11a. OCVIBE_Addendum Appendices — Anaheim City Council, October 29, 2024 (part 5 of 5)

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Notes:

Total Depth: 10 Feet.

No Groundwater Encountered.
- installed 10 Feet of 2-Inch-Diameter Slotted Well Casing, Backfilled Annular Space with #3 Sand.
. Pre-Soaked Bonng on 4/18/2024.

Percolation Test Performed on 4/19/2024.

Backfilled with Cuttings and Tamped.

Patched with Quick-Set Concrete Dyed Black.
-

LOG OF BORING
AREP/OC Vibe
Anaheim, CA
PROJECT NO, 20065-01
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Data Template- NMG_GlNT 20T8 CDT Primed- 5M/24 Report- HOLLOW STEM Pr Date(s) 4/17/24 Drilled Logged BF By
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Drill Bit 8" Size/Type
Drill Rig CME 75 Hollow Stem Type _ Hammer 140 lbs. @ 30-inch drop Data Sampling
Method(s) Modified California
Approximate Groundwater Depth: No Groundwater Encountered. Total Depth 12.5 Drilled (ft) Comments Approximate Ground
Surface Elevation (ft) 172.0 rnsl
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Notes:

Total Depth: 12.5 Feet.
' No Groundwater Encountered
Installed 10 Feet of 2-Inch-Diameter Slotted Well Casing and - Three Feet of 2-Inch-Diameter Blank Well Casing.

Backfilled Annular Space with #3 Sand.
_ Pre-Soaked Boring on 4/1812024.

Percolation Test Performed on 4/19/2024.

Backfillecl with Cuttings and Tamped.
' Patched with Quick-Set Concrete Dyed Black.

LOG OF BORING
AREP/OC Vibe
Anaheim, CA
PROJECT NO. 20065-01 NMG
ReportHOLLOW STEM Project ),T4e5-01 GP.):DataTemplate- NMG_GlNT 20-113 CDT RN' 5/13/24 Date(s) 4/17124 Drilled Logged BE By
P-26
Sheet 1 of 1
Drilling R Drilling, inc. Company
Drill Bit 8" Size/Type
Drill Rig CME 75 Hollow Stem Type Hammer. 140 lbs 30-inch drop Data . @ Sampling
Methodfs) Modified California
Approximate Groundwater Depth: No Groundwater Encountered. Total Depth Drilled (ft) 8.5
Comments Approximate Ground 169.5 rnsl Surface Elevation (ft) ---- z
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@ OA': Olive brown silty SAND, moist, micaceous.
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- Notes:

Total Depth: 8.5 Feet.
- No Groundwater Encountered.

Installed 10 Feet of 2-Inch-Diameter Slotted Well Casing, - Backfilled Annular Space with #3 Sand.

Pre-Soaked Boring on 4/17/2024.
, Percolation Test Performed on 4/18/2024.

Backfilled with Cuttings and Tamped.

Patched with Quick-Set Concrete Dyed Black.
-

LOG OF BORING
AREP/OC Vibe
Anaheim, CA
PROJECT NO, 20065-01
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NMG
Percolation Data Sheet
Project Name: AREP/ OC Vibe Project Number: 20065-01
Test Hole Number: P-22 Date Excavated: 4/17/2024
Depth of Boring (in): 111.84 (9.32) Boring Radius (r) (in.): 4 Date Presoak: 4/18/2024 Tested By: BE Date Tested: 4/19/2024
Sandy Soil Criteria
Trial Number Time Time Interval (mins.) Initial Water Level (in.)
Final Water Level
(in.)
A in Water
Level (in.)
2:07
1 12 81.84 87.84 6
2:19
2:19
2 22 87.84 93.84 6
2:41
Percolation Data
Time
Time Interval
(mins.)
Total Elapsed
Time (mins.)
Initial Depth to Water
(in.)
Final Depth to Water
(in.)
A in Water Level (1
.
n.) Percolation
Rate (in./hr.)
2:45
10 10 81.84 87.12 5.28 31.68
2:55
2:55
10 20 87.12 89.88 2.76 16.56
3:05
3:05
10 30 89.88 92.16 2.28 13.68
3:15
3:15
10 40 92.16 94.20 2.04 12.24
3:25
3:25
10 50 94.20 95.40 1.20 7.20
3:35
3:35
10 60 95.40 96.60 1.20 7.20
3:45
Initial Height of Water (Ho) (in.) = 16.44
Final Height of Water (Ht) (in.) = 15.24
Change in Height Over Time (AH) (in.) = 1.20
Average Head Over Time (Havg) (in.) = 15.84
Annulus Backfill Correction (C)= 0.38
Observed Infiltration Rate (It)= AH(60r)/At(r-E2Havg)
it= 0.81
Corrected Observed Infiltration Rate (l0)= It*C
ltf= 0.31 in./hr.

Percolation Data Sheet
Project Name: AREP / OC Vibe Project Number: 20065-01
Test Hole Number: P-23 Date Excavated: 4/17/2024
Depth of Boring (in): 178.56 (14.88) Boring Radius (r) (in.): 4 Date Presoak: 4/17/2024 Tested By: BE Date Tested: 4/18/2024
Sandy Soil Criteria
Trial Number Time Time Interval (mins.) Initial Water Level (in.)
Final Water Level
(in.)
A in Water
Level (in.)
3:00
1 2 148.80 164.76 15.96
3:02
3:04
2 2 148.80 163.92 15.12
3:06
Percolation Data
Time
Time Interval
(mins.)
Total Elapsed
Time (mins.)
Initial Depth to Water
(in.)
Final Depth to Water
(in.)
A in Water Level (1
.
n.) Percolation
Rate (in./hr.)
3:08
2 2 148.80 164.4 15.60 468.00
3:10
3:15
2 9 148.80 164.16 15.36 460.80
3:17
3:22
2 16 148.80 163.92 15.12 453.60
3:24
3:29
2 23 148.80 163.32 14.52 435.60
3:31
3:36
2 30 148.80 162.84 14.04 421.20
3:38
3:42
2 3b 148.80 162.24 13.44 403.20
3:44
3:49
2 43 112 20 162.24 13.44 403.20
3:51
3:55
2 49 148.80 161.76 12.96 388.80
3:57
4:01
2 55 148.80 162.00 13.20 396.00
4:03
4:08
2 62 148.80 161.64 12.84 385.20
4:10
Initial Height of Water (Ho) (in.) = 29.76
Final Height of Water (Ht) (in.) = 16.92
Change in Height Over Time (AH) (in.) = 12.84
Average Head Over Time (Havg) (in.) = 23.3
Annulus Backfill Correction (C) = 0.38
Observed Infiltration Rate (l,)= AH(60r)/At(r+2Hayg)
it= 30.40 in./hr.

Corrected Observed infiltration Rate 0,0=
'
if= 11.59
Percolation Data Sheet
Project Name: AREP / OC Vibe Project Number: 20065-01
Test Hole Number: P-24 Date Excavated: 4/17/2024
Depth of Boring (in): 120.36 (10.03) Boring Radius (0 (in.): 4 Date Presoak: 4/18/2024 Tested By: BE Date Tested: 4/19/2024
Sandy Soil Criteria
Trial Number Time Time Interval (mins.) Initial Water Level (in.)
Final Water Level
(in.)
A in Water
Level (in.)
1136
1 15 90.12 96.12 6
11:51
11:51
2 24 96.12 102.12 6
12:15
Percolation Data
Time
Time Interval
(mins.)
Total Elapsed
Time (mins.)
Initial Depth to Water
(in.)
Final Depth to Water
(in.)
A in Water Level (1
.
n.) Percolation
Rate (in./hr.)
12:18
10 10 90.12 95.28 5.16 30.96
12:28
12:28
10 20 95.28 98.88 3.60 21.60
12:38
12:38
10 30 98.88 101.28 2.40 14.40
12:48
12:48
10 40 101.28 102.36 1.08 6.48
12:58
12:58
10 50 102.36 103.08 0.72 4.32
13:08
13:08
10 60 103.08 103.80 0.72 4.32
13:18
Initial Height of Water (Ho) (in.) = 17.28
Final Height of Water (Hf) (in.) = 16.56
Change in Height Over Time (AH) (in.) = 0.72
Average Head Over Time (Havg) (in.) = 16.9
Annulus Backfill Correction (C) = 0.38
Observed Infiltration Rate (It)= AH(60r)/At(r+2Havg)
it= 0.46
Corrected Observed Infiltration Rate (4)= It*C
le 0.17 in./hr.

