HomeMy WebLinkAboutResolution 2015-004RESOLUTION NO. 2015 -004
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
SANTA ANA CERTIFYING THE REA /FEIR FOR THE
SANTA ANA - GARDEN GROVE FIXED GUIDEWAY
PROJECT AND APPROVING THE PROJECT
WHEREAS, the City of Santa Ana (the "City "), along with the City of Garden
Grove, has proposed that a streetcar line be constructed and operated along a 4.2 mile -
long corridor through the City of Santa Ana and into the eastern portion of the City of
Garden Grove (the "Santa Ana - Garden Grove Fixed Guideway Project' or "the Project');
and
WHEREAS, under the California Environmental Quality Act (Public Resources
Code section 21000 et seq., "CEQA "), and pursuant to Public Resources code section
21067 and State CEQA Guidelines (Cal. Code Regs., tit. 14, § 15000 et seq.) section
15367, the City has assumed the role of the lead agency for the Project on behalf of
itself and the City of Garden Grove; and
WHEREAS, the City determined that an environmental impact report should be
prepared pursuant to CEQA in order to analyze all potential adverse environmental
impacts of the Project; and
WHEREAS, pursuant to State CEQA Guidelines sections 15082(a) and 15375,
the City circulated a Notice of Preparation ( "NOP ") to public agencies, special districts,
and members of the public for an initial 30 -day public comment period commencing May
24, 2010 and ending June 22, 2010. In addition, four scoping meetings were conducted
for the general public between June 8 and June 10, 2010; and
WHEREAS, during the NOP comment period, the City solicited comments from
potential responsible and trustee agencies and members of the public; and
WHEREAS, the City prepared an Environmental Assessment /Draft
Environmental Impact Report ( "EA /DEIR ") to analyze the potential environmental effects
of the Project, and then published the EA /DEIR on May 23, 2014 with a 45 -day public
review period which expired on July 7, 2014. During the public review period, three
public meetings regarding the Project were also held, on June 14, 17, and 19, 2014;
and
WHEREAS, pursuant to CEQA Guidelines section 15087, the City circulated a
public notice of availability of the EA/DEIR; and
WHEREAS, pursuant to CEQA Guidelines section 15086, the City consulted with
and requested comments from all responsible and trustee agencies, other regulatory
agencies and other interested parties during the 45 -day comment period; and
Resolution No. 2015 -004
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WHEREAS, the City received 17 written comment letters during the public review
period for the EA /DEIR and prepared responses to the same. Responses were also
prepared to oral comments made during the aforementioned meetings held during the
public review period; and
WHEREAS, pursuant to Public Resources Code section 21092.5, the City
provided copies of the written responses to all commenting public agencies; and
WHEREAS, the EA /DEIR assessed the environmental impacts of a number of
alternative versions of the Project, without indicating a preference for any particular
alternative; and
WHEREAS, after review of the public comments and testimony received during
the 45 -day public review period, the City Council of the City of Santa selected, via
Resolution No. 2001 -049 (adopted on August 5, 2014), "Streetcar Alternative 1"
Operations & Maintenance Facility Site B [west of Raitt Street] and Fourth Street
Parking Scenario A [parallel parking]) as the "Locally Preferred Alternative" to be
implemented. For the purposes of this Resolution, the "Project" shall hereafter refer to
Streetcar Alternative 1, as described in Resolution No. 2001 -049; and
WHEREAS, the City has prepared a Revised Environmental Assessment/Final
Environmental Impact Report ( "REA/FEIR "), consisting of comments received during the
45 -day public review and comment period on the EA /DEIR, written responses to those
comments, and revisions and errata to the EA /DEIR. For the purposes of this
Resolution, the "REA/FEIR" shall refer to the EA /DEIR, as revised by the REA /FEIR's
errata section, together with the other sections of the REA/FEIR; and
WHEREAS, as contained herein, the City has endeavored in good faith to set
forth the basis for its decision on the Project; and
WHEREAS, all requirements of CEQA and the State CEQA Guidelines have
been satisfied in the REA /FEIR, which is sufficiently detailed so that all of the potentially
significant environmental effects of the Project have been adequately evaluated; and
WHEREAS, the REA /FEIR sufficiently analyzes both the feasible mitigation
measures necessary to avoid or substantially lessen the Project's potential
environmental impacts and a range of feasible alternatives capable of eliminating or
reducing these effects in accordance with CEQA and the State CEQA Guidelines; and
WHEREAS, all of the findings and conclusions made by the City Council
pursuant to this Resolution are based upon oral and written evidence presented to it as
a whole and the entirety of the record of proceedings on the Project, which is hereby
incorporated by this reference, and not based solely on the information provided in this
Resolution; and
Resolution No. 2015 -004
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WHEREAS, the REA/FEIR reflects the independent judgment of the City Council
and is deemed adequate for purposes of making decisions on the merits of the Project;
and
WHEREAS, the City has not received any comments or additional information
that produced substantial new information requiring recirculation under Public
Resources Code section 21092.1 and State CEQA Guidelines section 15088.5; and
WHEREAS, on January 20, 2015, the City Council conducted a duly noticed
public hearing on this Resolution, at which time all persons wishing to testify were
heard, and the Project was fully considered; and
WHEREAS, all other legal prerequisites to the adoption of this Resolution have
occurred.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF
SANTA ANA AS FOLLOWS:
SECTION 1. The City Council of the City of Santa Ana hereby adopts the
Findings and Facts attached as Exhibit A to this Resolution and incorporates them into
this Resolution as if fully set forth herein.
SECTION 2. Based on the entire record before the City Council, all written and
oral evidence presented, and the Findings and Facts attached as Exhibit A to this
Resolution, the City Council of the City of Santa Ana finds that it has reviewed and
considered the REA/FEIR in evaluating the Project, that the REA /FEIR is an accurate
and objective statement that fully complies with the Public Resources Code and the
State CEQA Guidelines, and that the REA /FEIR reflects the independent judgment of
the City Council. The City Council consequently hereby certifies the REA /FEIR and
adopts the Statement of Overriding Considerations incorporated within the Findings and
Facts attached as Exhibit A to this Resolution.
SECTION 3. Pursuant to Public Resources Code section 21081.6, the City
Council hereby adopts the Mitigation Monitoring and Reporting Program attached as
Attachment A to the Findings and Facts, which are collectively attached to this
Resolution as Exhibit A. In the event of any inconsistencies between the mitigation
measures as set forth in the Findings and Facts and the Mitigation Monitoring and
Reporting Program, the Mitigation Monitoring and Reporting Program shall control.
SECTION 4. The documents and other materials that constitute the record of
proceedings for the City's actions related to the Project are available at the City of Santa
Ana, Public Works Agency, 20 Civic Center Plaza Ross Annex (M -36), Santa Ana,
California 92701. The City of Santa Ana is the custodian of the record of proceedings
for the Project.
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SECTION 5. Staff is hereby directed to file a Notice of Determination within five
5) days of the approval of this Resolution with the County Clerk of the County of
Orange.
SECTION 6. The City Council of the City of Santa Ana hereby approves the
Project.
ADOPTED this 20th day of January, 2015.
APPROVED AS TO FORM:
By: -Aogt le .C'mw --x-
Sonia R. Carvalho,
City Attorney
AYES: Councilmembers: Amezcua Martinez Pulido Reyna, Tinaiero (5)
NOES: Councilmembers: None (0)
ABSTAIN: Councilmembers: Sarmiento(1)
NOT PRESENT: Councilmembers: Benavides (1)
CERTIFICATE OF ATTESTATION AND ORIGINALITY
I, MARIA D. HUIZAR, Clerk of the Council, do hereby attest to and certify the attached
Resolution No. 2015 -004 to be the original resolution adopted by the City Council of the
City of Santa Ana on January 20, 2015.
Date: -
Clerk of the Council
City of Santa Ana
Resolution No. 2015 -004
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EXHIBIT "A"
SEE LASERFICHE
RESOLUTION NO. 2015 -004 FOR EXHIBIT
Resolution No. 2015 -004
Page 5 of 5
EXHIBIT A
FINDINGS AND FACTS IN SUPPORT OF FINDINGS AND
STATEMENT OF OVERRIDING CONSIDERATIONS
FOR THE SANTA ANA - GARDEN GROVE
FIXED GUIDEWAY PROJECT
STATE CLEARINGHOUSE NO. 2010051060
1. INTRODUCTION
The City Council of the City of Santa Ana (City Council) hereby certifies and finds that the Santa
Ana - Garden Grove (SA -GG) Fixed Guideway Project (proposed project) Revised Environmental
Assessment /Final Environmental Impact Report (REA/FEIR), State Clearinghouse Number
2010051060, has been completed in compliance with the California Environmental Quality Act
CEQA) (Public Resources Code [PRC] Sections 21000, et seq.) and the State CEQA
Guidelines (California Code of Regulations [CCR], Title 14, Sections 15000, et seq., or CEQA
Guidelines). The REA/FEIR incorporates the following documents by reference as part of the
environmental record for the proposed project: (1) Environmental Assessment /Draft EIR
EA/DEIR); (2) Technical Appendices to the EA/DEIR; (3) Alternative Analysis Report; and (4)
REA /FEIR, which includes Responses to Comments, Corrections and Additions, and the
Mitigation Monitoring and Reporting Program (MMRP). The aforementioned documents, and
the entirety of the Administrative Record for the proposed project, are hereby incorporated by
reference Into these findings.
The City Council hereby further confirms it received, reviewed, and considered the information
contained in the REA/FEIR and all hearings and submissions of testimony from City officials and
departments, the public, other public agencies, community groups, and organizations, and finds
that the REA/FEIR reflects its independent judgment and analysis. Concurrently with the
adoption of these findings, the City Council adopts a Statement of Overriding Considerations
see Section 9, below) and an MMRP, attached hereto as Attachment A.
Having received, reviewed, and considered the foregoing information, as well as any and all
information in the Administrative Record, the City Council hereby makes the findings below
pursuant to and in accordance with PRC Section 21081 and CEQA Guidelines Sections 15090
and 15091.
The City Council makes the following findings:
a. None of the public comments submitted to the City regarding the EA/DEIR and the
REA /FEIR, including the public testimony made at three public hearings or responses to
comments, present any significant new information that would require the EA /DEIR to be
recirculated for additional public review.
b. No new significant environmental impacts would result from new or modified mitigation
measures proposed to be implemented.
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Findings and Facts in Support ofFindings and Statement of Overriding Considerations
c. The EA/DEIR adequately analyzed project alternatives, and there are no feasible project
alternatives or mitigation measures considerably different from others previously analyzed
that would clearly lessen the significant environmental impacts of the project.
d. Any new information in the REA/FEIR has been provided merely to clarify or amplify
information in the EA/DEIR. The new information does not reveal that the proposed project
would cause significant new impacts not previously identified in the EA/DEIR.
In addition, PRC Section 21081 and CEQA Guidelines Section 15091 require the City Council,
prior to approving the SA -GG Fixed Guideway Project, to identify significant impacts of the
proposed project and make one or more of three allowable findings for each of the significant
impacts:
a. The first allowable finding is that "changes or alterations have been required in, or
incorporated into, the project which avoid or substantially lessen the significant
environmental effect as identified in the Final EIR" (CEQA Guidelines Section 15091, subd.
a][1]).
b. The second allowable finding is that "such changes or alterations are within the
responsibility and jurisdiction of another public agency and not the agency making the
finding. Such changes have been adopted by such other agency or can and should be
adopted by such other agency' (CEQA Guidelines Section 15091, subd. [a][2]).
c. The third allowable finding is that "specific economic, legal, social, technological, or other
considerations, including provision of employment opportunities for highly trained workers,
make infeasible the mitigation measures or alternatives identified in the final environmental
impact report" (CEQA Guidelines Section 15091, subd. [a][3]).
The findings reported in Sections 4 through 8 are founded on, and hereby explicitly incorporate
by reference, the analysis, facts, and discussions contained in the REA/FEIR regarding each
particular environmental impact. Although Section 15091 of the CEQA Guidelines does not
require findings to address environmental impacts initially identified as "less than significant,"
these findings will, nevertheless, fully account for all such effects identified in the REA/FEIR.
A. DOGUment Format
These findings have been organized into the following sections:
1. Section 1 provides an introduction to these findings.
2. Section 2 provides a summary of the project, overview of the discretionary actions required
for approval of the proposed project, and a statement of the project's objectives.
3. Section 3 provides a summary of public participation in the environmental review for the
proposed project.
4. Section 4 sets forth findings regarding the environmental impacts that were determined to
be less than significant without mitigation.
5. Section 5 sets forth findings regarding significant or potentially significant environmental
impacts. These impacts include those that the City Council has determined can be feasibly
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Santa Ana — Garden Grove Fixed Guideway Project
Findings and Facts in Support of Findings and Statement of Overriding Considerations
mitigated to a less- than - significant level through the imposition of existing regulations,
standard conditions and /or mitigation measures. In order to ensure compliance and
implementation, all mitigation measures will be included in the MMRP for the proposed
project and adopted as conditions of the proposed project by the City Council.
