standards established by the county congestion management agency for designated roads or highways? No Impact. The Orange County Transportation Authority (OCTA) is the Congestion Management Agency (CMA) responsible for the creation and implementation of the Orange County Congestion Management Program (CMP), which was last updated in 2011. The CMP establishes a Highway System, which includes a series of intersections and highways throughout Orange County, also known as OCTA's Smart Street network, and establishes minimum performance thresholds for these CMP facilities. The nearest OCTA CMP intersections are: • Harbor Boulevard and SR-22 WB Ramps • Harbor Boulevard and 1st Street • Harbor Boulevard and Warner Avenue • I.5 SB Ramps and ht Street • 1-5 SB Ramps and Edinger Avenue Projects must demonstrate consistency with the OCTA's performance thresholds on the Highway System if the proposed project is estimated to either generate 2,400 or more ADT or contribute 1,600 or more ADT directly onto the Highway System. As shown above under response a„ the proposed project would generate a total of 473 ACT during project operations, which is less than the minimum CMP threshold of 2,400 ADT. Additionally, the project site is located approximately 1 stile from the CMP Highway System and would not contribute 1,600 or more ADT directly onto the Highway System. As such, the proposed project would not trigger a CMP analysis, and no impact would occur. c. Result in a change in air traffic patterns, including either an increase in tr•afpc levels or a change in location that results in substantial safety risks? No Impact. John Wayne Airport is located about four miles to the southeast of the project site, and the Fullerton Municipal Airport is located approximately 10 miles to the northwest (Google Earth 2012). The proposed project is not located within any of the Airport Impact Zones or AELUPs for either airport. Furthermore, the proposed project would develop three-story structures, which would not extend into airspace or be tall enough to result in a change in air traffic patterns or a change in location. Therefore, the proposed project would not result in a change in all- traffic patterns or otherwise result in a safety risk, and impacts would not occur. d. Substantially increase hazards because of a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (eg., farm equipment)? Less-than-Significant Impact. The evaluation of potential increases in hazards because of a design feature typically involve determining if any project-related features would result in changes to the circulation system that could result in physical impacts on automobile traffic or pedestrians. Some examples include poor sight-distance at intersections, sharp roadway curves, and placement of a driveway/site-access road along a high-speed roadway. Primary vehicular access to the project site would be available from two driveways along Sullivan Street spaced 135 feet apart. The driveways are assumed to be full-access, stop-controlled intersections with one entrance and one exit lane each. Traffic is limited to right turn egress The Bat Nha Buddhist Meditation Center 3 E7 June 2013 Initial Study/Mitigated Negative Declaration ar 00215,12 31C-142