Percolation Data Sheet
Project Name: AREP OC Vibe Project Number: 20065-01
Test Hole Number: P-25 Date Excavated: 4/17/2024
Depth of Boring (in): 149.52 (12.46) Boring Radius (r) (in.): 4 Date Presoak: 4/18/2024 Tested By: BF Date Tested: 4/19/2024
Sandy Soil Criteria
Trial Number Time Time Interval (mins.)
Initial Water Level
(in.)
Final Water Level
(in.)
0 in Water
Level (in.)
7:33
1 25 120.48 123.6 3.12
7:58
8:02
2 - 25 125.28 128.04 2.76
8:27
Percolation Data
Time
Time Interval
(mins.)
Total Elapsed
Time (mins.)
Initial Depth to Water
(in.)
Final Depth to Water
(in.)
. . A in Water Level (in.) Percolation
Rate (in./hr.)
8:44
30 30 125.28 128.88 3.60 7.20
9:14
9:16
30 62 125.28 128.52 3.24 6.48
9:46
9:53
30 99 125.28 128.88 3.60 7.20
10:23
10:25
30 131 125.28 128.16 2.88 5.76
10:55
10:57
30 163 125.28 128.52 3.24 6.48
11:27
11:28
30 194 125.28 128.64 3.36 6.72
11:58
12:00
30 226 125.28 128.52 3.24 6.48
12:30
12:32
30 258 125.28 129.24 3.96 7.92
13:02
13:05
30 291 125.28 128.64 3.36 6.72
13:35
13:37
30 323 125.28 128.52 3.24 6.48
14:07
14:09
30 355 125.28 128.54 3.26 6.52
14:39
14:43
30 389 125.28 128.52 3.24 6.4.8
15:13
Initial Height of Water (Ho) (in.) = 24.24
Final Height of Water (Hf) (in.) = 21.00
Change in Height Over Time (AH) (in.) = 3.24
Average Head Over Time (Havg) 00= 22.62
Annulus Backfill Correction (C) = 0.38
Observed Infiltration Rate 00= AH(60r)/At(r+2Havg)
le 0.53 in./hr.

Corrected Observed Infiltration Rate (ltf)= It*C
ld= 0.20 in./hr.

Percolation Data Sheet
Project Name: AREP / OC Vibe Project Number: 20065-01
Test Hole Number: P-26 Date Excavated: 4/17/2024
Depth of Boring (in): 104.88 (8.74) Boring Radius (r) (in.): 4 Date Presoak: 4/17/2024 Tested By: BE Date Tested: 4/18/2024
Sandy Soil Criteria
Trial Number Time Time Interval (mins.) Initial Water Level (in.)
Final Water Level
(in.)
p in Water
Level (in.)
12:53
1 2 65.28 90.36 25.08
12:55
12:57
2 2 65.28 89.64 24.36
12:59
Percolation Data
Time
Time Interval
(mins.)
Total Elapsed
Time (mins.)
Initial Depth to Water
in.

Final Depth to Water
(in.)
A in Watt- Level (1
.
n.) Percolation
Rate (in./hr.)
13:02
2 2 65.28 89.16 23.88 716.40
13:04
13:09
2 9 65.28 88.2 22.92 687.60
13:11
13:16
2 16 65.28 87.84 22.56 676.80
13:18
13:23
2 23 65.28 87.48 22.20 666.00
13:25
13:30
2 30 65 2 :', 87.12 21.84 655.20
13:32
13:38
2 38 65.28 86.64 21.36 640.80
13:40
13:45
2 4', 65 2 :', 86.88 21.60 648.00
13:47
13:53
2 53 6E, 28 86.76 21.48 644.40
13:55
14:00
2 60 65.28 86.52 21.24 637.20
14:02
Initial Height of Water (Ho) (in.) = 39.60
Final Height of Water (HO (in.) = 18.36
Change in Height Over Time (AFI) (in.) = 21.24
Average Head Over Time (Havg) (in.) = 28.98
Annulus Backfill Correction (C) = 0.38
Observed infiltration Rate (It)= AH(60r)/At(r+2Havg)
It= 41.14 in./hr.

Corrected Observed Infiltration Rate (Itt)= It*C
Itr= 15.68 in./hr.

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AppendixG. NoiseMemo
Thispageintentionally leftblank.

NOISEMEMORANDUM
To: AddieFarrell, Principal, PlaceWorks
From: SharonToland, ProjectManager, Harris & Associates RE: Comparison ofOCVIBEMaster SitePlanAmendment No. 1toOCVIBEAddendumNo. 11Components – NoiseImpacts
Date: September 18, 2024
CC: WilliamHalligan, Esq. SeniorDirector/SeniorEnvironmental Counsel, ElizabethKim, SeniorProject Manager, Harris & Associates
Att: 1, TrafficMemofortheModifiedProject
The2010FinalSubsequent Environmental ImpactReport (FSEIRNo. 339) fortheRevisedPlatinumTriangle ExpansionProject (PTExpansionProject) wascertifiedinOctober2010 (SCHNo. 2004121045) (CityofAnaheim 2010). InAugust2022,theAddendum No. 11totheFSEIRNo. 339wasapproved (Addendum No. 11)forthe implementation oftheOCVIBEMaster SitePlan (MSP) andassociated actions (OCVIBEProject). TheOCVIBE Projectincluded amendments totheCityofAnaheimGeneralPlan, PlatinumTriangleMasterLandUsePlan PTMLUP), andZoningCodetoaccommodate entertainment, retail, dining, recreational, office, hotel, and residential useswithintheAnaheimRegionalTransportation Intermodal Center (ARTIC) District, KatellaDistrict, ArenaDistrict, andOfficeDistrictofthePTMLUP.

Theterm “ApprovedProject” referstothePTExpansionProjectanalyzed byFSEIRNo. 339andsubsequent modifiedprojectsanalyzed by11adoptedaddenda, includingAddendum No. 11fortheOCVIBEProject. When referringtotheprojectanalyzedinFSEIRNo. 339, theterm “PTExpansionProject” isused, andwhenreferringto theprojectanalyzedinAddendum No. 11, theterm “OCVIBEProject” isused.

Asdescribed below, Amendment No. 1totheapprovedOCVIBEProjectwould allowforthedemolition ofthe existingArenaCorporateCenter(ACC), construction ofupto750additionalresidentialunits, includingaffordable units, withadensitybonusandupto325,000squarefeetofofficespacein ArenaDistrictSub-AreasD1andD2, removalofthepreviouslyapprovedpedestrian bridgefromParkingDeckCacrossSouthDouglassRoad, removal oftheapprovedMeadow Amphitheater, anddedication ofadditional publicparkspace (Amendment No. 1or ModifiedProject).

Thepurposeofthismemorandum istocomparetheModifiedProjecttothePTExpansionProjectandthe approvedOCVIBEProjecttodetermine ifthepotentialnoiseimpactsoftheModifiedProjectare adequately addressedinFSEIRNo. 339andAddendum No. 11. Thismemorandum summarizes thenoiseimpactsincludedin FSEIRNo. 339andAddendum No. 11andprovidesacomparison tothepotential impactsoftheModifiedProject foreachissueaddressed inSection5.13, Noise, ofFSEIRNo. 339andAddendum No. 11.

ProjectDescription
TheProjectSiteassociatedwithAmendment No. 1islimitedtoArenaDistrictSub-AreasD1andD2, totaling29.9 acres, andtheMeadow ParkandPorchinTransitDistrictSub-AreaB, totaling4.88acres. Amendment No. 1would requirechanges totheapprovedOCVIBE Projectdevelopment intensities thatwouldallowforarangeofoptions forofficeandresidential development intheArenaDistrictSub-AreasD1andD2. Threeoptionsareproposed, as described below. Alloptionswouldincludedemolition oftheexistingACC. 101Progress, Suite250, Irvine, CA92618 p: 949.655.3900 www.WeAreHarris. com Theproposed residentialprogramwithinArenaDistrictSub-AreaD2consistsofsixbuildings totalingupto2,250 residential units. Buildings1through5areproposed tobeinapodiumconfiguration withsevenstoriesabove gradeandonebasement levelgarage. Theunitswouldincludestudio, one-, andtwo-bedroomresidences. The approveddevelopment intensities andarangeofproposed intensitiesareshowninTable1, PlatinumTriangle Development Intensities (ApprovedOCVIBEProjectandModifiedProject), andtheproposedthreeoptionsare showninTable2,ModifiedProject: ArenaDistrictSub-AreaD2Development Options. AsshowninTable2, the totaldwellingunitswouldrangefrom1,960to2,250, totalofficesquarefeetwouldrangefromzeroto325,000 squarefeet, andretailsquarefootageunderallthreeoptionswouldbethesame15,000squarefeetproposed in Addendum No. 11. Options1and3wouldincludeofficeusesinBuilding6aseitheramixeduseconfiguration of 100,000squarefeetofofficeuses and290dwellingunits, orasadedicated officeuseofapproximately 325,000 squarefeet, respectively. Ineithercase, thebuildingheightwouldbeapproximately 240feet. Option2wouldnot includeofficeuseinArenaDistrictSub-AreaD2, andiftheApplicant electstoprovidemid-riseresidentialunits ratherthanahigh-risebuilding, thefootprintofBuildings5and6wouldbecombined intoonepodium construction residential buildingwith575dwellingunits. Inthisscenario, therewouldbenohigh-rise/officeuse inArenaDistrictSub-AreaD2. Itshouldbenotedthatdevelopment ofBuildings1, 2, and3isinsubstantial conformance withtheapprovedOCVIBEProject, andamendments totheapprovedOCVIBEProjectare required fordemolition oftheexistingACCofficebuildingsandconstruction ofBuildings4, 5, and6.