6. Section 6 sets forth findings regarding those significant or potentially significant
environmental impacts that will or may result from the proposed project and which the City
has determined cannot feasibly be mitigated to a less- than - significant level.
7. Section 7 sets forth findings regarding the cumulative, growth- inducing, and irreversible
effects of the proposed project.
8. Section 8 sets forth findings regarding alternatives to the proposed project.
9. Section 9 sets forth a statement of overriding considerations, which identifies the benefits
that would outweigh the significant, unavoidable environmental impacts associated with
implementation of the proposed project.
B. Custodian and Location of Records
The documents and other materials that constitute the administrative record for the City's actions
related to the proposed project are available at the City of Santa Ana, Planning and Building
Agency, 20 Civic Center Plaza Ross Annex (M -20), Santa Ana, California 92701. The City of
Santa Ana is the custodian of the Administrative Record for the proposed project.
2. PROJECT SUMMARY
A. Project Location
The SA -GG Fixed Guideway Study Area is located in central Orange County, California and
directly accesses both the Los Angeles -San Diego -San Luis Obispo rail corridor and the Pacific
Electric right -of -way (PE ROW) rail corridor. Running predominantly in an east -west direction,
the corridor extends 4.2 miles through the City of Santa Ana and into the eastern portion of the
City of Garden Grove. The Study Area is generally bounded by Harbor Boulevard to the west,
17th Street to the north, Grand Avenue to the east, and 15t Street to the south. The eastern
terminus of the alignment is the Santa Ana Regional Transportation Center (SARTC) and the
western terminus is the Harbor Boulevard/ Westminster Avenue intersection.
B. Project Description
Following receipt of public comments on the EA/DEIR and after the close of the public comment
period, the City Council selected Streetcar Alternative 1 with Operations & Maintenance (O & M)
Facility Site B (west of Raitt Street) and 0 Street Parking Scenario A (parallel parking) as the
Locally Preferred Alternative for the SA -GG Fixed Guideway Project on August 5, 2014.
Streetcar Alternative 1 (proposed project) would utilize the PE ROW, an abandoned and vacant
rail right -of -way owned by the Orange County Transportation Authority (OCTA), through the
western half of its alignment and generally operate along Santa Ana Boulevard, and 4th Street
on the way to SARTC. The 4.2 -mile alignment would include 12 stations and it is anticipated
that the streetcar system would operate seven days a week with 10- minute headways during
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Santa Ana — Garden Grove Fixed Guideway Project
Findings and Facts in Support ofFindings and Statement of Overriding Considerations
peak periods and 15- minute headways during off -peak periods. The streetcars would be
electrically powered using an overhead contact system and a series of Traction Power
Substations (TPSS) located intermittently along the alignment.
The Downtown segment of the alignment would feature couplet operations with the westbound
streetcar alignment on Santa Ana Boulevard, and the eastbound streetcar alignment on 4th
Street. For the eastbound transition from Santa Ana Boulevard to 4th Street, a direct route
would be provided from Santa Ana Boulevard along a public easement on the southern edge of
Sasscer Park to 4th Street.
The western terminus is located at the northeast corner of Harbor Boulevard and Westminster
Avenue; the transition from the PE ROW to the western terminus site will include an elevated
crossing. In addition, the proposed project would utilize the PE ROW and cross over the Santa
Ana River. A new single -track bridge for the fixed guideway would be constructed immediately
south of the Old Pacific Electric Santa Ana River Bridge, which is designated as a historic bridge
and would remain in its current location and condition. Through the use of gates and signaling,
the single -track bridge would accommodate bi- directional fixed guideway traffic.
The proposed project would require the construction of an O & M Facility for streetcar
operations. An O & M Facility is a stand -alone building which would meet the maintenance,
repair, operational and storage needs of the proposed streetcar system. The O & M Facility
accommodates daily and routine vehicle inspections, interior /exterior cleaning of the streetcars,
preventative (scheduled) maintenance, unscheduled maintenance, and component change -
outs. The proposed facility would also provide a venue for parking vehicles that are not in use
and for rebuilding components. The O & M Facility is a rectangular site slightly larger than 2.4
acres. It is located west of Raitt Street and is bordered by 5th Street to the north and the PE
ROW to the south. Located in an area zoned for industrial and commercial uses, this site is
comprised of three parcels, two of which contain existing businesses and a combination of
industrial buildings. The third parcel contains several residences.
The proposed project alignment would utilize 4th Street between Ross Street and Mortimer
Street in the eastbound direction. From east of Ross Street to French Street, 4th Street has one
travel lane in each direction with head -in diagonal parking along each side of the roadway. The
diagonal parking, with vehicles exiting parking spaces by backing into the travel lane, is
incompatible with streetcar operations and the proposed project would convert the diagonal
parking along the south side of 4th Street, between Ross Street and French Street, to parallel
parking, widen the sidewalk along the south side from 12 to 20 feet, and replace streetlights and
landscaping. A total of 26 on- street parking spaces would be removed.
C. Discretionary Actions
Implementation of the proposed project will require several actions by the City Council, including
the following:
Certification of the Santa Ana - Garden Grove Fixed Guideway Project REA/FEIR
SCH #2010051060). The REA/FEIR evaluated the environmental impacts resulting from
the proposed project, in accordance with CEQA, as amended (PRC Sections 21000 et
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Santa Ana — Garden Grove Fixed Guideway Project
Findings and Facts in Support ofFindings and Statement of Overriding Considerations
seq.), and the State CEQA Guidelines for Implementation of CEQA (CCR, Title 14, Sections
15000 et seq.).
Approval of the Santa Ana - Garden Grove Fixed Guideway Project
Adoption of the MMRP for the Santa Ana - Garden Grove Fixed Guideway Project
Adoption of the Findings and Statement of Overriding Considerations for the Santa
Ana - Garden Grove Fixed Guideway Project
The REA/FEIR would provide environmental information to responsible agencies, trustee
agencies, and other public agencies that may be required to grant approvals and permits or
coordinate with the City as a part of project implementation. These agencies include, but are
not limited to, the following:
California Public Utilities Commission. Approval of crossings and horn - sounding
exemption for the crossings at 5th and Fairview Streets.
City of Garden Grove. Various permits, including construction permits.
Southern California Regional Rail Authority. Issuance of a Right -of -Entry Permit.
Santa Ana Regional Water Quality Control Board. Issuance of a Clean Water Act 401
Water Quality Certification, Stormwater Municipal Separate Storm Sewer System Permit,
National Pollutant Discharge Elimination System Statewide Permit.
U.S. Army Corps of Engineers. Issuance of a Clean Water Act Section 404 Permit
D. Statement of Project Objectives
The purpose of the proposed project is to provide a new east -west transit line in Orange County
between the SARTC in the City of Santa Ana and the Harbor Boulevard/Westminster Avenue
intersection in the City of Garden Grove. The primary objectives of the proposed project are as
follows:
To improve transit connectivity within the Study Area;
To relieve congestion by providing alternative mobility options;
To be sensitive to the character of the community;
To increase transit options;
To improve transit accessibility to and within the Study Area; and
To provide benefits to the environment through improved air quality.
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Meaningful public engagement was an important component of the SA -GG Fixed Guideway
Project from the onset. Beginning in 2008 and continuing throughout project development to
March 2014, in preparation for the public review of the EA/DEIR, the City of Santa Ana
conducted outreach to the Downtown businesses. The City's multi - lingual outreach team
conducted door -to -door visits to approximately 230 businesses in the Downtown area, including
approximately 156 businesses along 0 Street. The purpose of the outreach was to share key
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Santa Ana — Garden Grove Fixed Guideway Project
Findings and Facts in Support ofFindings and Statement of Overriding Considerations
information with Downtown business and property owners about the SA -GG Fixed Guideway
Project, inform them about the upcoming release of the EA/DEIR, document questions and
input, and provide business owners with appropriate contact information for additional follow -up.
A "Sorry We Missed You" letter and information packet was also prepared and left behind for
business owners who were not available during the initial visit. The letter offered a briefing with
the outreach team to review the proposed project information packet.
Extensive efforts were conducted to involve the public and stakeholders in the planning for the
implementation of a streetcar along the alignment and through the Downtown area. Prior to the
release of the EA/DEIR, numerous meetings were held with stakeholders throughout the Study
Area to obtain input and provide updates on the SA -GG Fixed Guideway Project. Community
meetings were held with the Lacy Neighborhood, the French Park Neighborhood, the Santiago
Lofts Homeowners Association, the Santa Ana Senior Center, and many other stakeholders.
Stakeholder comments were collected and recorded at each meeting. In addition, a series of
Stakeholder Working Group meetings were held to involve key business people and leaders in
the community. Below is a list of organizations which received presentations on the proposed
project:
French Park Association
Kennedy Commission
Santa Ana Collaborative for Responsible Development
Santiago Lofts Homeowners Association
Artesia Filar Neighborhood Association
Labor Union Members
Federal Courthouse
Santa Ana Senior Center
Stakeholders Working Group
Santa Ana City Council
Santa Ana Restaurant Association
Templo Calvario
State Appellate Court
Orange County Superior Court
Rancho Santiago Community College District Board of Trustees
Lacy Neighborhood
SARTC Community Meeting to discuss the Santa Ana Train Station
Board of Directors, Santa Ana Merchants Association
Downtown Inc
Santa Ana Merchants Association
Santa Ana Unified School District
Stakeholders Working Group Advisory Committee
One -on -one briefings with 140 Downtown Businesses
Santa Ana City College
Railway Association of Southern California
Santa Ana Unified School District Board
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Santa Ana — Garden Grove Fixed Guideway Project
Findings and Facts in Support of Findings and Statement of Overriding Considerations
Orange County Transportation Authority (OCTA)
Everest College /Corinthian College
Santa Ana Resource Network
Orange County Business Council
Orange County Transportation Authority Transportation 2020 Committee
Federal Transit Administration
California Public Utilities Commission staff
County of Orange Supervisors and staff
In addition, prior to making any key decisions on the proposed project, the City of Santa Ana
initiated a public scoping process to define the appropriate range of issues to be addressed in
the EA/DEIR. Four scoping meetings were conducted for the general public between June 8
and June 12, 2010. Two of these meetings were scheduled in the evening, one meeting was
scheduled in the morning, and one meeting was scheduled on a Saturday afternoon, providing
those community members who could not attend any of the weekday evening meetings with an
opportunity to participate. Public comment opportunities were made available at each meeting.
It should also be noted that articles and advertisements were published in a number of local
newspapers, including several non - English publications. All information materials were
presented in English, as well as Spanish.
In compliance with PRC Sections 21080.4 and 21092, the Notice of Availability of the EA/DEIR
for public review, beginning May 23, 2014, was filed and posted at the Orange County Clerk -
Recorder's Office; advertised in the local newspaper; flyers were distributed at every community
center in the City of Santa Ana; outreach was also conducted via social media; and a press
release was covered by at least three different news organizations. Although not required under
CEQA regulations, available data from County Assessor and City property records were used to
establish a list of property owners and tenants within 500 feet of the alignment. There were
3,796 postcards delivered to property owners, business owners, tenants, and residents related
to EA/DEIR availability for public review. Hard copies of the notifications and document were
also made available at different locations (Santa Ana City Hall Public Works Counter, Santa Ana
City Hall City Clerk's Office, Santa Ana Public Library, Salgado Center, Rosita Park, Santa Ana
Train Station, Garden Grove City Hall, and OCTA), as well as online on the City of Santa Ana
website. During the review period, 17 written submissions were received on the EA/DEIR from
public agencies, community groups, and individuals. In addition, three public meetings were
held on June 14, 17, and 19, 2014. Approximately 150 people attended the public meetings,
and roughly 34 attendees gave verbal testimony at the meetings.
The REA/FEIR, which contains written responses to the comment letters received during and
after the 45 -day comment period and to oral testimonies during the public meetings, was
completed and distributed on November 8, 2014. Distribution of the REA /FEIR entailed
providing copies of the REA /FEIR to public agencies and organizations that received and /or
commented on the EA/DEIR and notifying individuals who commented on the EA/DEIR or the
REA/FEIR availability. The REA/FEIR was made available to the public on the City's website at
http : / /santaanatransitvision.com and the locations listed above. The REA /FEIR was prepared
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Findings and Facts in Support of Findings and Statement of Overriding Considerations
and distributed in accordance with CEQA Guidelines Section 15088(b), which requires that
written responses be provided at least 10 days prior to certifying an EIR.
4. ENVIRONMENTAL ISSUES THAT WERE DETERMINED TO BE
LESS THAN SIGNIFICANT
The following environmental resource areas would not be significantly impacted by the
proposed project:
A. Aesthetics (pages 3 -66 and 3 -190 of the EA/DEIR)
The proposed project would result in the installation of overhead contact wire poles with
catenary wires, new light poles, and additional traffic signals along the entire length of the
proposed project alignment. These project components would introduce new vertical
elements to the PE ROW and Santa Ana Boulevard. Workers and patrons of commercial
establishments, motorists, and pedestrians would have limited views of the proposed
improvements as they move through the area or visit commercial facilities. The visual
quality associated with the Old Pacific Electric Santa Ana River Bridge, Santa Ana River
Trail, Sasscer Park, the French Park and Downtown Santa Ana Historic Districts, and
SARTC would not be substantially affected by the proposed project. Therefore, a less -than-
significant impact related to scenic vistas, scenic resources, and visual quality would occur.
The proposed vertical elements and TPSS would not impact the low to moderate visual
quality of the Study Area. Therefore, a less- than - significant impact related to visual
character would occur.
While the lighting design, including intensity and height, has not been determined to date, in
general, the lighting will be designed to direct lighting to the immediate area to minimize
spillover, and will be consistent with the existing lighting in the area. However, it is possible
that lighting associated with the O & M Facility and the stations /platforms located adjacent to
residential neighborhoods could create a new source of lighting that might impact nighttime
views in those areas. Project design features, including, but not limited to, architectural
integration of all lighting fixtures with the character of the surrounding environment, use of
shielded or recessed lighting, and use of low- profile walkway lights, would eliminate
potential light and glare impacts. Therefore, a less- than - significant impact related to lighting
would occur.
B. Agricultural and Forest Resources (page 3 -14 of the EAIDEIR)
There are no agricultural, timberland, or forestry resources within the Study Area. The
proposed project would not convert farmland to non - agricultural use; conflict with zoning for
agricultural use, forest land, or timberland; conflict with Williamson Act contracts; or result in
the loss or conversion of forest land to non - forest use. Therefore, no impacts related to
agricultural resources, farmland, and forestry resources would occur.
C. Air Quality (page 3 -156 of the EA/DEIR)
The proposed project is consistent with the City of Santa Ana long -term vision for
transportation development and traffic congestion alleviation. Regionally, the proposed
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Findings and Facts in Support of Findings and Statement of Overriding Considerations
project would develop a mass transit infrastructure, which is a Transportation Control
Measure in the South Coast Air Quality Management District (SCAQMD) Air Quality
Management Plan that seeks to reduce air pollutant emissions via a reduction in vehicle
trips and congestion. In addition, the proposed project is included in Southern California
Association of Governments (SCAG) 2012 -2035 Regional Transportation Plan /Sustainable
Communities Strategy (RTP /SCS), adopted on April 4, 2012. Therefore, a less -than-
significant impact related to conflicting or obstructing the air quality management plan would
occur.
Operational activity would increase regional emissions by less than one pound per day
when compared with the emissions under the No Build Alternative. The net increase in
emissions would not exceed the SCAQMD significance thresholds. Therefore, a less -than-
significant impact related to violation of an air quality standard or contribution to an existing
or projected air quality violation would occur.
The proposed electrically - powered streetcars would not generate localized exhaust
emissions. However, changes to intersection operations as a result of project
implementation could potentially increase vehicle idling and result in carbon monoxide (CO)
hotspots. In addition, the proposed park- and -ride facility located on the northeast corner of
the Harbor Boulevard/Westminster Avenue intersection would potentially increase localized
pollutant concentrations. The CO hotspot analysis conducted for the project indicated that
the proposed project would contribute less than 0.1 part per million (ppm) to the one- and
eight -hour CO concentrations and would be less than the State one- and eight -hour CO
standards of 20 and 9 ppm. The proposed electrically - powered streetcars would not
generate diesel particulate matter. The O & M Facility would service streetcar vehicles and
would require the use of solvents and related chemicals for cleaning and repair activities.
However, the O & M Facility would not generate diesel emissions or be a substantial source
of chemicals identified in the California Air Resources Board guidance for locating pollutant
generators near sensitive populations. Therefore, a less- than - significant impact related to
exposing sensitive receptors to substantial pollutant concentrations would occur.
The O & M Facility would require the use of solvents and related chemicals for cleaning and
repair activities. However, these sources would not be used in sufficient quantities that
would emit substantial odors for public complaints. Therefore, a less- than - significant impact
related to odors would occur.
D. Biological Resources (page 3 -217 of the EA/DEIR)
The Study Area is heavily developed and contains no natural biological communities. The
ground disturbance footprint consists entirely of disturbed or developed land, which includes
roadways, developed and undeveloped lots, parking areas, and residential and commercial
developments. Literature review and field survey data determined that no special status
plant or wildlife species have the potential to occur within the project's footprint and that the
Study Area lacks suitable habitat that would typically support special status species or
receive State or federal Endangered Species Act protections. Therefore, a less -than-
significant impact related to candidate, sensitive, or special species would occur.
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Findings and Facts in Support ofFindings and Statement of Overriding Considerations
The Santa Ana River is the only potential special aquatic feature within the Study Area. It is
concrete lined and contains no wetlands or hydrophytic vegetation. Therefore, no impact
related to wetlands and riparian habitat would occur.
The Study Area is already heavily developed and additional development would not interfere
with wildlife movement. The Study Area does not provide a major or local wildlife corridor or
travel route because it does not connect two significant habitats for either fish or wildlife
species. Operational activity within the ROW may frighten urban wildlife, such as raccoons
and opossums. However, operational noise would cause most animals to avoid streetcar
activity. Therefore, a less- than - significant impact related to wildlife movement would occur.
The proposed alignment would be located within existing surface streets or within the PE
ROW. Operational activities would not result in the removal of special species trees listed in
the City's Tree Preservation Policy. Therefore, the proposed project would not conflict with
local policies or ordinances protecting biological resources, such as the tree preservation
policy, and a less- than - significant impact related to biological resources would occur.
The Study Area is not located within a Habitat Conservation Plan, Natural Community
Conservation Plan, or other approved local (including the City of Garden Grove), regional, or
State habitat conservation plan. Therefore, no impact related to conservation plans would
occur.
E. Architectural Resources (pages 3 -96 and 3 -191 of the EA/DEIR)
Construction and operation of the proposed project would not result in significant impacts to
any architecturally significant (historic) properties, including the Old Pacific Electric Santa
Ana River Bridge. Although the proposed project would require an alteration to the west
abutment of the Old Pacific Electric Santa Ana River Bridge to allow the Santa Ana River
Trail on both the east and west sides of the river to be separated, the abutment of the bridge
is not an original component of the bridge and is not an element or feature that contributes
to the historic quality of the bridge. Therefore, a less- than - significant impact related to
architectural resources would occur.
F. Geology and Soils (pages 3 -97 and 3 -192 of the EA/DEIR)
The Study Area is not within an earthquake fault zone as delineated on the most recent
Alquist - Priolo Earthquake Fault Zoning Map. There is no known evidence of a fault surface
rupture expressed in the regional geomorphology and available historic aerial photographs.
Given that there is no mapped earthquake fault zone within seven miles of the Study Area,
the potential for fault rupture is low. Therefore, a less- than - significant impact related to fault
rupture would occur.
The subsurface condition of the Study Area is composed mostly of alluvium that could
potentially be exposed to strong seismic ground shaking. This ground shaking could
damage streetcar tracks, the Santa Ana River Bridge, the Westminster Avenue Bridge, or
the O & M Facility. In addition, the segment of the alignment between Harbor Boulevard
and Raitt Street may be impacted by liquefaction due to the potential shallow depth to
groundwater of less than 20 feet. The impacts of liquefaction could include potential
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collapse or misalignment of at -grade rails, which may cause streetcar derailment. However,
City Staff and regulatory agencies are required to review the design plans and approve the
appropriate foundation treatment prior to the issuance of building permits to ensure the
structure integrity of project facilities. Therefore, a less- than - significant impact related to
seismic ground shaking and liquefaction would occur.
The topography of the Study Area is relatively flat with no significant slopes and is not
mapped as being in an Earthquake- Induced Landslide Zone. There is no potential for
landslides or seismically- induced landslides. Therefore, no impact related to landslides
would occur.
The entire length of the alignment and the O & M Facility would be completely paved. The
Study Area is in a flat, highly urbanized area, and there is little potential for soil erosion.
Therefore, no impact related to soil erosion would occur.
Expansive soils are typically associated with fine - grained clayey soils that have the potential
to shrink and swell with repeated changes in the moisture content. It is not anticipated that
expansive soils are located near the surface in the Study Area. Therefore, no impact related
to expansive soil would occur.
The Study Area is in a flat, highly urbanized area without a unique geologic feature.
Therefore, no impact related to unique geologic features would occur.
The Study Area is located in an urbanized area extensively served by existing sewer
infrastructure. Implementation of the proposed project would not require the use of septic
tanks or alternative wastewater disposal systems. Therefore, no impact related to septic
tanks would occur.
G. Greenhouse Gas Emissions (page 3 -148 of the EA/DEIR)
Greenhouse gas (GHG) emissions associated with the proposed project would be
approximately 1,224 metric tons per year and would not exceed the significance threshold of
10,000 metric tons per year. Therefore, a less- than - significant impact related to GHG
emissions would occur.
The proposed project would be designed to reduce vehicle miles traveled - related emissions
by encouraging the use of public transit by providing accessibility to activity centers that
provide employment and educational opportunities, goods and services. Therefore, a less -
than- significant impact related to GHG plans, policies, and regulations would occur.
H. Hazards and Hazardous Materials (pages 3 -103 and 3 -193 of the EA/DEIR)
There is a potential for hazardous materials /waste spills to occur at the O & M Facility, which
is of importance as this site is located 0.20 mile from John C. Fremont Elementary School at
1930 10th Street and Romero -Cruz Elementary School at 1512 Santa Ana Boulevard. The
O & M Facility would store hazardous materials /waste primarily for cleaning and routine
maintenance of the streetcars and tracks and would likely house cleaning chemicals,
lubrication oils, and hydraulic oils. However, the storage and disposal of hazardous
materials /waste would be conducted in accordance with all federal and State regulatory
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requirements that are intended to prevent or manage hazards and /or remediate spills,
including periodic site inspections for compliance with these required practices. Therefore,
a less- than - significant impact related to hazardous materials would occur.
The proposed alignment is approximately 4.3 miles from the nearest airport (John Wayne
Airport). The proposed alignment is not within an airport land use plan or near a private
airstrip. Therefore, no impact related to airport hazards would occur.
The proposed project would operate both in an exclusive ROW and within mixed -flow traffic.
The exclusive PE ROW portion of the proposed alignment would not block or interrupt
emergency access or evacuation routes. The on- street portion of the alignment would add
streetcars to mixed -flow traffic, which would also have no substantial impact on emergency
access or evacuation routes. However, should a major accident or emergency occur,
emergency vehicles could, with permission from OCTA, use the PE ROW as an emergency
access or evacuation route. Therefore, a less- than - significant impact related to emergency
response and evacuation plans would occur.
The proposed alignment is located in a fully urbanized area and is not located adjacent to or
intermixed with wildlands. The proposed project would not subject people or structures to a
significant risk of loss, injury, or death as a result of exposure to wildland fires. Therefore,
no impact related to wildland fires would occur.
Hydrology and Water Quality (pages 3 -186 and 3 -214 of the EAMEIR)
The proposed project would likely generate pollutants that could travel in stormwater runoff
along the track alignment in daily maintenance activities. Best management practices
BMPs) designed to reduce potential stormwater pollution would reduce, if not eliminate,
potential impacts to water quality. Therefore, less- than - significant impacts related to water
quality, water discharge, and stormwater runoff would occur.
The proposed project is a transportation facility and would not deplete groundwater supplies.
The O & M Facility would use water for maintenance activities (e.g., vehicle washing and
landscaping and screening) and worker hygiene. Implementation of BMPs would ensure
that water use would be minimal. Therefore, a less- than - significant impact related to
groundwater would occur.
The existing drainage pattern of the project alignment would not be substantially altered or
impacted by the proposed project. The streetcar tracks do not have gutters like a traditional
road, but water that falls onto impervious surfaces associated with the track system would
be collected and conveyed into the storm drain system by inlets similar to roadway inlets.
Therefore, a less- than - significant impact related to the drainage pattern would occur.
A small portion of the Study Area is within an area of low to moderate hazard but is not
expected to be inundated during the 100 -year flood. However, there are locations that
would be inundated during a 100 -year flood at channel crossings and within the western
portion of the proposed project alignment. In addition, the Study Area crosses the Santa
Ana River. Development in these areas is required to follow applicable federal and State
regulations guiding flood management. The greatest potential for flooding would be by dam
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inundation of the Prado Dam or a 500 -year flood. These events are unlikely with a 0.2
percent chance of occurring annually. Therefore, a less- than - significant impact related to
flooding would occur.