Table1. Platinum TriangleDevelopment Intensities (ApprovedOCVIBEProjectandModifiedProject) GeneralPlanLandUse NetChangeResultingfrom NewPTMLUPTotalwith DesignationApproved OCVIBEProjectModifiedProject ModifiedProject Mixed-UseUrbanCore
Residential17, 8401DU636 DU18,476DU2
Commercial 6,195,019SF0 6,195,019SF
Office7,791,802SF( 384,375SFto609,375SF) 7,182,427SF 32to7,407,427SF Institutional250, 000SF0 250,000SF
Office – HighandLow3,867,536SF0 3,867,536SF
Notes: DU = dwelling unit;PTMLUP = Platinum Triangle Master Land UsePlan;SF = square feet 1 FSEIR No. 339analyzed upto18,909dwelling unitsin thePlatinum Triangle. 2The18,476dwelling unit development intensity (inclusive of1,920DUintheArena District) reflects thebasedensity of100DU/acreon

19.20-acres ofArea District Sub-Area D2thatwould beidentified forresidential uses. TheApplicant proposes toprovide aminimum of 5percentof thenumber ofbaseunits tobeaffordable toverylow-incomehouseholds ( 96DU), authorizing theApplicant toincrease theProject density byamaximum of20percent(384bonus DUor2,304totalDU). Withthedensity bonus, theApplicant isproposing arangeof1,960Duto2,250DU, within theallowable density pursuant totheState Density Bonus Law.

Table2. ModifiedProject: ArenaDistrictSub-AreaD2Development Options OptionDwelling UnitsOffice 1 SquareFeet RetailSquareFeet Option 1 – High-Rise Mixed Use/Office2, 2250100,000 15,000 Option 2 – Residential Podium2, 31750 15,000
Option 3 – Office Tower1,960325, 4000 15,000
1Theproposed dwelling units reflect thebasedensity of100DU/acreon19.20-acres ofArea District Sub-Area D2thatwould be identified forresidential uses. TheApplicant proposes toprovide aminimum of5percentof thenumber ofbaseunits tobeaffordable tovery low-incomehouseholds ( 96DU), authorizing theApplicant toincrease theProject density byamaximum of20percent ( 384 bonus DUor2,304total DU). Withthedensity bonus, theApplicant isproposing arangeof1,960DUto2,250DU, withintheallowable density pursuant totheState Density Bonus Law.
2Option 1would include upto750additional dwelling units andreduce officesquare footage by609,375square feet. 3Option 2would include upto675additional dwelling units andreduce officesquare footage by709,375square feet. 4Option 3would include upto460additional dwelling units andreduce officesquare footage by384,375square feet.

Inalloptions, theMeadowAmphitheater inTransitDistrictSub-AreaBwouldnotbedevelopedandwouldbe replacedwithanexpansion ofMeadowPark. Additionally, theModified Projectwouldshifttheconstruction of MeadowParkandthepedestrian bridgeoverKatellaAvenuefromPhase2toPhase3andtheWellnessParkwould 2 bereplacedwithaproposedNeighborhood ParkinArenaDistrictSub-AreaD1. Proposedpedestrian circulation wouldbemodifiedcompared toAddendumNo.11toprovideinternalcirculation withinMeadowParkthat integrateswiththeproposedOCRiverwalk projectinitiatedbytheCityofAnaheimand provideinternalcirculation withintheArenaDistrictSub-AreasD1andD2thatintegrateswiththepedestrian networkontheapproved public andprivatestreetsandmaximizes residential. Theproposed elevated pedestrianbridgefromParkingDeckC acrossDouglassRoadwasintendedtofacilitategradeseparatedaccessbetween theexistingACCand proposed SignatureOfficeBuildingandofficetenantparkinginParkingDeckC. Shouldoffice usesbeconstructed onthe eastsideofSouthDouglass Roadwith corresponding parkingonthewestsideofSouthDouglassRoad, office tenantsinAreanaDistrictSub-AreaDwouldcrossSouth DouglassRoadatStanleyCupWayatgrade, unlessan additionalpedestrian crossing, eitheratgradeorraised, isoperationally warranted.Additionally, theRideshare Programasproposed inAddendum No.11wouldberevisedtoreflecttheremovaloftheproposed rideshare accessatWellnessParkandreplacedwithrideshare accessattheendofthecul-de-saconPrivateDriveA. This wouldprovideadesignated pick-upanddrop-offlocationforresidentsandvisitorstotheNeighborhood District andPark. Amobilityhubwithcomfortable waitingareas, bikeshare, andothermobilityfeatureswouldbe provided asanamenity.

Environmental Analysis
Addendum No. 11Issue5.13.2(a): Generation ofasubstantialtemporary orpermanent increase inambient noiselevelswithin thevicinity oftheproject inexcess ofstandards established inthe localgeneral planornoiseordinance, orapplicable standards ofother agencies Summary ofAddendum No. 11Impacts
AmbientTrafficNoise
Addendum No. 11determined thattheOCVIBEProjectwould notresultinadiscernable increaseinnoiselevels compared toFSEIRNo. 339onanyroadway segment.However, impactsidentifiedinFSEIRNo. 339would continuetooccur,andFSEIRNo. 339Mitigation Measure(MM) 5-1, whichrequiresaqualifiedacousticengineer todesignprojectacoustical featuresthatwilllimittrafficnoiseatnoise-sensitiveusestolevelsthatarebelowthe City’snoiseordinance, wouldstillberequired. Thisimpactwouldbesignificant andunavoidable.

StationarySourceNoise
Heating, ventilation, andairconditioningunits fortheOCVIBEProjectwould berequiredtobeconstructed to meettheCityofAnaheim’sMunicipal Code (60dBAeqL) sothatnoiselevelsarenotintrusivetonoise-sensitive uses. Noiselevelsfromincreased activityintheprojectareaopenspaceswouldnotgeneratesubstantial noise levels, particularly incomparison toexistingambienttrafficnoiselevels. Noiselevelsfromtruckunloading and loadingactivitiesatcommercial andhoteluseswouldbeminimalduetoshieldingfromtheinteriorofthebuilding afterthetruckisdocked, andCityMunicipal CodeandPTMUOverlayZonerequirements foroperation considerations tolimitnuisancenoise. Asaresult, noiseimpacts fromthesesourcesweredetermined tobeless thansignificant.

ImpactstoNoise-SensitiveUsesandAmbientInteriorNoise
Impactstonewandexistingresidences andhotelsfromroadwaynoise, ARTICoperations, AngelStadium, andthe proposed outdooramphitheaterwere determined tobepotentially significant. Mitigation Measure5-2and5-3 wereidentifiedforAddendumNo. 11, andwasexpanded toincludehotelrooms. Impacts toexistingreceptors fromvehiclenoisewouldbesignificant andunavoidable.TheOCVIBEProjectwouldnotexposeexistingornew sensitivereceptors tosignificant industrial orrailroadnoise; however,newoffices wouldhavethepotentialtobe exposedtoincompatiblenoise levelsfromrailroadoperation. FSEIRNo. 339MM5-4relatedtorailroadnoisewas includedinAddendumNo. 11.
3 Construction Noise
TheOCVIBEProjectwouldrequireconstruction activities includingdemolition, grading, buildingconstructions, andfinishingandlandscaping. Typicalconstruction equipmentwouldberequired. Typicalworkerandequipment transporttripswereanticipated anddetermined toresultinarelativelysmallincrease invehicletripsduring construction. Amaximum of121truckstripsperdaywasanticipated duringanyphaseofconstruction, whichwas determined tonotresultinasignificant increaseinnoiselevelsonanyarearoadway. However, operation of construction equipment wasdetermined tohavethepotentialtoresultintemporary exceedances oftheambient noisecompatibility standardof65dBACNELupto446feetfromtheconstruction site. FSEIRNo. 339MMs5-7, 5- 8, 5-9, and5-10wouldberequiredfortheOCVIBEProjecttoreduceimpactstotheextentfeasible. Ifpiledriving wouldberequiredduringconstruction, implementation ofMM5-5fromFSEIRNo. 339would alsoberequired.

However, duetotheproximityofexistingresidences tooff-siteconstruction, thisimpactwasdetermined tobe potentially significant andunavoidable.

Mitigation Measures
Thefollowing mitigation measures fromFSEIRNo. 339wereidentified inMitigation MonitoringProgram (MMP) No. 383forAddendum No. 11.

MM5-1: Priortoapprovalofstreetimprovement plansforanyproject-relatedroadwaywidening, theCity shallretainaqualifiedacousticengineertodesignprojectacoustical featuresthatwilllimittraffic noiseatnoisesensitiveusestolevelsthatarebelowtheCity’snoiseordinance. Thesetreatments shallbenotedonthestreetimprovement planstothesatisfaction ofthePlanningDepartment andmayinclude, butarenotlimitedto, thereplacement ofwindowsanddoorsatexisting residences withacoustically ratedwindowsanddoors.

MM5-2: Priortoissuanceofabuildingpermit, theprojectpropertyowner/developers shallsubmitafinal acousticalreportpreparedtothesatisfaction ofthePlanningDirector. Thereportshallshowthat thedevelopment willbesound-attenuated againstpresentandprojected noiselevels, including roadway, aircraft, helicopter, stationary sources (e.g., industrial, commercial, stadium, amphitheater, etc.), andrailroad, tomeetCityinterior standardsasfollows:
a)Thereportshalldemonstrate thattheproposed residential, hotelroom, andofficedesignwill resultincompliance withthe45dBACNELinteriornoiselevels, asrequiredbytheCalifornia BuildingCodeandCaliforniaNoiseInsulationStandards (Title24and25oftheCalifornia Code ofRegulations).
b)Thereportshalldemonstrate thattheProposedProjectresidential andhotelroomdesign shallminimizenighttimeawakening fromsingleeventnoiseincluding stadium, amphitheater, andtrainhornssuchthatinteriorsingle-eventnoiselevelsarebelow81dBALmax \[maximum soundlevel\].
c)Thepropertyowner/developer shallsubmitthenoisemitigation reporttothePlanning Directorforreviewandapproval. UponapprovalbytheCity, theprojectacousticaldesign featuresshallbeincorporated intoconstruction oftheProposedProject.