There are no bodies of water in the vicinity of the Study Area that are large enough to
produce a seiche. Therefore, no impact related to seiches would occur.
The Study Area is located approximately nine miles inland of the Pacific Ocean and would
not be subject to tsunami inundation. Therefore, no impact related to tsunamis would occur.
The closest hillsides up- gradient from the project alignment are more than ten miles to the
north and are separated from the project alignment by urban development, including
residential uses, streets, and storm drain systems, which makes it unlikely that the project
alignment would experience effects caused by mudslides. Therefore, no impact related to
mudslides would occur.
J. Land Use and Zoning (pages 3 -28 and 3 -201 of the EA/DEIR)
The proposed project would operate in- street within the eastern portion of the proposed
alignment and in the existing PE ROW between Harbor Boulevard and Raitt Street. These
transportation corridors within the Cities of Santa Ana and Garden Grove act as boundaries
between neighborhoods. The in- street alignment would not create a new physical barrier
that would divide any portion of the Cities of Santa Ana or Garden Grove. Similarly, the PE
ROW was constructed in 1905. The operation of a streetcar along this segment would not
create a new physical barrier that divides either city. Therefore, no impacts related to
dividing an established community would occur.
On a regional scale, the proposed project would be consistent with the growth management
policies of the SCAG Regional Comprehensive Plan and Guide to improve the standard of
living, improve the regional quality of life, and maintain social, political, and cultural equity.
They would also be consistent with the air quality and open space policies of the SCAG
2012 -2035 RTP /SCS. On the local level, the proposed SA -GG Fixed Guideway Project
would be consistent with the North Harbor Boulevard Specific Plan, Bristol Street Corridor
Specific Plan, Midtown Specific Plan, and City of Santa Ana Transit Zoning Code.
Therefore, a less- than - significant impact related to land use would occur.
K. Mineral Resources (page 3 -108 of the EA/DEIR)
The Study Area does not lie within a known mineral resource or mineral hazard area (i.e.,
radon) that would pose a risk to the human population. The Study Area does not include
mineral activity areas regulated by the Surface Mining and Reclamation Act and, according
to the State of California Department of Conservation Division of Oil, Gas and Geothermal
Resources on -line mapping system, there are no geothermal resources, including oil and
gas, located in the Study Area. Therefore, no impact related to mineral resources would
occur.
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Findings and Facts in Support of Findings and Statement of Overriding Considerations
L. Noise (pages 3 -152 and 3 -207 of the EA/DEIR)
Regarding operational vibration, the maximum vibration level generated by the proposed
project would be 70 VdB at a streetcar speed of 40 miles per hour and would not exceed
Federal Transit Administration (FTA) vibration impact criteria of 72 VdB for residential land
uses. For institutional land uses, the maximum vibration level would be 74 VdB at a
streetcar speed of 35 miles per hour and would not exceed FTA vibration impact criteria of
75 VdB. Operational activity would not expose people to excessive vibration levels.
Therefore, a less- than - significant impact related to vibration would occur.
The proposed project would generate construction - related noise and vibration. Alignment
and bridge construction activities would employ pieces of equipment (i.e., mounted impact
hammer, foundation driller, pneumatic tools, concrete pump truck, and pavement miller or
scarifier) that would exhibit high noise and vibration levels. A Noise and Vibration Control
Plan will be developed and implemented prior to construction that will include BMPs to
minimize exposure to high levels of noise and vibration and ensure compliance with City and
FTA standards. With implementation of the Noise and Vibration Control Plan described in
Section 3.16.2.3 of the EA /DEIR, the proposed project would not conflict with applicable
noise standards and would not generate excessive vibration. Therefore, a less -than-
significant impact related to construction noise and vibration would occur.
The closest public airport within the Study Area is John Wayne Airport, located
approximately four miles to the southeast, and is not within the impacted airport noise level
contours. Therefore, no impact related to airport noise would occur.
M. Population and Housing (page 3 -28 of the EA/DEIR)
The proposed project would require housing acquisition resulting in displacement of
approximately 28 persons. In addition, acquisition would affect fewer than a dozen
businesses, which would displace no more than 50 jobs. Due to the small amount of
housing and business displacement (less than one percent of the Study Area population),
the number of persons displaced would be minimal compared to the existing population.
Therefore, a less- than - significant impact related to population would occur.
Given the length of the four -mile alignment and the City of Santa Ana's population of over
58,000 within the Study Area, the displacement of 28 people (less than 0.05 percent) would
not be considered substantial. Acquisitions requiring the displacement of existing residential
uses would comply with the Uniform Relocation Assistance and Real Property Acquisition
Policies Act of 1970 (Uniform Act). The proposed project would provide relocation
assistance and compensation to displaced residences per the Uniform Act. Compensation
would not be less than the approved appraisal of the property. Therefore, the proposed
project would not result in the displacement of substantial housing, and a less -than-
significant impact related to housing would occur.
N. Public Services (page 3 -62 of the EA/DEIR)
The proposed project would not introduce a new population to create additional demand for
police and fire services. The proposed project is not anticipated to create additional demand
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for police and fire services although an increased demand for security personnel may occur.
However, it is expected that the existing police and fire facilities would be adequate, and no
new facilities would be required. Therefore, a less- than - significant impact related to police
and fire services would occur.
The proposed project would include security- oriented design features, such as perimeter
fencing around the O & M Facility. A Crime Prevention through Environment Design
program would be implemented during final design that includes natural access control,
natural surveillance, territoriality, and maintenance to create a safe environment. In
addition, all streetcar operators would participate in a safety /security training program and
surveillance cameras may be installed inside streetcar vehicles. These design features,
along with police security patrols, will substantially reduce the risk for criminal activities on
streetcars, at transit stations, and at the O & M Facility. Therefore, a less- than - significant
impact related to streetcar security would occur.
The proposed project would not alter emergency response times given the wide distribution
of emergency facilities throughout the Study Area. Crossing gates for the streetcar would
generally not be down for a period of more than 30 seconds. It is likely that emergency
vehicles would switch to the other side of the street particularly when there are median
extensions. Should the at -grade crossing be inaccessible for a substantial duration,
emergency vehicles could access multiple alternative routes within the Study Area based on
the well- defined street grid. Therefore, a less- than - significant impact related to emergency
response times would occur.
Although the proposed project would provide improved mobility and access to the Study
Area in accordance with adopted transportation and land use plans, these improvements
would not result in substantial growth of the local student population and, as such, would not
necessitate the need for new schools. Therefore, no impact related to schools would occur.
Although the proposed project would improve mobility and access to communities in
accordance with adopted transportation and land use plans, it would not introduce new
population to the Study Area that could increase demand for parks or require the provision
of new parkland. In addition, the project alignment would not disrupt or impair access to
parks. Portions of the project alignment located outside of the existing transportation ROW
would require some land acquisitions and easements; however, new land and easements
acquisition would not displace parkland. Therefore, no impact related to parks would occur.
There are two federal buildings located near the proposed alignment. The streetcar system
will be designed so as not to inhibit the function or access to the Ronald Reagan Federal
Building and United States Courthouse or the Santa Ana Federal Building. The station near
Santa Ana Boulevard and Ross Street will be at an adequate distance from the federal
buildings so that a safety buffer is provided. Access to federal buildings would be
maintained during construction and operation, and emergency access would be prioritized.
Additional safety measures would also be incorporated to ensure the safe operation of the
federal buildings. Therefore, a less- than - significant impact to the federal buildings would
occur.
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Findings and Facts in Support ofFindings and Statement ofOverriding Considerations
The proposed project would improve regional transit access to public service facilities in the
Study Area, including schools, parks and recreation areas, hospitals and community health
facilities. The Willowick Public Golf Course, Spurgeon Intermediate School, George
Washington Carver Elementary School, Santa Ana Civic Center, Santa Ana Public Library,
OCTA Park and Ride Parking Structure, and SARTC are all within walking distance of
proposed stations. These public service facilities would benefit directly from the improved
transit services and access to the populated areas, specifically in the Downtown Santa Ana
area near the Civic Center, where a number of public governmental agencies are located.
Therefore, a less- than - significant impact related to public facilities would occur.
O. Recreation (page 3 -231 of the EA/DEIR)
The proposed project would improve transit access to recreational facilities within the Study
Area, several of which are located within walking distance of stations, and would promote
inter -city travel and increase access to the Study Area. This would potentially increase the
use of existing parks and recreational facilities. However, based on ridership projections,
the increased use is not expected to be significant enough to result in substantial physical
deterioration of existing recreation facilities, including the Santa Ana River Trail and
bikeways. Therefore, a less- than - significant impact related to recreational facilities would
occur.
The Santa Ana River Trail (bicycle and equestrian paths) currently crosses underneath the
Santa Ana River Bridge. The proposed project would be designed to provide sufficient
clearance for users of these paths on both sides of the Santa Ana River. Therefore, a less -
than- significant impact to the Santa Ana River Trail would occur.
P. Transportation and Traffic (pages 3 -131 and 3 -206 of the EA/DEIR)
All intersections assessed for proposed project would operate at similar or improved levels
of service (LOS) as the No Build Alternative. Therefore, a less- than - significant impact
related to intersection LOS would occur.
A roadway segment capacity analysis was completed because the proposed project would
operate in mixed traffic in the central and eastern portion of the Study Area. The proposed
project would not cause additional roadway segments to experience capacity deficiencies
beyond those identified under the No Build Alternative. Therefore, a less- than - significant
impact related to roadway segments capacities would occur.
Grade crossing vehicle activity would not cause excessive vehicle queuing or significantly
impact the transportation system given the relatively small number of passenger vehicle and
pedestrian activity around stations at the termini or intersection movements at the Harbor
BoulevardMestminster Avenue Station and SARTC. In addition, it is not expected that the
proposed project would attract a significant volume of commuters using SARTC as a park -
and -ride to access the streetcar system. It is anticipated that streetcar patrons would come
primarily from Metrolink and Amtrak, and secondarily from other local and intercity bus
services that also utilize SARTC. Therefore, a less- than - significant impact related to grade
crossings and station circulation would occur.
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The proposed project would affect access to driveways of four businesses, which would not
interfere with driveway capacity or impact business operations. Therefore, a less -than-
significant impact related to driveway access would occur.
The Harbor Boulevard /1st Street intersection, which operates at LOS C in the AM and PM
peak hour, is the one Congestion Management Program (CMP) intersection within the Study
Area. The proposed project would not change the LOS at this intersection. Therefore, a
less- than - significant impact related to the CMP would occur.
The proposed project would involve improvements to the surface transportation network.
The proposed alignment would not connect to an airport or cause an increase in air traffic.
Therefore, no impact related to air traffic patterns would occur.
The proposed project would maintain existing or equivalent emergency access routes and
response times throughout the Study Area by retaining the existing street network and
connections. The proposed alignment does not pass in front of a fire station, and station
locations would not prohibit access to structures. Therefore, a less- than - significant impact
related to emergency access would occur.
As a fixed guideway system, the proposed project would facilitate and encourage alternative
forms of transportation, including increased use of the local bus system and other transit lines
e.g., Metrolink and Greyhound). Accordingly, the proposed project would promote rather than
conflict with adopted policies, plans, or programs supporting alternative transportation and
would have no impact on alternative transportation modes.
Q. Utilities and Service Systems (page 3 -229 of the EA/DEIR)
The proposed project would not generate wastewater from activity along the alignment or at
stations. Wastewater would be generated by the O & M Facility but would not put added
strain on existing wastewater treatment capacity. Therefore, a less- than - significant impact
related to wastewater treatment and facilities would occur.
The existing drainage pattern of the proposed alignment would not be substantially altered
or impacted by the proposed project. Streetcar tracks would be constructed mostly at -grade
with the existing street ROW and the PE ROW. The streetcar tracks do not have gutters like
a traditional road, but water that falls onto impervious surfaces associated with the track
system would be collected and conveyed into the storm drain system by inlets similar to
roadway inlets. Stormwater from non - street portions of the alignment may be directed to
vegetated swales for treatment before conveyance to the City storm drain. Therefore, a
less- than - significant impact related to stormwater drainage facilities would occur.
The proposed project is a transportation facility and would not deplete water supplies. The
O & M Facility would use water for maintenance activities (e.g., vehicle washing) and worker
hygiene. Implementation of BMPs would ensure that water use would be minimal.
Therefore, a less- than - significant impact to water supply would occur.
The proposed project would not generate solid waste from activity along the alignment
although standard waste receptacles would be placed at stations. It is not anticipated that
streetcar riders would generate new solid waste that would exceed existing planning
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assumptions and landfill capacity. Therefore, a less- than - significant impact related to solid
waste disposal and regulations.