MM5-3: Priortothefirstfinalbuildingandzoninginspection, thepropertyowner/developer shallsubmit evidencetothesatisfaction ofthePlanningDirectorthatoccupancy disclosure noticesregarding thepotentialforexteriornoiselevelstobeelevatedduringanoutdooreventwillbeprovided to allfuturetenantsintheStadiumandArenaDistricts.

MM5-4: Priortothefirstfinalbuildingandzoninginspection, thepropertyowner/developer shallsubmit evidencetothesatisfaction ofthePlanningDirectorthatoccupancy disclosure noticesregarding potentialforexteriornoiselevelstobeelevatedduringfreightpass-byandsoundingoftrainhorns willbeprovidedtoallfuturetenantsfacinganat-gradecrossingoftheUnionPacificRailroadLine.

MM5-5: Priortoissuance ofthefirstbuildingpermit, toreducenoiseandvibration impactsfromthe impactpiledriver, theconstruction contractor shallevaluatethefeasibilityofusingaugercast 4 pilesorasimilarsystemtodrillholestoconstruct cast-in-placepilesforapile-supported transfer slabfoundation system. Thisalternative construction methodwouldreducetheduration necessary foruseoftheimpactpiledriverand/oreliminatetheneedtousepiledriversaltogether.

Proofofcompliance withthismeasureshallbesubmitted tothePlanningDepartment intheform ofaletterfromtheconstruction contractor.

MM5-7: Ongoingduringgrading, demolition, andconstruction, thepropertyowner/developer shallbe responsible forrequiringcontractors toimplement thefollowing measurestolimitconstructionrelatednoise:
a)Noisegenerated byconstruction shallbelimitedbythepropertyowner/developerto60dBA alongthepropertyboundaries, before7:00AMandafter7:00PM, asgoverned byChapter

6.7, SoundPressure Levels, oftheAnaheimMunicipal Code.
b)Limitthehoursofoperation ofequipment thatproduces noiselevelsnoticeably above generalconstruction noiselevelstothehoursof10:00AMto4:00PM. c)Allinternalcombustion enginesonalloftheconstruction equipment shallbeproperly outfittedwithwell-maintained mufflersystems.

MM5-8: Ongoing duringconstruction activities, thepropertyowner/developer shallberesponsible for requiring projectcontractors toproperlymaintainandtuneallconstruction equipment to minimize noiseemissions.

MM5-9: Ongoing duringconstruction activities, thepropertyowner/developer shallberesponsible for requiringprojectcontractors tolocateallstationary noisesources (e.g., generators, compressors, stagingareas) asfarfromoccupiednoise-sensitive receptorsas isfeasible.

MM5-10: Ongoingduringconstruction activities, materialdelivery, soilhaultrucks, andequipment servicing shallalsoberestricted tothehourssetforthintheCityofAnaheimMunicipal Code, Section6.70.

ModifiedProjectConsistency Evaluation
AmbientTrafficNoise
TheModifiedProjectwouldaccommodate additionalresidential development andreducedofficedevelopment compared toAddendum No. 11. TheTrafficMemofortheModifiedProject, includedasAttachment 1tothisnoise memorandum,determined thatOption1andOption3wouldresultinaminor (lessthan2percent) increasein averagedailytrips (ADT) compared totheApprovedOCVIBEMSP (Pirzadeh2024). Option1wouldgenerate approximately 643additionalADT, andOption3wouldgenerateapproximately 372additionalADT. Thenewtrips wouldbespreadoutacrossstudyareasegmentsduetothemultipleproposed driveways thatwouldservethe proposed residential buildings, aswellastheofficeandretailuses. Studyareasegmentvolumeswouldrangefrom 15,600ADTto67,000ADTwiththeApproved OCVIBEMSPimplementation. Adoublingoftrafficvolumeistypically requiredtoresultinanoticeable (3dBA) increaseintrafficnoise. Assuch, theminimal increaseintrafficvolume fromimplementation ofOption1orOption3undertheAmendment No. 1wouldnotresultinanadditionalnoise impactcompared toAddendum No. 11. Option2wouldresultinanetdecrease of412ADTcompared tothe Approved OCVIBEMSP (Pirzadeh2024). Assuch, Option2wouldresultinthesameorslightlyreducedtrafficnoise impactscompared toAddendum No. 11. Removalofthepedestrianbridgewouldnotresultinanychangetovehicle tripsthesite. Removaloftheoutdooramphitheater mayresultinaslightreduction inADTduetoreduced event attendance. Overalldevelopment densitywithintheoverallOCVIBE MSParea wouldbesimilartoAddendumNo. 11, andthesignificant andunavoidable impactrelatedtovehiclenoisewouldcontinuetooccur. Mitigation Measure 5-1wouldcontinue toberequired.TheModifiedProjectwouldnotresultinnewsignificant impactsorincreasethe severityofimpactsidentifiedinAddendum No. 11. Nosubstantial changefromthepreviousanalysiswouldoccur.

StationarySourceNoise
TheModifiedProjectwouldincluderesidences, office, retail, andpublicopenspaceusesthatareconsistentwith thelandusetypesevaluated inAddendum No. 11. TheModifiedProjectwouldnotincludeanynewnoisesources 5 thatwerenotaddressedintheAddendumNo. 11. Newheating, ventilation, andairconditioningsystems would continuetoberequiredtobeconstructed tomeettheCityofAnaheim’sMunicipal Code (60dBAeqL) sothatnoise levelsarenotintrusive tonoise-sensitiveuses. Noisefromparkingareas wouldcontinuetoconsistofintermittent nuisancenoise, suchasfromcaralarms, andwouldbesimilartoexistingnoisefromofficeparking. Increased activitycompared toexistingconditionsfrom useofopenspacesin thenewMeadowParkandNeighborhood Parkwouldbeconsistentwiththatanticipated inAddendum No. 11andwouldnotgeneratesubstantial noise levels, particularly comparedto existingambienttrafficnoiselevels. Thisimpactwouldcontinuetobelessthan significant. TheModifiedProjectwouldnotresultinnewsignificantimpactsorincreasetheseverityofimpacts identifiedinAddendum No. 11. Nosubstantial changefromthepreviousanalysiswouldoccur.

ImpactstoNoise-Sensitive UsesandAmbientInteriorNoise
TheModifiedProjectwouldresultinthedevelopment ofadditional sensitiveresidentialreceptors inArenaDistrict Sub-AreasD1andD2. Similartotheconclusions ofAddendumNo.11, newresidences couldbeexposedto significant noisefromroadwaynoise, ARTICoperationsandAngels Stadium. FSEIRNo. 339MMs5-2through5-4 wereidentifiedforAddendum No. 11andwouldcontinuetoberequired fortheModifiedProject. Thesignificant impactwouldbereducedcompared toAddendum No. 11becauseimpactsrelatedtooperation oftheoutdoor amphitheater inMeadowParkwouldbeeliminated. However, impactstoexistingreceptorsfromremaining sources, particularly vehiclenoise,wouldcontinuetobesignificant andunavoidable.TheModifiedProjectwould notresultinnewsignificant impactsorincreasetheseverityofimpactsidentifiedinAddendum No. 11. No substantial changefromthepreviousanalysiswouldoccur.

Construction Noise
Construction oftheModifiedProjectwouldrequireasimilardailyconstruction effortcompared toAddendum No. 11.

Additional demolition andearthworkwouldberequired, whichwouldresultinadditionaltotalhaultripsandworking daysinArenaDistrictSub-AreasD1andD2. However, similarconstruction equipment wouldbeused, andconstruction haulingisnotanticipated toexceedthemaximum of121trucktripsperdayanticipated underAddendum No. 11. As such, dailyconstruction effortonthesitewouldbesimilartothatanticipated inAddendum No. 11.

Construction ofallModifiedProjectcomponents wouldgenerallybewithintheconstruction areaassumed under theapprovedOCVIBEProject withtheexceptionoffootprints fortheACCdemolition areasurroundedby the Addendum No. 11construction area. Allconstruction wouldoccur withintheexistingOCVIBEMSP areaandwould notbelocatedanyclosertoexistingsensitivereceptors compared totheAddendum No. 11analysis. Assuch, impactswouldbethesameasaddressed inAddendum No. 11. FSEIRNo. 339MMs5-1through5-5and5-7 through5-10wouldcontinuetoberequired, andthisimpactwouldcontinueto bepotentially significant and unavoidableas analyzedinFSEIRNo. 339. TheModifiedProjectwouldnotresultinnewsignificant impactsor increasetheseverityofimpactsidentifiedinAddendum No. 11. Nosubstantial changefromthepreviousanalysis wouldoccur.

Addendum No. 11Issue5.13.2(b): Generation ofexcessivegroundborne vibration or groundborne noiselevels
Summary ofAddendum No. 11Impacts
Construction oftheOCVIBEProjectwasestimated tooccurthroughout theOCVIBEProjectsiteforfivephases overapproximately 10years. Construction activities wouldincludedemolition, grading, buildingconstruction, and finishingandlandscaping. Typicalconstruction equipmentwouldbeusedandnopiledrivingwouldberequired forconstruction. Theconstruction equipmentrequiredfortheOCVIBEProject construction thatcouldgenerate thehighestvibrationlevelswasdetermined tobeavibratory roller. Vibratory rollersgeneratetypicalvibration levelsof94VdB, or0.210inchpersecondat25feet. Equipment wouldhavethepotentialtoexceedthevibration annoyance threshold of78VdBupto85VdBfromconstruction, andthevibrationdamagethreshold of0.210inch persecondupto26feetfromconstruction. Theexistingentertainment, retail, andofficeusesontheProjectSite toremainafterconstruction arenotvibrationsensitive. Noexistingoff-siteresidences arewithin85feetofthe ProjectSite; therefore, on-siteconstruction wasdetermined tonotresultinvibrationthatwouldresultina 6 significant annoyance orpotentially causebuildingdamage. However, groundborne vibrationfromtheoff-site improvement towidentheSR-57southbound off-rampatBallRoadcouldresultinsignificant annoyance to existingresidences onSouthHildaStreet.Thistemporary impactwasdetermined tobepotentially significant and unavoidable. Ifpiledrivingwouldultimatelyberequired, piledrivingduringconstruction wouldbesubjecttoFSEIR No. 339MM5-5.

TheOCVIBEProjectdidnotincludeanynewvibration-sensitiveuseswithin200feetoftheOrangeCountyLine, whichwasthescreeningdistanceforvibrationimpactsfromrailroadoperations. Landuseswithin200feetofthe railroadlinewouldincludetheexistingARTICandnewparking, whicharenotvibrationsensitive. However, new residential usesinArenaDistrictSub-AreaD2wouldbelocatedapproximately 65feetandwouldhavethepotential tobeexposedtosignificant vibrationfromtheBNSFRailway/UPRR. FSEIRNo. 339MM5-6wouldberequired for theOCVIBEProject. TheOCVIBEProjectwouldnotresultinnewsignificant impactsorincreasetheseverityof impactsidentifiedinFSEIRNo. 339. Nosubstantial changefromthepreviousanalysiswouldoccur.

Mitigation Measures
Thefollowingmitigation measures fromFSEIRNo. 339wereidentifiedinMMPNo. 383forAddendum No. 11:

RefertoaboveMM5-5.

MM5-6: PriortoapprovalofanyFinalSitePlan, ifnewvibration-sensitivelanduses (residences) are locatedincloseproximity (within110feet) totheUnionPacificRailroad, theprojectapplicant shallretainanacoustical engineertoconductanacousticanalysisthatincludesavibrationanalysis forpotentialimpactsfromvibrationgenerated byoperation oftherailline. Ifperceptible levels ofvibrationaredetected, theacousticanalysisshallrecommend sitedesignfeatures, suchas setbacksandtrenches, and/orrequiredbuildingimprovements, suchasharderbuildingmaterials e.g., steelframingvs. woodframing), toeliminatethepotentialfortrainoperations toresultin perceptible levelsofvibration thatcausehumanannoyance tofutureprojectresidents. Thesite designfeaturesshallbeidentifiedontheFinalSitePlantothesatisfaction ofthePlanningDirector.

Modified ProjectConsistency Evaluation
TheModifiedProjectwouldnotincludeanynewsourcesofvibrationthatwerenotaddressed inAddendumNo. 11andwouldnotincludeconstruction inanynewareasthatwouldbeclosertovibration-sensitivereceptors comparedtoAddendum No. 11. Asdescribed forconstruction noiseinAddendum Issue5.13.2(a), construction wouldoccurinthesamegeneral locationandwouldrequiresimilarconstruction practices. Assuch, impactswould bethesameasthoseaddressed intheapprovedOCVIBEProject. FSEIRNo. 339MMs5-5and5-6wouldcontinue toberequiredfortheapprovedOCVIBEProjectimplementation butwouldnotapplytotheModifiedProject unlesspiledriving isultimately required. Additionalresidences wouldbedeveloped inArenaDistrictSub-AreaD2, portionsofwhichwouldbelocatedwithinthe65feetscreening distanceforexposureto significant vibrationfrom theBNSFRailway/UPRR, consistentwiththefindingsofAddendum No. 11forthisarea. However, impactswould belimitedtothenorthernboundary oftheOCVIBEProjectSite, andthisscreening distancewouldencompass minimaladditionalresidences.Additionalresidences withintheProjectSitewouldnotbeconsidered increased projectimpact, asitwouldbeaproject’seffectonitself, notimpactoftheprojectontheenvironment. MM5-6 wouldcontinue toberequired fortheapprovedOCVIBEProject.TheModifiedProjectwouldnotresultinnew significant impactsorincrease theseverityofimpacts identifiedinAddendum No. 11. Nosubstantial changefrom thepreviousanalysiswouldoccur.
7 Addendum No. 11Issue5.13.2(c): Foraproject located within thevicinity ofaprivate airstrip oranairport landuseplanor, where suchaplanhasnotbeenadopted, within twomilesofa public airport orpublic useairport, would theproject expose people residing orworking in theproject areatoexcessive noiselevels
Summary ofAddendum No. 11Impacts
TheOCVIBEProjectsiteisnotwithinthevicinityofaprivateairstriporanairportlanduseplanorwithin2miles ofapublicairportorpublicuseairport. ThenearestairportisFullertonMunicipalAirport, approximately 6miles northoftheProjectSite. Thisimpactwouldbelessthansignificant.

Summary ofModified ProjectConsistency Evaluation
TheModifiedProjectwouldbeinthesameMSPareaasproposed intheapprovedOCVIBEProjectand proposes similarlanduses. Theprojectwouldnotresultinanynewexposure toaircraftnoise.Therefore, theModified Projectwouldnotresultinanyneworincreased aircraft-relatedimpactscompared toAddendum No. 11.

Summary ofNoise Impacts
Impactsrelatedtonoiseandvibrationfrom construction andoperation oftheModifiedProjectwould besimilar tothoseidentifiedfortheapprovedOCVIBEProjectinAddendum No. 11. TheModifiedProjectdoes notinclude anynewsignificant sourcesofnoiseorvibrationthatwerenotpreviously addressed, andnonewsignificant impactswouldoccurthatwerenotidentifiedinAddendum No. 11. Becausenonewdirectorincreased impacts wouldoccur, theModifiedProjectwouldnotresultinaneworincreased contribution tocumulative impacts. The ModifiedProjectwould notresultinanynewsignificantenvironmental effectsorasubstantial increaseinthe severityofpreviously identifiedsignificant effectsrelatedtonoise.

References
CityofAnaheim. 2010. FinalSubsequent Environmental ImpactReport (FSEIRNo. 339) fortheRevisedPlatinum TriangleExpansionProject. SCHNo. 2004121045. October.

CityofAnaheim. 2022. ocV!beProject, DEV2020-00125, Addendum No. 11toFSEIRNo. 339. Preparedby PlaceWorks. August.

Pirzadeh (Pirzadeh & Associates, Inc.). 2024. ocV!BEArenaDistrictDMasterSitePlanModification. March25. 8 Attachment1. TrafficMemofortheModifiedProject
Thispageintentionally leftblank.
/Asz5 Pirzadeh t: (94£1) 851-1367
f.(949)85l-5l79
www.pirzadeh.com
30 Executive Park
Suite 270
Irvine, CA 92614-4726

MEMORANDUM
To: David Kennedy, P.E.

City of Anaheim
From: Pete Pirzadeh, P.E.

Date: June 20, 2024
Subject: ocVIBE Master Sit Plan Amendment No. 1 — Traffic and Circulation Analysis This memorandum evaluates the traffic and circulation related features of the proposed Amendment No. 1 (Master Site Plan Amendment) to the OCVIBE Master Site Plan (MIS2020-00751)(Master Site Plan in comparison to the approved OCVIBE Master Site Plan (Approved Project). The memorandum also evaluates the Master Site Plan Amendment regarding Vehicle Miles of Travel (VMT).

Proposed Project
Anaheim Real Estate Partners, LLC (AREP) is requesting the City of Anaheim's approval of applications and permits identified in this Project Description and Exhibits associated with the implementation of Amendment No. 1 to the OCVIBE Master Site Plan to allow for the demolition of the existing Arena Corporate Center, construction of proposed new residential and office development in Arena District Sub-Area D, removal of the proposed pedestrian bridge from Parking Deck C across Douglass Road, the removal of the proposed Meadow Amphitheater, and dedication of additional public park space in Transit District Sub-Area B (Proposed Project).

The portion of the Proposed Project that would affect traffic and circulation is the addition of residential units and the reduction in Office square footage from the Approved Project in Arena District Sub-Area D, presented in three options. The Approved Project reflects a residential development intensity of 1,284 DU, with an additional 216 units for up to 1,500 DU approved pursuant to State Density Bonus, and up to 709,375 square feet (SF) of Office, including 383,250 sf for the existing Arena Corporate Center (ACC) and 326,125 sf of new office space, and 15,000 sf of Commercial (retail).