5. ENVIRONMENTAL ISSUES THAT WERE DETERMINED TO BE
LESS THAN SIGNIFICANT WITH MITIGATION INCORPORATED
The following environmental resource areas would not be significantly impacted by the
proposed project with implementation of mitigation measures:
A. Archaeological and Paleontological Resources (page 3 -203 of the EA/DEIR)
Potential Impact: The discovery of archaeological or paleontological resources is possible
during excavation activities. Therefore, without mitigation, significant impacts related to
archaeological and paleontological resources would occur.
Finding: Changes or alterations have been required in, or incorporated into, the proposed
project which would mitigate or avoid the significant effects on the environment as identified in
the REA/FEIR.
Facts in Support of Finding: The Study Area does not include archeological or
paleontological resources eligible for listing in the National Register of Historic Places. Ground
disturbance would not be more than five feet beneath the existing surface in most areas
although ground disturbance may exceed five feet to accommodate drainage improvements
near Raitt Street and for foundations for elevated structures across Westminster Avenue and
the Santa Ana River. These areas are all located in previously disturbed areas with
underground infrastructure that are along the street ROW or across a concrete channel, and the
potential for the accidental discovery of archeological resources is remote. However, discovery
of archaeological or paleontological resources is possible during excavation activities.
Implementation of Mitigation Measure CRII would provide the appropriate process in the event
of an accidental discovery and impacts related to archaeological and paleontological resources
would be less than significant.
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Mitigation Measure
CR1 Treatment of Undiscovered Resources — The contractor shall notify construction
personnel of the potential for encountering significant archaeological and paleontological
resources along the alignment, and instructed in the identification of fossils and other
potential resources. All construction personnel shall be informed of the need to stop
work on the project site until a qualified archaeologist or paleontologist has been
provided the opportunity to assess the significance of the find and implement appropriate
measures to protect or scientifically remove the find. If human remains are encountered
during construction, all work shall cease in the area of potential affect and the Orange
County Coroner's Office shall be contacted pursuant to procedures set forth in Public
Resources Code Section 5097 et seq. and Health and Safety Code in Sections 7050.5,
7051, and 7054 with respect to treatment and removal, Native American involvement,
burial treatment, and re- burial, if necessary. A fifty -foot buffer, or more if deemed
appropriate by the principal investigator, shall be established and work outside the buffer
may resume.
B. Hazards and Hazardous Materials (Hazardous Sites) (page 3 -114 of the
EA/DEIR)
Potential Impact: Three properties identified as potentially hazardous sites would be acquired
as part of O & M Facility. The acquisition of these properties would require Phase I
Environmental Site Assessments to ascertain if employees working at the O & M Facility would
be exposed to toxic levels of hazardous materials. Therefore, without mitigation, significant
impacts related to hazardous sites would occur.
Finding: Changes or alterations have been required in, or incorporated into, the proposed project
which would mitigate or avoid the significant effects on the environment as identified in the
REA/FEI R.
Facts in Support of Finding: The proposed project would require limited acquisition of
property, which could have the potential to contain hazardous materials. The majority of
potentially hazardous properties identified within a 0.25 -mile radius of the project alignment
would not be acquired or disturbed and do not require further investigation. However, three
properties identified as potentially hazardous sites would be acquired as part of the O & M
Facility, including All Car Auto Parts located at 2002 West 5th Street, SA Recycling located at
2006 West 5th Street, and American Auto Wrecking located at 1908 West 5th Street.
Implementation of Mitigation Measure HAZ1 would reduce impacts related to hazardous sites to
less than significant.
Mitigation Measure
HAZ1 A Phase I Environmental Site Assessment shall be prepared for the following sites
All Car Auto Parts located at 2002 West 5th Street
SA Recycling located at 2006 West 5th Street
American Auto Wrecking located at 1908 West 5th Street
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Findings and Facts in Support of Findings and Statement of Overriding Considerations
The assessment shall be prepared by a Registered Environmental Assessor. The
assessment shall be prepared in accordance with State standards /guidelines to evaluate
whether the site or the surrounding area is contaminated with hazardous substances
from the potential past and current uses including storage, transport, generation, and
disposal of toxic and hazardous waste or materials. If hazardous materials are identified
in the Phase I Environmental Site Assessment, a Phase II Environmental Site
Assessment would be completed to identify the extent of contamination and the
procedures for remediation. The Phase II Environmental Site Assessment shall be
approved by the California Department of Toxic Substances Control.
C. Noise (Project Operation) (page 3 -152 of the EA/DEIR)
Potential Impact: Project - related noise levels would exceed the significance thresholds at five
Noise Sensitive Areas (NSA). Therefore, without mitigation, a significant impact related to
operational noise levels would occur.
Finding: Changes or alterations have been required in, or incorporated into, the proposed
project which would mitigate or avoid the significant effects on the environment as identified in
the REA/FEIR.
Facts in Support of Finding: Significant noise impacts at sensitive receptors NSA -4
Spurgeon Intermediate School), NSA -6 (seven housing units), NSA -7 (five housing units), and
NSA -8 (two housing units) would result from sounding of a warning horn and audible warning
devices at gate crossings. Significant noise impact at NSA -9 (five housing units) would result
from operation of the O & M Facility. Mitigation Measure N1 would reduce noise impacts
associated with warning horns, Mitigation Measure N2 would reduce noise impacts associated
with streetcar pass -by noise, and Mitigation Measure N3 would reduce noise impacts at NSA -9
by 5 dBA and NSA -10 by 4 dBA. Implementation of Mitigation Measures N1 through N3 would
reduce impacts related to operational noise to less than significant.
Mitiaation Measure
N1 The City of Santa Ana shall request a horn - sounding exemption from the California
Public Utilities Commission for the crossing at 5th and Fairview Streets. The exemption
shall provide justification and demonstrate that safety would not be compromised. In lieu
of the warning horn, supplemental safety measures (e.g., four -quad gates, roadway
median barriers on grade crossing approaches, and pedestrian gates) would be
implemented. If a horn sounding exemption is approved and established, warning horns
would not be sounded except under an emergency situation.
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Findings and Facts in Support of Findings and Statement of Overriding Considerations
N2 When practical, the contractor shall design special trackwork elements, such as turn-
outs, switches, and cross -over to be located at least 600 feet away from sensitive
receptors. If this cannot be achieved, then special switch devices, such as spring frogs
or movable point frogs shall be utilized. A frog device is used where two rails cross.
The frog is designed to ensure the wheel crosses the gap in the rail without "dropping"
into the gap.
N3 The contractor shall construct a noise barrier at the land uses identified as Noise
Sensitive Areas 9 and 10. For receptors in Noise Sensitive Area 9, the noise barrier
shall be at least 10 feet high and extend for 400 feet along the northern property edge of
the proposed operations and maintenance facility. For receptors in Noise Sensitive Area
10, the noise barrier shall be at least 8 feet high and extend for 225 feet along the
southern boundary of the PE ROW adjacent to 4th Street. The design of the noise
barriers shall be identified on project plans prior to issuance of building permits.
D. Safety and Security (Traffic Hazards) (page 3 -191 of the EA/DEIR)
Potential Impact: The proposed project would result in significant safety hazards related to
streetcar and passenger vehicle collisions and pedestrian safety. Therefore, without mitigation,
a significant impact related to safety hazards would occur.
Finding: Changes or alterations have been required in, or incorporated into, the proposed
project which would mitigate or avoid the significant effects on the environment as identified in
the REA/FEIR.
Facts in Support of Finding: The proposed project could potentially result in streetcar -to-
streetcar collisions; collision with vehicles, pedestrians, and bicyclists; and streetcar derailment.
The proposed project would be required to comply with all federal and State mandates that
affect rail safety, including regulations that require fixed guideway systems to establish system
safety and security programs. Following construction, the proposed project would be operated
in accordance with OCTA standard operating procedures, operator rules, and the emergency
plan. A safety program would be developed for and administered to all streetcar operators.
Despite safety features incorporated into the project design, streetcar and passenger vehicle
conflicts have been identified at schools located adjacent to the tracks. These locations include
Spurgeon Intermediate School, Romero Cruz Elementary School, George Washington Carver
Elementary School, and James Garfield Elementary School. Each of these locations represents
an area where streetcars could collide with a passenger vehicle.
The proposed project could potentially result in significant impacts related to pedestrian safety.
The proposed project would include construction of the Willowick Station, located between
Westminster Avenue and the Santa Ana River, to allow future access when the Willowick golf
course site is redeveloped. Without the development of the Willowick Station, there are no
public roadways that cross the proposed alignment within this segment. As an interim solution,
a ten -foot walking path would be constructed on both sides of the fenced OCTA ROW to allow
access from adjacent residential neighborhoods, located north and south of the ROW. The
proposed walking path would be accessed from the two gates near Green Drive and the end of
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Clinton Street. The walking path would not be visible from public streets and from the rear
yards of adjacent homes due to the height of a proposed masonry ROW wall. The walking path
is proposed to be lighted. It is also proposed that there would be pedestrian crossings of the
tracks immediately south of the station platform and approximately 350 feet north of the station
platform. However, the proposed project design creates several safety concerns, including the
following:
Transit patrons would have to walk a long distance along a walking path that is not visible to
the general public;
The proposed lighting level along the walking path may create shadowed or dimly lit areas;
Gates would be accessed by a pass key, which may trap transit patrons without a pass key
or without immediate access to a pass key within the ROW;
If no pass keys are needed at access gates, then it may be possible for non - residents to
access the neighborhoods adjacent to the rear of the homes on isolated streets and
walkways;
Pedestrian crossings of the tracks, located north of the station platforms, may raise safety
consideration for train operations; and
Allowing pedestrian access into the OCTA ROW without fencing of the area directly to the
tracks would potentially result in pedestrians crossing the tracks within the ROW.
Mitigation Measure SAF1 would eliminate adverse effects related to safety for pedestrian during
pick -up /drop -off times at schools within along the alignment. Mitigation Measures SAF2 through
SAFE would eliminate adverse effects related safety for pedestrian accessing the walking path.
Implementation of Mitigation Measures SAF1 through SAF6 would reduce impacts related to
traffic hazards and safety to less than significant.
Mitigation Measure
SAF1 The City of Santa Ana shall coordinate with the Santa Ana Unified School District and
Santa Ana Police Department regarding safety at schools adjacent to the alignment.
The collaborative effort between the City and interested parties shall develop and teach
rail safety measures to students and parents. Other precautionary safety features shall
include signs, gated crossing, and crossing and traffic signals to create a safe
environment for parents and students during pick -up /drop -off times.
SAF2 The contractor shall install surveillance cameras along the pedestrian walking paths
within the PE ROW and at pedestrian gates to adjacent neighborhoods. Police security
personnel shall be responsible for surveillance camera monitoring.
SAF3 The contractor shall install emergency call boxes along the pedestrian walking paths
within the PE ROW.
SAF4 The contractor shall design the lighting plan for the pedestrian walking paths within the
PE ROW to eliminate shadows or dimly lit areas to the greatest extent feasible.
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SAF5 Within the PE ROW, the contractor shall fence the track area, and appropriate signage
and audible and visual warning devices shall be installed at gate openings.
SAF6 If Mitigation Measures SAF2 through SAF4 are considered infeasible, then the Willowick
Station shall not be made operational by the contractor until an appropriate public
access point from the PE ROW is created as part of the Willowick Public Golf Course
redevelopment.
6. ENVIRONMENTAL ISSUES THAT WERE DETERMINED TO BE
SIGNIFICANT AND UNAVOIDABLE AFTER MITIGATION
The following environmental resource area would be significantly impacted by the proposed
project even with implementation of mitigation measures (i.e., significant and unavoidable):
A. Air Quality (Construction Emissions) (page 3 -221 of the EA/DEIR)
Potential Impact: Significant and unavoidable air quality impacts, after incorporation of
mitigation measures, would occur as a result of the violation of an air quality standard during
project construction.
Finding: Changes or alterations have been required in, or incorporated into, the proposed
project which would partially mitigate the significant effects on the environment as identified in
the REA/FEIR, but would not reduce the impact below a level of significance.
Facts in Support of Finding: Construction emissions would temporarily impact air quality with
the amount and type of construction activities that would occur for the proposed project. The
proposed project would be segmented for construction purposes, and construction activities
would be completed in phases to minimize the disruption to local residents and businesses in
the Study Area. The SCAQMD has established daily significance thresholds for assessing
regional construction emissions. Nitrogen oxide (NOx) emissions associated with the proposed
project would exceed the regional NOx threshold at times during the construction process. NOx
emissions would continue to exceed the SCAQMD significance threshold after implementation
of Mitigation Measure AQ1. Therefore, significant and unavoidable impacts related to regional
NOx emissions would occur.
Construction emissions of PM1e were found to exceed the SCAQMD's Localized Significance
Thresholds and would, therefore, result in a local air quality impact to sensitive receptors in the
vicinity of the O & M Facility. The proposed project is subject to SCAQMD Rule 403 (Fugitive
Dust), which requires that dust control measures (i.e., watering, offsite dirt trackout, and haul
truck freeboard clearance) be applied to minimize the generation of fugitive dust during
construction activities. Despite the application of these dust control measures, PM10 emissions
are still anticipated to exceed the SCAQMD's localized significance thresholds. No other
feasible mitigation measures, standard conditions, or BMPs exist that would reduce this impact.
Therefore, significant and unavoidable impacts related to localized PM10 emissions would occur.
Mitigation Measure
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AQ1 During the construction phase, the contractor shall use Tier 4 or higher off -road
construction equipment with higher air pollutant emissions standards.
7. CUMULATIVE, GROWTH INDUCING, AND IRREVERSIBLE
EFFECTS
Cumulative Impacts
Cumulative impacts were described on page 3 -237 of the EA/DEIR. Table 3.18 -1 (page
3 -238) lists the current, planned and pending projects in the City of Santa Ana and surrounding
communities that are reasonably foreseeable. The related projects are considered as part of
the baseline for the No Build Alternative in the cumulative analysis.
A. Aesthetics
The related projects are not anticipated to result in cumulative changes to the visual character
and quality of the Study Area. The various local approvals for those projects would ensure
visual compatibility with the existing environment. The proposed project would not degrade the
existing visual character and quality of the Study Area, including light and glare. The combined
effect of the proposed project with the No Build Alternative would not result in a cumulative
impact. Therefore, light and glare impacts would not be cumulatively considerable.
B. Agriculture and Forestry
There are no agricultural, timberland, or forestry resources within the Study Area. The
combined effects of the proposed project with the No Build Alternative would not result in a loss
of lands related to agriculture and forestry. Therefore, agriculture and forestry impacts would
not be cumulatively considerable.
C. Air Quality
In accordance with SCAQMD methodology, projects that would result in a significant impact for
either regional or localized air pollutant emissions would contribute toward a cumulative impact.
Cumulative projects within the Study Area and the surrounding area would include
redevelopment of existing uses, as well as development of new commercial and residential
uses. As the proposed project would result in a regionally and localized significant impact
during construction, it is anticipated that continued development (and associated construction
activities) located predominately within the City of Santa Ana would also result in regional and
localized air quality impacts. Therefore, construction - related air quality impacts would be
cumulatively considerable.
For operational air quality emissions, projects that would not exceed the SCAQMD daily
operational emissions significant thresholds would not contribute toward a cumulative impact.
The proposed project would not exceed the SCAQMD daily operational emissions significant
thresholds. Therefore, operational - related air quality impacts would not be cumulatively
considerable.
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D. Biological Resources
Due to the site - specific nature of biological impacts (i.e., tree removal), biological impacts are
typically assessed on a site - specific basis, rather than a cumulative basis. The Study Area does
not include threatened or endangered species or sensitive habitats. In addition, brush clearing
and tree removal would be on a small scale as the Study Area is entirely urban. Nonetheless,
cumulative growth could result in impacts to biological resources including locally protected
trees or violation of the Migratory Bird Treaty Act. Related projects and other future
development projects would be subject to the local, regional, State and federal regulations
pertaining to biological resources, including the migratory bird act. With adherence to these
regulations, the combined effect of the proposed project with the No Build Alternative would not
result in a cumulative impact. Therefore, biological resources impacts would not be
cumulatively considerable.
E. Cultural Resources
Cultural resources include significant paleontological, archaeological and built environment
resources. Cumulative impacts to these cultural resources are directly related to the presence
and significance of these resources within the area of direct effect. No significant previously- or
newly- recorded paleontological and prehistoric or historic archaeological sites have been
identified within the Study Area. Given the lack of direct impacts to significant paleontological or
archaeological resources associated with the proposed project, no significant cumulative
impacts are anticipated as a result of concurrent construction activities in the area.
The cultural resources assessment prepared for the proposed project has determined that the
proposed project would not result in an adverse effect to cultural resources. Based on record
searches and historic research, there are a number of significant or potentially significant
cultural resources located within the proposed project vicinity. These cultural resources could
be impacted on the regional level by the development of all cumulative projects, in addition to
the proposed project. Therefore, the proposed project could incrementally contribute to a
cumulative effect. However, the above - mentioned projects are subject to CEQA -level
environmental review and include provisions to preserve historic structures and districts.
Consequently, impacts to significant or potentially significant cultural resources can typically be
mitigated through the avoidance of important cultural resources, the development and
implementation of a data recovery plan, and /or following the Secretary of the Interior's
Standards for the Treatment of Historic Properties. With adherence to these regulations,
cultural resource impacts would not be cumulatively considerable.
F. Geology and Soils
Geotechnical hazards are site - specific, and there is little, if any, cumulative geological
relationship between the proposed project and the related projects. Nevertheless, cumulative
development in the area would increase the overall population and number of structures, thus,
increasing the risk of exposure to seismically- induced hazards. Related projects and other
future development projects would be subject to the same local, regional, State, and federal
regulations pertaining to geology and soils. With adherence to these regulations, the combined
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effect of the proposed project with the No Build Alternative would not result in a cumulative
impact. Therefore, geology and soil impacts would not be cumulatively considerable.
G. Greenhouse Gas Emissions
California is the 15th largest emitter of GHG on the planet, representing about two percent of the
worldwide emissions. An individual project may contribute an incremental amount of GHG
emissions that could combine with other emission sources to create concentrations of GHG that
could influence climate change. The transportation sector, largely the cars and trucks that move
people and goods, is the largest contributor with approximately 37 percent of the State's total
GHG emissions. Because of the high percentage of transportation- related GHG emissions,
many GHG reduction plans (e.g., Orange County SCS) focus on reducing regional dependence
on single - passenger vehicles. The proposed project is designed to reduce vehicle miles
traveled - related emissions by encouraging the use of public transit by providing accessibility to
activity centers that provide employment and educational opportunities, goods, and services.
The proposed project would encourage a shift in mode of transportation travel from private
passenger vehicle to commuter use of the mass transit system. As a result, the contribution of
the proposed project to the combined GHG impact would not be considerable. Therefore, GHG
emission impacts would not be cumulatively considerable.
H. Hazards and Hazardous Materials
Potentially significant impacts of the related projects associated with hazards and hazardous
materials, or the release, transport, and disposal of hazardous materials, would be assessed on
a case -by -case basis. While impacts associated with hazards and hazardous materials are
typically site - specific and do not cumulatively affect off -site areas, conditions, such as
contaminated groundwater, can affect down - gradient properties. In addition, operation of the
related projects can reasonably be expected to involve the limited use of potentially hazardous
materials typical of those used in residential and commercial developments, including cleaning
agents, paints, pesticides, and other materials used for landscaping. Related projects would be
subject to local, State, and federal regulations pertaining to hazards and hazardous materials. It
is expected that all potentially hazardous materials would be used, stored, and disposed of in
accordance with manufacturers' specifications and handled in compliance with applicable
standards and regulations. With adherence to these regulations, hazards and hazardous
materials impacts would not be cumulatively considerable.
I. Hydrology and Water Quality
The geographic context for the cumulative impact analysis on water quality is the Santa Ana
River watershed. Like the proposed project, growth in the Santa Ana River watershed would be
subject to National Pollutant Discharge Elimination System requirements regarding water
quality. The Study Area is already densely developed and future land use changes or
development are not likely to cause substantial changes in regional surface water quality. It is
also anticipated that these related projects would also be subject to Standard Urban Stormwater
Mitigation Plan requirements and implementation of measures to comply with total maximum
daily loads. In addition, it is not anticipated that related projects would significantly impact flood
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control in the concrete -lined Santa Ana River. With adherence to these regulations, hydrology
and water quality impacts would not be cumulatively considerable.
J. Land Use and Planning
Each of the related projects have been reviewed or are under review for consistency with
applicable plans, policies and regulations of the City of Santa Ana's General Plan and Zoning
Code. The proposed project would be consistent with adopted land use plans and zoning
codes. Selection of the proposed project would encourage new development around the
stations, and allow access to Downtown and other high- intensity areas of employment,
commercial development, and recreational opportunities. New transit - oriented development
would be facilitated near station areas with underutilized or vacant land uses. This would further
encourage compatibility with surrounding land uses and zoning. Therefore, land use and
planning impacts would not be cumulatively considerable.
K. Mineral Resources
Mineral Resource Zones or Oil Drilling /Surface Mining Areas have not been identified within the
Study Area or in the vicinity of the proposed project. Therefore, mineral resource impacts would
not be cumulatively considerable.
Ian
The noise and vibration analysis is based on the forecast of the future growth within the region
and the Study Area. The environmental document for SCAG's 2012 -2035 RTP /SCS concluded
that cumulative noise impacts, including the proposed project, would be significant and
unavoidable. However, with implementation and enforcement of mitigation measures, the
proposed project would result in less- than - significant project - related noise impacts to sensitive
locations along the alignment. As a result, the contribution of the proposed project to the
combined noise impact with other development and transportation projects would not be
considerable. Therefore, noise impacts would not be cumulatively considerable.
While impacts associated with vibration are typically site - specific and do not cumulatively affect
off -site areas, transportation projects could generate new sources of vibration. According to the
FTA Transit Noise and Vibration Impact Assessment (2006) guidance document, vibration
levels generated by rubber -tired vehicles are rarely perceptible. There are no related projects
that would generate transportation- related vibration other than that related to rubber -tired
vehicles. The proposed project would not combine with the No Build Alternative to result in a
cumulative impact. Therefore, vibration impacts would not be cumulatively considerable.
M. Population and Housing
The Study Area experienced a population decline between 2000 and 2010, while vacancy rates
increased. The proposed project would provide construction jobs in the Study Area, which
could result in a population increase in Santa Ana, Garden Grove, or Orange County. However,
population growth would be minor and, when combined with the growth projections assumed
under the No Build Alternative, would not overburden the available housing supply in the Study
Area. Therefore, population and housing impacts would not be cumulatively considerable.
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N. Public Services
Potentially significant impacts of the related projects associated with increased demand for
public services would be assessed on a case -by -case basis. Potential impacts to public
services from the related projects would be mitigated to a level of less than significant through
the local land use approval process. The proposed project would not create new trips but could
change mode of access, which could redistribute existing travel and change routes related to
public services. The City of Sane Ana is within an urban environment with an expansive street
network and varied inventory of public services. The redistribution in travel would not burden
public services or result in substantial decreases in emergency response times. The police and
fire stations are widely distributed throughout the Study Area and a comprehensive street
network provides numerous alternate routes in the event of a crossing delay. Therefore,
emergency response times would not be impacted. The combined effect of the proposed
project with the No Build Alternative would not result in a cumulative impact. Therefore, public
services impacts would not be cumulatively considerable.
O. Transportation and Traffic
The related projects are mainly land use development projects or are future funded and
committed transportation projects that are encompassed in the 2035 traffic analysis that was
performed for the proposed project. The results of the analysis captures the known cumulative
impacts associated with the proposed project. The proposed project would not result in
significant traffic effects and the combined effect of the proposed project with the No Build
Alternative would not result in a cumulative impacts. Therefore, transportation and traffic
impacts would not be cumulatively considerable.
P. Utilities and Service Systems
Potentially significant impacts of the related projects associated with utilities and service
systems would be assessed on a case -by -case basis through permitting and will -serve letters,
particularly for development projects. Operation of the proposed project would require the use
of various utilities, including electricity, natural gas, and communication systems. Electricity
would be used to run the streetcar system. New TPSSs would distribute power along the
alignment. The proposed project is included in regional and local land use and transportation
planning documents, and utility companies have the capacity to meet the future demand for
utility services. The quantities required would not be substantial and major modifications or new
utility facilities would not need to be constructed to serve increased demand. Therefore, utilities
and service systems impacts would not be cumulatively considerable.
Growth - inducing Effects
While the proposed project would provide improved mobility and access to the Study Area in
accordance with adopted transportation and land use plans, these improvements would not
result in substantial population growth. The Study Area experienced a population decline
between 2000 and 2010, while vacancy rates increased. The proposed project would provide
construction jobs in the Study Area, which could result in a population increase in Santa Ana,
Garden Grove, or Orange County. However, population growth would be minor and would not
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exceed the growth projections or available housing supply in the Study Area. Therefore, the
proposed project would result in less- than - significant impacts related to population growth.
Growth - inducing projects are generally located in isolated, undeveloped, or underdeveloped
areas, necessitating the extension of major infrastructure (e.g., sewer and water facilities,
roadways, etc.) or are those that could encourage "premature" or unplanned growth (i.e.,
leapfrog" development, or urban sprawl). Although development of the proposed project
supports urban growth, it would not remove an obstacle to population growth since the Study
Area is heavily urbanized. The proposed project would not spur new direct or indirect regional
growth in terms of population or employment and, therefore, would not result in significant
growth- inducing impacts.