As shown on Exhibit 1, all three options increase the number of residential units and decrease the office square footage as compared to the Approved Project. Option 1 would increase the number of residential units by 750 while reducing the office by 609,375 sf. Option 2 would increase the number of residential units by 675 while reducing the office by 709,375 sf.

Option 3 would increase the number of residential units by 460 and reduce the office by Ptoject Management Transportation Pianning & Engmeeruig Caveminent Liaison Mr. David Kennedy, P.E.

June 20, 2024

Page 2 ends

384,375 SF. The commercial retail in the Arena District Sub-Area D would be the previously approved 15,000 SF for all options.

Vehicular access to the Project Site would be provided by the surrounding streets, Douglass Road, Cerritos Avenue, River Road, and Stanley Cup Way, consistent with the Approved Project. One additional access driveway is proposed from both Stanley Cup Way and Cerritos Avenue to serve the residential units. The number of access driveways from Douglass Road has been reduced from four to one, improving the efficiency of that roadway. The number of access driveways from River Road, the only public street adjacent to the Project Site, will not change.

Vehicle Miles Traveled (VMT)
The Proposed Project would be screened out from further VMT analysis based on the findings of the August 15, 2022, VMT Analysis Memorandum prepared for the ocVlBE Mixed-Use Project (Appendix A). An updated VMT Analysis reflecting the Proposed Project is provided in Appendix B to this memorandum. The residential development will have on-site parking similar to the previously approved development plan. The parking for non-residential and hotel land uses will be provided in accordance with the approved shared parking plan. The total project parking will be lower than the code required parking on a land use basis due to the utilization of shared parking strategies and plan and reduced on-site parking for the residential due to proximity to the transit center pursuant to AB 2097.

Traffic and Circulation
The Project Site vehicular access and internal circulation network would distribute the site generated traffic to the adjacent streets with the same distribution pattern as previously analyzed in the approved Traffic Study for the ocV!BE Master Site Plan (Approved Traffic Study).

Table 1 — OCV1BE Master Site Plan Amendment Traffic Generation Summary shows the differences in the daily and peak hour trip generation for each proposed development option in comparison to the Approved Project.

As shown in Table 1, Option 1 and Option 3 would result in a minor (less than 2%) increase in daily trips, and Option 2 would result in a decrease in daily trips. The nominal increase in daily trips would not change the level of performance (V/C ratio) of the facilities analyzed in the Approved Traffic Study, therefore the Proposed Project would not have an adverse impact on the circulation system. During the AM and PM peak periods, all options would result in at least 5% decrease in trip generation with minor variation in directional trips. The directional variations would not change the level of performance (ICU Level of Service) of the analyzed facilities in the Approved Traffic Study, therefore the Proposed Project would not have an adverse impact on intersections analyzed in the Approved Traffic Study.

Mr. David Kennedy, P.E.

June 20, 2024

Page 3 ends

The proposed land use scenarios were also evaluated to address "General Plan" consistency and to further review the queuing at nearby arterial intersections. The detailed data set for this evaluation is presented in Appendix C to this memorandum. The Proposed Project would not result in any adverse Level of Service (LOS) impact at the previously analyzed intersections. The queueing analysis did not show any changes at the off-site intersections that would result in changes to the previous findings and recommendations. Minor turning lane volume changes at River Road intersections with Katella Avenue and Ball Road would not impact the design features of these intersections.

Conclusions
The Proposed Project, in all three development options, would not result in any adverse impacts on the ocVME analysis area. The on-site circulation and driveways are sized to accommodate the project trips and access needs. The Proposed Project continues to be screened from further VMT analysis.

Please call me if you have any questions regarding the information presented in this document.

Attachments
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Appendix A
Pirzadeh
ASSOCrATES.
30 Execultve Park t: (949) 851-1367
SIAS 270 f (949) 861-6179
Irvine, CA 92614-4726 www.pirtaCoh,corn

MEMORANDUM
To: David Kennedy, P.E.

City of Anaheim
From: Pete Pirzadeh, P.E.

Date: August 15, 2022
Subject: ocV1BE Mixed-Use Project -VMT Analysis
This memorandum evaluates the eligibility of the proposed ocV!BE project in the City of Anaheim to be exempt from conducting a Vehicle Miles of Travel (VMT) analysis as an element of its environmental clearance under the provisions of California Environment Quality Act (CEQA). The evaluation will be conducted based on screening criteria established by the City.

Proposed Project
As shown on Figure 1, the project site is bounded by Orange Freeway (SR-57) to the south and west, the existing Phoenix Club to the north, Santa Ana River to the east. ocVIBE, as proposed, will be a premier mixed-use community and live entertainment district with an anticipated opening in 2024. As shown on Figure 2, this approximately 101-acre, mixed-use community will surround its anchor, Honda Center, with up to 8,413 seat-capacity concert and club venues, 36 bowling lanes, 170,000 square feet (at) of restaurant and food services, 58,000 sf of retail establishments, 746,000 sf of new office space in addition to existing 463,250 sf of offices at the Arena Corporate Center (ACC) and Anaheim Regional Transportation Intermodal Center (ARTIC), 1,500 residential units, two hotels with a total of 550 rooms, 30 acres of public open space, and a five-acre riverfront park. Additionally, the project will implement several miles of pedestrian, off-street and on-street bicycle, and Cycle track amenities within its boundaries.

Three major freeways: Orange Freeway (SR-57), Santa Ana Freeway (I-5), Garden Grove Freeway (SR-22), and ARTIC provide regional access to the project site. ocV1BE creates a true transit-oriented community in the heart of Orange County. The ocV!BE Master Plan integrates ARTIC into the larger district. By drawing more guests to ARTIC, this will in turn increase transit ridership via Amtrak, Metrolink and bus providers.

VMT
Senate Bill 743 (SB 743), signed by the Governor in 2013 directed the Office of Planning and Research (OPR) to develop new metrics for assessing transportation as a CEQA impact. The final guidelines released by OPR in December 2018, identified VMT as the preferred metric Project Managernera linnsporgation Planning & Engineering Copenuneffiu Liaison Mr. David Kennedy
August 15, 2022

Page 2 ends

for identifying CEQA impacts. Furthermore, these guidelines required all lead agencies to use VMT as the new metric for identifying impacts for land use projects.

In compliance with the requirements of SB 743 and the implementation procedure provided by OPR, City of Anaheim has produced updated Traffic Impact Analysis (TIA) guidelines to outline specific steps for project VMT analysis. According to the City of Anaheim's June 2020 Traffic Impact Analysis Guidelines for CEQA Analysis, TIA with VMT assessment shall be required for a proposed project that does not satisfy the identified project screening criteria.

The City's guidelines provide three types of project screening to effectively screen projects from project-level assessment. A project only needs to fulfill one of the following screening types to qualify for screening:
• Transit Priority Areas (TPA) Screening
• Low VMT-generating Area Screening
• Project Type Screening
The proposed project can be screened under the following screening criteria:

Transit Priority Areas (TPA) Screening
A TPA is defined as a half mile area around an existing major transit stop or an existing stop along a high-quality transit corridor. City of Anaheim has included an exhibit in its TIA Guidelines to help identify if the project is in a TPA (See Exhibit A). ARTIC, a key multimodal transit center, which is also a major component of ocVIBE is located within the proposed project development district (See Exhibit B).

City of Anaheim has established the following four project features to further analyze a projects' qualification for screening under the TPA criteria. Specifically, if a project meets one of the following features, then it may not qualify for VMT screening:
1- Has a total floor to area ratio (FAR) of less than 0.75; 2- Includes more parking than required by the City's municipal code; 3- Is inconsistent with the applicable Sustainable Communities Strategy; or 4- Replaces affordable residential units with a smaller number of moderate or highincome residential units.

As detailed in the ocVlBE Master Land Use Plan Project Application, the project exceeds the above established FAR, complies, or exceeds established sustainability requirements, and provides more residential units than previously planned for the project area. Also, as demonstrated in the Shared Parking Analysis prepared for the project, the proposed shared parking strategy and resulting number of spaces that are planned for the site, while meeting the project's demands, will be less than the standard City of Anaheim Municipal Code required numbers.

Mr. David Kennedy
August 15, 2022

Page 3 ends

Conclusions
The proposed project, ocVt.13E is located within a TPA and meets the related secondary evaluation criteria for projects located within a TPA to be screened for VMT. Therefore, no further project VMT review is warranted in accordance with City of Anaheim TIA Guidelines for CEQA Analysis.

Please call me if you have any questions regarding the information presented in this document.

PAI 19/01(11)-oeVIBEMbuitdUeeProject,08152022•DICennedy•VhfrAnalysis-mem.pkp

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Appendix B
Pirzadeh
30 Executive Park
Suite 270
Irvine, CA 92614-4726
(949) 851-1367
.1 (949)851-5179
www.pirzadeh.com

MEMORANDUM
To: David Kennedy, P.E.

City of Anaheim
From: Pete Pirzadeh, P.E.

Date: June 20, 2024
Subject: ocV1BE Master Site Plan Amendment No. 1, VMT Analysis Update This memorandum updates the August 15, 2022, evaluation of the eligibility of the proposed ocV!BE project in the City of Anaheim to be exempt from conducting a Vehicle Miles of Travel (VMT) analysis as an element of its environmental clearance under the provisions of California Environment Quality Act (CEQA). The evaluation will be conducted based on screening criteria established by the City.

Proposed Project
As shown in Figure 1, the project site is bounded by Orange Freeway (SR-57) to the south and west, the existing Phoenix Club to the north, Santa Ana River to the east. ocVSE, as proposed, will be a premier mixed-use community and live entertainment district with an anticipated opening in 2024.

Although there have been some updates to Project Site uses, which are shown in Figure 2, this approximately 94.56 net acres, mixed-use community will surround its anchor, Honda Center, with a 5,613-seat Concert Hall, club venues (1,200-person capacity), an activity area and attached 1,600-person capacity bar / music venue, up to 135,000 square feet (sf) of enclosed restaurant and food services and 35,000 sf of outdoor dining, 58,000 sf of retail establishments, up to 325,000 sf of new office space, 170,000 sf of proposed institutional space south of Anaheim Regional Transportation Intermodal Center (ARTIC), up to 2,250 residential units, two hotels with a total of 550 rooms, approximately 16.4 acres of publicly accessible parks and open space, and approximately 3.3 acres of unsecured common recreation and leisure space. The publicly accessible parks and open space would be anchored by six primary parks and urban plazas and would include an outdoor amphitheater with a maximum capacity of up to 6,000 people. Parking would be provided in four structures for visitors (Parking Decks A through D), two surface lots for employees, and integrated hotel, residential parking at those uses. Three options are being considered for the ocVlBE Arena District Master Plan Modification, whereby office use has been reduced and replaced by additional residential units. Since the residential uses are self-parked as described below and the total amount of shared parking serving the non-residential uses will not change, the VMT screening analysis presented in the memorandum will continue to be valid for the updated project.

PrOjeCt MORUgeMen Ti-onsportation Piunning & Engineering Government Liaison Mr. David Kennedy, P.E.

June 20, 2024

Page 2 ends

Three major freeways: Orange Freeway (SR-57), Santa Ana Freeway (I-5), Garden Grove Freeway (SR-22), and ARTIC provide regional access to the project site. ocV!BE creates a true transit-oriented community in the heart of Orange County. The ocV!BE Master Plan integrates ARTIC into the larger district. By drawing more guests to ARTIC, this will in turn increase transit ridership via Amtrak, Metrolink and bus providers.

VMT
Senate Bill 743 (SB 743), signed by the Governor in 2013 directed the Office of Planning and Research (OPR) to develop new metrics for assessing transportation as a CEQA impact. The final guidelines released by OPR in December 2018, identified VMT as the preferred metric for identifying CEQA impacts. Furthermore, these guidelines required all lead agencies to use VMT as the new metric for identifying impacts for land use projects.

Transit Priority Areas (TPA) Screening
A TPA is defined as a half mile area around an existing major transit stop or an existing stop along a high-quality transit corridor. The city of Anaheim has included an exhibit in its TIA Guidelines to help identify if the project is in a TPA (See Exhibit A). ARTIC, a key multimodal transit center, which is also a major component of ocV!BE is located within the proposed project development district (See Exhibit B).

The city of Anaheim has established the following four project features to further analyze a projects' qualification for screening under the TPA criteria. Specifically, if a project meets one of the following features, then it may not qualify for VMT screening:
1- Has a total floor to area ratio (FAR) of less than 0.75; 2- Includes more parking than required by the City's municipal code; Mr. David Kennedy, P.E.

June 20, 2024

Page 3 ends

3- Is inconsistent with the applicable Sustainable Communities Strategy; or 4- Replaces affordable residential units with a smaller number of moderate or highincome residential units.

As detailed in the ocVlBE Master Land Use Plan Project Application, the project exceeds the above established FAR, complies, or exceeds established sustainability requirements, and provides more residential units than previously planned for the project area. The residential land element of the project will provide reduced on-site parking pursuant to AB 2097. Also, as demonstrated in the Shared Parking Analysis prepared for the project, the proposed shared parking strategy and resulting number of spaces that are planned for the site, while meeting the project's demands, will be less than the standard City of Anaheim Municipal Code required numbers.

Conclusions
The proposed project and the related modifications to the Arena District D Master Site Plan, ocV!BE is located within a TPA and meets the related secondary evaluation criteria for projects located within a TPA to be screened for VMT. Therefore, no further project VMT review is warranted in accordance with City of Anaheim TIA Guidelines for CEQA Analysis.

Please call me if you have any questions regarding the information presented in this document.

Attachments
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Appendix C
TABLE 8

PROJECT WEEKDAY TRIP GENERATION ESTIMATES - APPROVED TRAFFIC STUDY Land Use
ITE
Land
Use
Rate Daily
oming Peak Hour Afternoon Reek Hour
In Out Total In Out Total
Trip Generation Rates [a]
Multi-Family HoLsing 220 per du 6.74 24% 76% 0.40 63% 37% 051 Hotel 310 per room 7.99 56% 44% 0.46 51% 49% 0.59
Bowling Alley (131 437 per lane 20.00 Not open in morning ak how 65% 35% 1.30 General Office Building ICI 750 per ksf 8.40 88% 12% 1.18 17% 83% 1.09 General Office Building 710 per employee 3.33 88% 12% 049 17% 83% 0.45 Shopping Center 820 per ksf 37.01 62% 38% 0.84 48% 52% 3.41) High-Turnover (Sit-Down) Restaurant (d) 932 per list 10720 55% 45% 4.79 61% 39% 9.05 Trip Generation Estimates
Apartments 220 1,500 du 10110 14.4 458 600 482 283 765
Trans:1114'8*4n Adjustment - 5% (506) (7) (23) (30) (24) (74) (38) Hotel 310 550 rms 4,395 142 111 253 166 159 325
Transit Walk-In Adjustment - 5% (220) (f) (8) (13) (5) (IV (/6) Bowling Alley 437 36 lanes 720 - _ 31 16 47
Office and Institutional Space [e] 710 1,198.3 ksf 10,068 1,247 170 1,417 222 1,082 1,304 TransitAAralk-in Adjustment- 5% (503) (52) (9) (71) (If) (54) (65) Honda Center & Concert Hall [f] 710 50 emproyees 167 22 3 25 4 19 23 TransiaWaik-in A[qustment - 5% (5) (1) 0 (I) 0 (1; (7)
Retail 820 580 kst 2,147 30 19 49 95 102 197
Restaurant i Market NI 932 170.0 ksf 18,224 447 366 813 939 600 1,539 Clubs (four Venues) [h] rida 1,200 capacity 675 45 18 63 Amphitheater [i.I nta 6,000 capacity -
Total Trip Generaton, Before Internal Capture 45,269 1.955 1.087 3.042 1,941 2,202 4,143 ]j) Internal Capture Credit (5,404) (362) (340) (702) (438) (414) (852) TOTAL NON-EVENT-DAY TRIP GENERATION ESTIMATE 39,865 1,593 747 2,340 1,503 1,788 3,291 Notes du: dwelling unit: ksf: 1.000 square feet.
la] Trip generation rates are from Trip Generation Manus 771JI Ediaon (Institute of Transportation Engineers. 2021) and are based on developments located in "Genera11Jrban Suburban" location, unless otherwise noted. (b) Daily trip generation estimate assumes 20 dal y trips per lane (5 daily uses per lane x 2 vehicles per use it 2 trips per day). [c] Office trip generation is based on fitted-curve equations provided by ITE. The rates shown are interpolated based on the trip generation divided by 1 .198.250 of of office.

VI] Morning Peak Hour frip generation rates reduced by 50% due to the assumption:that many of the restaurant uses will not be open for breakfast. le] Includes 383250 sf of existing office space at the ACC and 80.1300 slot existing institutional space at ARTIC. Excludes 11.000 slot proposed outdoor balcony space [f] Estimated lull-time administrative employees on non-event days.

WI Includes 135.000 slot enclosed restaurant I market hail space and 35,000 sf of outdoor dining. (hi Trip generation estimates based on a non-event day. Assumes 0.75 daily trips per attendee arid 900 daily attendees. Note that peak hour trip generation would be expected to be similar even on an event day. as the Club uses would not attract larger numbers of visitors until later in the evening [i] The amphitheater would not generate trips on a non-event day. )1 Internal capture estimates developer using methodology horn Trip Genera/Ion Handbook. 3rd Edition (Institute of Transportation Engineers. 2017) Details are provided in Appendix E.