Irreversible Effects
The construction and implementation of the proposed project would entail the irreversible and
irretrievable commitment of energy and human resources; however, this commitment of energy,
personnel, and building materials would be commensurate with that of other projects of similar
magnitude. Labor would also be committed for the planning, design, construction, and
operation phases of the proposed project.
Construction would require the commitment of a variety of nonrenewable or slowly renewable
natural resources. Energy (in the form of fossil fuels) and construction materials (such as
lumber, sand and gravel, metals, and water) would be irretrievably committed for construction of
the proposed project. However, there would be some offset of the loss of energy resources.
Demolition debris would be recycled for other uses. For example, inert construction debris (e.g.,
concrete and asphalt) would potentially be crushed and used for road base or other uses
requiring aggregate as reinforcement material.
Ongoing operation and maintenance of the proposed project would entail a further commitment
of energy resources in the form of petroleum products (diesel fuel and gasoline), natural gas,
and electricity. This commitment of energy resources would be a long -term obligation because
it is not possible to return the land to its original condition once it has been developed.
However, the impacts of increased energy usage are not considered significant impacts.
Therefore, the implementation of the proposed project would involve irreversible environmental
changes to existing natural resources, but the impact would be less than significant.
8. FINDINGS REGARDING ALTERNATIVES
The alternatives identified for evaluation in the EA/DEIR were based on public comments, as well
as technical analyses, as detailed in the Alternative Analysis Report (under separate cover and
available by request or on the City's website at http:/ /santaanatransitvision.com). The alternatives
analysis process included a comprehensive review of potential technology and alignment
options.
Prior Analysis of Alternatives
A wide range of public transit options were defined and investigated as candidate technologies.
The initial alignment options were based on the need to establish an east -west transit corridor in
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the Study Area, and to improve the Study Area's regional transit connectivity by providing direct
connections to existing and planned transit services (Metrolink and OCTA fixed route and Bus
Rapid Transit [BRT] services) at SARTC and at the northeast corner of Harbor Boulevard and
Westminster Avenue in the City of Garden Grove.
A reasonable range of alternatives has been evaluated as part of the environmental process,
beginning with a robust alternatives analysis and using a screening process to provide a limited
range of alternatives in the EA/DEIR. Several other alternatives, including BRT routes along
Santa Ana Boulevard and Civic Center Drive, were considered in the initial alternatives analysis
but were ultimately screened out because they did not fully satisfy the purpose and need or
project goals and objectives and were less cost effective in terms of both capital and operations
and maintenance costs per rider. These other alternatives are described in the Santa Ana and
Garden Grove Fixed Guideway Corridor Alternative Analysis Report. The alternatives
addressed in the EA/DEIR consisted of a No Build Alternative, Transportation System
Management (TSM) Alternative, Streetcar Alternatives 1 and 2, and Initial Operating Segment
IOS) -1 and IOS -2. Streetcar Alternative 1 included the PE ROW through the western half of its
alignment and Santa Ana Boulevard and 4th Street on the way to SARTC. Streetcar Alternative
2 also included the PE ROW through the western half of its alignment and generally Santa Ana
Boulevard, Civic Center Drive, and 5th Street along the eastern half of the alignment to SARTC.
The No Build Alternative was provided as a basis for comparing the build alternatives, each of
which was specifically designed to respond to the purpose and need for the project, study goals,
and community input.
No Build Alternative
This No Build alternative is required by Section 15126.6 of the CEQA Guidelines and provides
the basis for comparing future conditions resulting from other alternatives. Conditions in the
foreseeable future (through planning horizon year 2035) include projects that (1) have
environmental analysis approved by an implementing agency and (2) have a funding source
identified for implementation.
Other projects in the foreseeable future include:
Implementation of the Transit Zoning Code (SD 84A and SD 84B), both project -level and
program -level components, that are anticipated for build -out by 2028;
Implementation of the Station District Development Projects, which consist of a variety of
residential development projects, community open space and some limited neighborhood -
serving commercial development'
Transit improvements including modest adjustments to existing local bus routes; and
expanded Metrolink service'
Three, new bus rapid transit routes: (1) Harbor Boulevard Bus Rapid Transit Corridor [Costa
Mesa to Fullerton, 10- minute headways, peak period]; (2) Westminster /17th Street Bus
Rapid Transit Corridor [Santa Ana to Long Beach, 10- minute headways, peak period]; and
3) Bristol Street Bus Rapid Transit Corridor [Irvine Transportation Center to Brea Mall, 10-
minute headways, peak period]; and
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Roadway improvements including the Bristol Street Widening project, which will widen
Bristol Street from four to six lanes between Warner Avenue and Memory Lane, and the
Grand Avenue Widening project, which will widen Grand Avenue from four to six lanes
between 1 st Street and 17th Street.
Findings for No Build Alternative
The City of Santa Ana finds that specific economic, legal, social, technological, or other
considerations, including considerations for the provision of employment opportunities for highly
trained workers, make infeasible the No Build Alternative identified in the EA/DEIR and
REA/FEIR (CEQA Guidelines 15091(a)(3)). Although the No Build Alternative would not result
in environmental impacts, it would not provide the desired levels of mobility and accessibility
within the City of Santa Ana. In addition, the No Build Alternative would not foster economic
development opportunities, promote sustainable transportation investments to respond to the
needs of the community, or deliver travel, benefits, reliability, and choice to the public
transportation system. Therefore, the No Build Alternative would not be consistent with the
goals and objectives of the proposed project.
TSM Alternative
The TSM Alternative enhances the mobility of existing transportation facilities and transit
network without construction of major new transportation facilities or significant, costly physical
capacity improvements. The TSM Alternative emphasizes low cost (i.e., small physical)
improvements and operational efficiencies, such as focused traffic engineering actions,
expanded bus service, and improved access to transit services. Included within the TSM
Alternative are modifications and enhancements to selected bus routes in the Study Area
including:
Skip -stop overlay service on 1st Street (Route 64) which includes access to SARTC;
A new route between SARTC and Harbor Boulevard/Westminster Avenue via Civic Center
Drive, Bristol Street and 17th StreetNVestminster Avenue, providing 10- minute peak and 20-
minute off -peak service;
Expanded service span for StationLink service (Route 462) between SARTC and the Civic
Center, providing 15- minute service during both peak and off -peak hours;
In addition, the following system operational improvements are included in the TSM
Alternative:
Traffic signal timing improvements at select congested locations along Santa Ana Boulevard
and Civic Center Drive to provide for enhanced east -west bus flow, potential including but
not limited to:
Main Street at Civic Center Drive
Broadway at Civic Center Drive
Flower Street at Civic Center Drive
Fairview Street at Civic Center Drive
Santa Ana Boulevard at Santiago Street
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o Santa Ana Boulevard at Lacy Street (install traffic signal)
Real -time bus schedule information at high - volume transit stops (e.g., Flower Street and 6th
Street, Santa Ana Boulevard and Main Street)
Improvements to transit stop amenities (benches, shelters, kiosks, sidewalk connections,
etc.) along the Santa Ana Boulevard and Main Street corridors
Improvements to bicycle and pedestrian circulation to promote safe, convenient and
attractive connectivity between the transit system and surrounding neighborhoods and
activity centers , including accommodating bicycles on all buses, providing real time bus
arrival information via internet and mobile devices, installing bicycle storage facilities at
SARTC and the Harbor/Westminster stop, and providing study area maps /walking guides on
all buses.
Findings for TSM Alternative
The City of Santa Ana finds that specific economic, legal, social, technological, or other
considerations, including considerations for the provision of employment opportunities for highly
trained workers, make infeasible the TSM Alternative identified in the EA/DEIR (CEQA
Guidelines 15091(a)(3)). Although the TSM Alternative would result in less- than - significant
environmental impacts, it would not provide the desired levels of mobility and accessibility for
the community. The daily ridership for the TSM Alternative was projected to be 3,100 in 2035,
as opposed to 6,100 under the proposed project. In addition, the TSM Alternative would not
foster economic development opportunities, promote sustainable transportation investments to
respond to the needs of the community, or deliver travel, benefits, reliability, and choice to the
public transportation system. Therefore, the TSM Alternative would not be consistent with the
goals and objectives for the proposed project. For these reasons, the City of Santa Ana rejects
this alternative.
Streetcar Alternative 1
Streetcar Alternative 1 (proposed project) would utilize the PE ROW, an abandoned and vacant
rail right -of -way owned by the OCTA, through the western half of its alignment and generally
operate along Santa Ana Boulevard, and 4th Street on the way to SARTC. The 4.2 -mile
alignment would include 12 stations and it is anticipated that the streetcar system would operate
seven days a week with 10- minute headways during peak periods and 15- minute headways
during off -peak periods. The streetcars would be electrically powered using an overhead
contact system and a series of TPSS located intermittently along the alignment.
Findings for Streetcar Alternative 1
Streetcar Alternative 1 has no substantial differences in the severity of environmental impacts
when compared to the other alternatives. The purpose of the proposed project is to provide a
new east -west transit line in Orange County between the SARTC in the City of Santa Ana and
the Harbor Boulevard /Westminster Avenue intersection in the City of Garden Grove. The
primary objectives of the proposed project are as follows:
To improve transit connectivity within the Study Area;
To relieve congestion by providing alternative mobility options;
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To be sensitive to the character of the community;
To increase transit options;
To improve transit accessibility to and within the Study Area; and
To provide benefits to the environment through improved air quality.
Streetcar Alternative 1 would satisfy each of the project objectives and goals with similar
environmental effects as the other build alternatives. Therefore, Streetcar Alternative 1 is the
environmentally superior alternative.
Streetcar Alternative 2
Streetcar Alternative 2 would utilize the PE ROW through the western half of its alignment and
substantially operate along Santa Ana Boulevard, Civic Center Drive, and 5th Street along the
eastern half of the alignment to SARTC. The operational characteristics of this alternative are
identical to Streetcar Alternative 1. The differences between the two streetcar alternatives are
the alignment and the fact that Streetcar Alternative 2 would have one additional station for a
total of 13.
Findings for Streetcar Alternative 2
Similar to Streetcar Alternative 1 (the locally preferred alternative), construction - related air
quality emissions associated with Streetcar Alternative 2 would result in a regional NOx impact,
a localized PM1e impact, and a cumulative impact. The City of Santa Ana finds that specific
economic, legal, social, technological, or other considerations, including considerations for the
provision of employment opportunities for highly trained workers, make infeasible Streetcar
Alternative 2 identified in the ENDEIR (CEQA Guidelines 15091(a)(3)). The daily ridership for
Streetcar Alternative 2 was projected to be 4,700 in 2035, as opposed to 6,100 for the proposed
project. Streetcar Alternative 2 would generate less ridership than the proposed project. It
would not provide adequate access to transit within the City of Santa Ana and, therefore, would
not be consistent with the goals and objectives of the proposed project. For these reasons, the
City of Santa Ana rejects this alternative.
I0S -1 and I0S -2
In response to funding and phasing issues raised by fiscal constraints identified during OCTA's
long -range transportation planning process, IOSs, which are shorter segments of the Streetcar
Alternatives, were analyzed. Similar to the proposed project, construction - related air quality
emissions associated with IOS -1 and IOS -2 would result in a regional NOx impact, a localized
PM1e impact, and a cumulative impact. The intent of the IOS alternatives was to identify starter
segments that could be constructed and operated until funding is assembled to complete the
remaining portion of the project. Both IOS -1 and IOS -2 would terminate at Raitt Station ( Raitt
Street and Santa Ana Boulevard) rather than Harbor Station (Harbor Boulevard and
Westminster Avenue). Both would include the same project features and design options as
their respective full alignment build alternatives between Raitt Street and SARTC. The
configuration of Raitt as an interim terminus station is the same for IOS -1 and IOS -2. Just over
50 spaces would be provided for station parking at Raitt within the PE ROW on an interim basis
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Findings and Facts in Support of Findings and Statement of Overriding Considerations
to be replaced by parking at Harbor Station upon completion of the full Project. Vehicular
access to Raitt Station parking would be via Daisy Avenue.
Findings for IOS -1 and IOS -2
The City of Santa Ana finds that specific economic, legal, social, technological, or other
considerations, including considerations for the provision of employment opportunities for highly
trained workers, make infeasible IOS -1 and IOS -2 identified in the EA/DEIR and (CEQA
Guidelines 15091(a)(3)). The IOS alternatives would not be environmentally superior to the
proposed project with the exception that these shorter route options would result in less
excavation and subsequent acquisition and construction - related impacts. The impacts of the
IOS alternatives would be essentially the same as the proposed project with traffic, parking and
circulation impacts being redistributed to the new terminal station location at Raitt Station. Each
IOS alternative would generate approximately 47 percent of the ridership associated with the full
alignment. The other key distinction of these shorter alignment options is that they reduce the
beneficial effects from the full route, particularly in the area of regional connectivity. Therefore,
IOS -1 and IOS -2 would not be consistent with project goals and objectives compared to the
proposed project. For these reasons, the City of Santa Ana rejects these alternatives.
O & M Facility Site Options
Both Streetcar Alternatives 1 and 2 would require the construction of an O & M Facility for
streetcar operations. An O & M Facility is a stand -alone building which would meet the
maintenance, repair, operational and storage needs of the proposed streetcar system. The O &
M Facility accommodates daily and routine vehicle inspections, interior /exterior cleaning of the
streetcars, preventative (scheduled) maintenance, unscheduled maintenance, and component
change -outs. The proposed facility would also provide a venue for parking vehicles that are not
in use and for rebuilding components. Two O & M facilities were analyzed in the EA/DEIR. O &
M Facility Site A is an irregularly shaped parcel slightly larger than 2.2 acres, and bordered by
6th Street to the north, 4th Street to the south, the Metrolink tracks to the east, and various
industrial and commercial businesses to the west. Currently used as a waste transfer and
recycling center, this site contains one primary structure with the remainder of the site used for
receiving and sorting recycling materials, and parking. O & M Facility Site B is a rectangular site
slightly larger than 2.4 acres. It is located west of Raitt Street and is bordered by 5th Street to
the north and the PE ROW to the south. Located in an area zoned for industrial and
commercial uses, this site is comprised of three parcels, two of which contain existing
businesses and a combination of industrial buildings. The third parcel contains a multi - family
structure with six residences.
Findings for O & M Facility Site Options
The City of Santa Ana finds that specific economic, legal, social, technological, or other
considerations, including considerations for the provision of employment opportunities for highly
trained workers, make infeasible O & M Facility Site A identified in the EA/DEIR and (CEQA
Guidelines 15091(a)(3)). The smaller size, irregular shape, and distance from the PE ROW
make O & M Facility Site A less efficient to develop and operate, and provides less opportunity
to accommodate a greater range of O & M functions on the site. In conjunction with its location
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eastern end of the corridor, O & M Facility Site A provides less flexibility to serve future system
expansion, or extensions or connections through Garden Grove to Anaheim. For these
reasons, the City of Santa Ana rejects O & M Facility Site A.
The size, rectangular shape and proximity to the PE ROW make O & M Facility Site B more
efficient to develop and operate, and provides opportunity to accommodate a greater range of O
M functions on the site. In conjunction with its location in the western half of the corridor, O &
M Facility Site B provides greater flexibility to serve future system expansion, or extensions or
connections through Garden Grove to Anaheim. For these reasons, the City of Santa Ana
adopts O & M Facility Site B.
Fourth Street Parking Scenarios
The proposed project would utilize 4th Street between Ross Street and Mortimer Street in the
westbound direction. From east of Ross Street to French Street, 4th Street has one travel lane
in each direction with head -in diagonal parking along each side of the roadway. The diagonal
parking, with vehicles exiting parking spaces by backing into the travel lane, is incompatible with
reliable streetcar operations. Three design scenarios were identified in the EA/DEIR to address
the diagonal parking on 4th Street.
Scenario A: Convert the diagonal parking along the south side of 4th Street, between Ross
Street and French Street, to parallel parking and widen the sidewalk along the
south side from 12 feet to 20 feet, and replace streetlights and landscaping. A
total of 26 on- street parking spaces would be removed under this scenario.
Scenario B: Remove the diagonal parking along the south side of 4th Street, between Ross
Street and French Street, and widen the sidewalk along the south side from 12
feet to 28 feet, and replace streetlights and landscaping. A total of 77 on- street
parking spaces would be removed under this scenario.
Scenario C: Remove the diagonal parking along both sides of 4th Street, between Ross Street
and French Street, widen the sidewalks along both sides from 12 feet to 28 feet,
and replace streetlights and landscaping on both sides of the street. A total of
132 on- street parking spaces would be removed under this scenario.
Findings for Fourth Street Parking Scenarios
The City of Santa Ana finds that specific economic, legal, social, technological, or other
considerations, including considerations for the provision of employment opportunities for highly
trained workers, make infeasible Fourth Street Parking Scenarios B and C identified in the
EA/DEIR (CEQA Guidelines 15091(a)(3)). Although significant impacts were not identified for
any of the parking alternatives, Fourth Street Parking Scenario A would remove the least
amount of parking. For this reason, the City of Santa Ana rejects Fourth Street Parking
Scenarios B and C in favor of Fourth Street Parking Scenario A.
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Findings and Facts in Support of Findings and Statement of Overriding Considerations
Findings for Mitigation Measures
Mitigation Measures for the proposed project have been identified in the Mitigation Monitoring
and Reporting Program. None of the recommended measures that are within the City of Santa
Ana jurisdiction have been rejected. To the extent that these findings conclude that various
proposed Mitigation Measures outlined in the Mitigation Monitoring and Reporting Program are
feasible and have not been modified, superseded or withdrawn, the City of Santa Ana hereby
binds itself to implement or, as appropriate, require implementation of these measures. These
findings, in other words, are not merely informational, but rather constitute a binding set of
obligations that will come into effect when the City of Santa Ana adopts a resolution approving
the proposed project.
Environmentally Superior Alternative
Section 15126.6(e)(2) of the CEQA Guidelines requires that an environmentally superior
alternative be identified among the selected alternatives. If the No Build Alternative is identified
as the environmentally superior alternative, the identification of the next best environmentally
superior alternative must be identified. As described in the EA/DEIR and the REA/FEIR, the No
Build Alternative has been found to have the least amount of environmental impacts and is the
environmentally superior alternative. Of the remaining alternatives, the TSM Alternative is the
CEQA environmentally superior alternative because no impacts were identified in the EA /DEIR.
However, the City hereby finds that the TSM alternative would not achieve the project's basic
objectives and thereby rejects this alternative.
9. STATEMENT OF OVERRIDING CONSIDERATIONS
The REA/FEIR has identified and discussed significant environmental effects that will occur as a
result of implementation of the proposed project. With implementation of feasible mitigation
measures, standard conditions, and /or BMPs, as discussed in the REA/FEIR, these effects can
be mitigated to levels considered less than significant except for the significant impacts related
to regional construction emissions and localized construction emissions, as described above in
Section 6 of this document. Specifically, implementation of the proposed project would result in
the following significant impacts even after imposition of all feasible mitigation measures,
standard conditions, and /or BMPs and would require adoption of a Statement of Overriding
Considerations:
Construction emissions associated with the proposed project would result in exceedance of
the SCAQMD's NOx threshold for construction activities for the years 2012 and 2013 and,
as such, would result in a significant regional air quality impact. Implementation of
Mitigation Measure AQ1 would reduce NOx emissions, although emissions would still
exceed the SCAQMD significance threshold.
Construction emissions of PM1e were found to exceed the SCAQMD's Localized
Significance Thresholds and would, therefore, result in a local air quality impact to sensitive
receptors in the vicinity of the O & M Facility. The proposed project is subjected to
SCAQMD Rule 403 (Fugitive Dust), which requires that dust control measures (i.e.,
watering, offsite dirt trackout, and haul truck freeboard clearance) be applied to minimize the
generation of fugitive dust during construction activities. Despite the application of these
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dust control measures, PM10 emissions are still anticipated to exceed the SCAQMD's
localized significance thresholds. No other feasible mitigation measures, standard
conditions, or BMPs exist that would reduce this impact.
In accordance with SCAQMD methodology, projects that would result in a significant impact
for either regional or localized air pollutant emissions would contribute toward a cumulative
impact. Cumulative projects within the Study Area and the surrounding area would include
redevelopment of existing uses, as well as development of new commercial and residential
uses. As the proposed project would result in a regionally and localized significant impact
during construction for both NOx and PM1e emissions, it is anticipated that continued
development (and associated construction activities) located predominately within the City of
Santa Ana would also result in regional and localized air quality impacts. Therefore, the
contribution of the proposed project to this air quality construction impact would be
cumulatively considerable. No other feasible mitigation measures, standard conditions, or
BMPs exist that would reduce this cumulatively considerable impact.
In making this determination, the Lead Agency is guided by CEQA Guidelines Section 15093,
which provides as follows:
a. CEQA requires the decision - making agency to balance, as applicable, the economic, legal,
social, technological, or other benefits of a proposed project against its unavoidable
environmental risks when determining whether to approve the project. If the specific
economic, legal, social, technological, or other benefits of a proposed project outweigh the
unavoidable adverse environmental effects, the adverse environmental effects may be
considered "acceptable."
b. When the lead agency approves a project which will result in the occurrence of significant
effects which are identified in the final EIR but are not avoided or substantially lessened, the
agency shall state in writing the specific reasons to support its action based on the final EIR
and /or other information in the record. The statement of overriding considerations shall be
supported by substantial evidence in the record.
c. If an agency makes a statement of overriding considerations, the statement should be
included in the record of the project approval and should be mentioned in the notice of
determination. This statement does not substitute for, and shall be in addition to, findings
required pursuant to CEQA Section 15091.
Having considered the unavoidable adverse significant impacts of the proposed project, the City
Council hereby determines that all feasible mitigation measures have been adopted to minimize,
substantially reduce, or avoid the significant impacts identified in the REA /FEIR, and that no
additional feasible mitigation is available to further reduce significant impacts. Further, the City
Council finds that economic, social, and other considerations of the proposed project outweigh
the significant and unavoidable impacts described above, and adopts the following Statement of
Overriding Considerations. In making this Finding, the City Council has balanced the benefits of
the proposed project against its significant and unavoidable environmental impacts and has
indicated its willingness to accept those impacts.
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Findings and Facts in Support of Findings and Statement of Overriding Considerations
The following statements are in support of the City Council's action based on the REA/FEIR
and /or other information in the record. The following project objectives identify the benefits of
project implementation:
To improve transit connectivity within the Study Area;
To relieve congestion by providing alternative mobility options;
To be sensitive to the character of the community;
To increase transit options;
To improve transit accessibility to and within the Study Area; and
To provide benefits to the environment through improved air quality.
The City Council finds the project objectives would include benefits to the City of Santa Ana. In
addition to these project objectives, the following benefits constitute an overriding consideration
warranting approval of the proposed project despite the significant and unavoidable
environmental effects. The City Council finds that the project benefits derived from the project
objectives identified above, as well as those listed below, are each individually and separately
sufficient to outweigh all of the proposed project's significant and unavoidable impacts.
The proposed project would support local plans for transit - oriented development (TOD).
The City of Santa Ana recognizes that land use, economic opportunity, and transportation
planning go hand in hand. Over the last several years, the City of Santa Ana has
implemented TOD in the area adjacent to SARTC. Santa Ana's Transit Zoning Code, which
encompasses 450 acres within the Study Area, supports mixed -use development and
provides a transit - supportive, pedestrian— oriented development framework to reduce vehicle
trips and greenhouse gas emissions.
The proposed project would support economic vitality and foster redevelopment
opportunities. The City of Santa Ana recognizes the importance of public investment in
infrastructure as a catalyst for economic development. In the competitive Orange County
marketplace, transportation infrastructure projects that improve access and mobility enhance
the attractiveness of neighborhoods and provide a competitive edge for nearby businesses.
Therefore, an important element of the City's integrated transportation -land use vision is the
provision of transit service that is continuous and reliable, as well as a permanent and
visible fixture for transit users and the community. Such service would improve visibility and
access to existing economic activity centers and areas targeted for redevelopment.
Connectivity to these key existing and future development areas is one of the most critical
aspects of the SA -GG Fixed Guideway Project. In recent years, the City of Santa Ana has
taken active steps to revitalize its downtown area to attract new businesses, customers, and
visitors, utilizing a design scheme that fosters walkability and transit use. The Artist's Village
and the East End Promenade in Downtown Santa Ana are prime examples of this effort.
Moreover, the recent adoption of the Transit Zoning Code by the City of Santa Ana provides
the policy foundation for redevelopment activities specifically targeted to the SA -GG Fixed
Guideway Project. However, constrained access continues to be a challenge for the area.
To the west, the City of Garden Grove continues to promote economic development along
the Harbor Boulevard Corridor (International West). The proposed transportation investment
is intended to support economic vitality and foster redevelopment opportunities within the
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Study Area by improving access and connectivity within the Study Area, and between the
Study Area and the surrounding region. This, in turn, will improve visibility and enhance
access to Study Area land uses, and promote business activity. It will strengthen existing
development and foster new opportunities for mixed -use development and transit - supportive
residential products, and regionally significant resort and entertainment venues in areas
such as the Willowick Public Golf Course and the southern end of the Harbor Boulevard
Corridor.
The proposed project would fulfill Santa Ana's overall vision for the Study Area, including a
transit system that integrates seamlessly with the community and that is compatible with the
established urban character.
39 January 2015