TABLE 8.1
PROJECT WEEKDAY TRIP GENERATION ESTIMATES - OPTION 1
Land Use
ITE
Land
Use
Rate Daily
Morning Peak Hour Afternoon Peak Hour
In Out Total In Out Total
Trip Generation Rates la]
'vlulti-Family Housing 220 per du 6.74 24% 75% 0.40 63% 37% 9.51 Hotel 310 per room 7.99 56% 44% 0.46 51% 49% 0.59
Bowling Alley [b] 437 per lane 2000 Not open in morning peak hour 65% 35% 1.30 General Office Building [c] 71C per ksf 9.21 88% 12% 1.31 17% 83% 123 General Office Building 710 per employee 3.33 88% 12% 0.49 17% 63% 0.45 Shopping Center 820 Per ksf 37.01 62% 38% 0 84 48% 52% 3.40 High-Turnover (Sit-Down) Restaurant [di 932 per ksf 107.20 55% 45% 4.79 61% 39% 9.05 Trip Generation Estimates
Apartments 220 2,250 du 15,165 216 684 900 723 425 1,148 TransitlWark-In Aqustrnent - 5% (756) (11) (34) (45) (36) (27) (57) Hotel 310 550 rrns 4,395 142 111 253 166 159 325
Transit/Walk-In Aoyustrnenl - 5% (220) (7) es) (73) (8) () (16) Bowling Alley 437 36 lanes 720 31 16 47
Office and Institutional Space [e] 710 588.9 ksf 5,426 677 92 769 123 600 723 TranstWalk-In AdlosIment - 5% (271; (34) (4) 081 (8) (30) (36) Honda Center & Concert Hall [f] 710 50 employees 167 22 3 25 4 19 23 Transit/Walk-In Acyrusarnent - 5% (8) (V 0 (1) 0 Ii) (1) Retail 820 58.0 ksf 2,147 30 19 49 95 102 197
Restaurant / Market [g] 932 170.0 ksf 18,224 447 366 813 939 600 1,539 Clubs (four Venues) [h] n/a 1,200 capacity 675 - - 45 18 63 Amphitheater f] n/a 6,000 capacity -
To1a1 Trip Generation, Before Internal Capture 45,662 1,481 1,231 2.712 2,076 1,879 3,955 [j] Internal Capture Credit (5.154) (287) (393) (590) (478) (438) (916) TOTAL NON-EVENT-DAY TRIP GENERATION ESTIMATE 40,508 1,194 928 2,122 1,596 1,441 3,039 '
Holes du: dwelling unit; ksf: 1,000 square leek
(a) Trip generation rates are from Trip Generation Manoai. lift Edition (Institute of Transportation Engineers, 2021) and are based on developments located in -General Urban ( Suburban" location, unless otherw:se noted. lb] Daily trip generation estimate assumes 20 daily trips per lane i5 daily uses per lane s2 vehicles per use x 2 tdps per day). [c] Office trip generation is based on fitted-curve equations provided by ITE. The rates shown are interpolated eased on the trip generation divided by 588.875 sf of office.
[d] Morning Peak Hour trip generation rates reduced by 50% due to the assumption that many of the restaurant uses will not be open for breakfast. [e] Includes 80,000 sr of casting institutional space at AR T1C. Excludes 11,000 slot proposed outdoor balcony space.

VI Estimated full-time administrative employees on non-event days. [el Includes 135.000 sf of endosed restaurant / market hall space and 35.000 sf of outdoor dining. [NI Trip generalion estimates based on a non-event day. Assumes 0.75 daily trips per attendee and 900 daily attendees. Note thaf peak hour trip generation would be expected to be similar even on an event day. as the Club uses would not attract larger numbers of visitors until later in the evening. [i3 The amphitheater would not generate trips on a non-event day D] Internal cap:um estimates developed using methodology from Trip Generation Handbook. 3rd edition {Institute of Transportation Engineers. 20171 Details are provided in Appendix E.

TABLE 8.2
PROJECT WEEKDAY TRIP GENERATION ESTIMATES - OPTION 2
Land Use
..

ITS
Land
Use
Rate Daily
Morning Peak Flour Afternoon Peak Hour
In Out Total
-
In Out Total
Trip Generation Rates [al
Multi-Family Housing 220 per du 6.74 24% 76% 0.40 63% 37% 051 Hotel 310 per room 7.99 56% 44% 0.46 51% 49% 0.59
Bowling Alley [b] 437 per lane 20.00 Net open in morning peak how 65% 35% 1.30 General Office Building [c] 710 per ksf 9.44 88% 12% 1.34 17% 83% 1.27 General Office Building 710 per employee 3.33 88% 12% 0.49 17% 53% 0.45 Shopping Center 820 per its! 37.01 62% 38% 0.84 48% 52% 3.40 High-Turnover (Sit-Down) Restaurant [d] 932 per ksf 107.20 55% 45% 4.79 61% 39% 9.05 Trip Generation Estimates
1 Apartments 220 2,175 du 14,560 209 661 570 699 410 1,109 Trans:Mark-1n oloyuslmeni - 5% (733) (10) (34) (44) (35) (20) (ee) Hotel 310 550 rms 4,395 142 111 253 166 159 325
TransitAValk-In Acyustmen1 - 5% (220) (7) fel (13) (8) fel (6) Bowling Alley 437 36 lanes 720 _ - 31 16 47
Office and Institutional Space [e] 710 488.9 ksf 4,615 576 79 655 105 515 620 TranortiWalk-in Adjustment - 5% (231) (2e) (4) (33) (5) (281 (31) Honda Center & Concert Hall If] 710 50 employees 167 22 3 25 4 19 23 Transit/Walk-1n Adjustment- 5% (8) (7) 0 (1) D (7) (7)
Retail 820 58.0 ksf 2147 30 19 49 95 102 197
Restaurant/Market [g] 932 170.0 tel 18,224 447 365 813 939 600 1,539 Clubs (four Venues) [h] n:a 1,200 capacity 675 45 18 63 Amphitheater [i] n/a 6,000 capacity . - .

Total Trip Generation. Before Internal Capture 44,411 1,379 1,195 2,574 2,036 1,784 3,820 [r] Internal Capture Credit /4,958) (254) (282) (546) (464) 025] (589) TOTAL_ NON-EVENT-DAY TRIP GENERATION ESTIMATE 39,453 1,115 913 2,028 1,672 1,359 2,931 Notes: du: dwelling unit: ksf: 1,000 square feet.
[a] Trip generation rates are from Trip Generation Manual. Ilth El:Aar °institute of Transportation Engineers, 2021) and are based or developments located in "General Urgent Suburzan" location. unless otherwise rioted. [b] Daily trip generation esbmate assumes 20 daily trips per lane (5 daily uses per lanes 2 vehicles per use x 2 trips per day] [c] Office trip generation is based on titted-curve equations provided by ITE. The rates shown are interpolated based on the kip generation divided by 813.875 sf of office.
[d] [Homing Peak Hour trip generation rates reduced by 50% due to the assumption that many of the restaurant uses MI riot be open for breakfast. tel Includes 80,000 sf of existing institutional space at ARTIC. Excludes 11 000 st of proposed outdoor balcony space tr) Esiimated full-time adm,nistrative employees on non-event days. [g] includes 135.000 sf of enclosed restaurant market hall space and 35.000 sf of outdoor dining. [5] Trip generation estimates based on a non-event day. Assumes DS daily trips per attendee and 900 daily attendees hole that peak hour trip generation would be expected to be similar even an an event day, as the Club uses would not attract larger numbers of visitors until later in the evening.

The amphitheater would not generate tips on a non-event day. [j] Internal capture estimates developed using methodology from rrfp Generation Handbook, ard Edition (1r.slitute of Transportation Engineers, 2017). Details are provided in Appendix E.

TABLE 8.2
PROJECT WEEKDAY TRIP GENE ATION ESTIMATES-OPTION 3
Land Use
ITE
Land
Use
Rate Daily
Morning Peak Hour Afternoon Peak Hour
In Out I Total In Out Total
Trip Generation Rates [a]
Multi-Family Housing 220 per du 6.74 24% 76% 0.40 63% 37% [1.51 Hotel 310 per room 7.99 56% 44% 0.46 51% 49% 0.59
Bowling Alley [111 437 per lane 2000. Not open in morning peek hour 65% 35% 1.30 General Office Building lcl 710 per ksf 8.84 88% 12% 1.25 17% 83% 1.16 General Office Building 710 pet employee 133 88% 12% 0.49 17% 83% 0.45 Shopping Center 820 per ksf 37.01 62% 38% 0.84 48% 52% 3.40 High-Turnover (Sit-Down) Restaurant Id] 932 per ksf 107.20 55% 45% 4.79 61% 39% 9.05 Trip Generation Estimates
Apartments 220 1,960 du 13,210 188 596 784 530 370 1,000 Transit/Walk-1n Adjustment - 5% 1581) (9) (30) (39) (32) (18) (50) Hotel 310 550 rms 4.395 142 111 253 166 159 328
TransrtrWafk-ln Adjustment - 5% (220) (7) 1.6./ (13) (8) (8) (78) Bowling Alley 437 36 lanes 720 . 31 16 47
Office and Institutional Space [e] 710 8119 ksf 7,191 894 122 1,016 161 785 946 TransitaNark-In Adjustment - 5% (360) (4.5) (8) (51) (8) (99) (47) Honda Center & Concert Hall If] 710 50 employees 167 22 3 25 4 19 23 Transit/Walk-In Actustment - 5% RI ft.t 0 (T) 0 (1) fl) Retail 820 58.0 ksf 2,147 30 19 49 95 102 197
Restaurant/Market [g] 932 170.0 kg 18,224 447 366 813 939 600 1,539 Clubs (four Venues) [h] n/a 1,200 capacity 675 45 18 63 Amphitheater [ii n/a. 6,000 capacity_ • - -
Total Trip Generation, Before Internal Capture 45.480 1,661 1,175 2.836 2,023 2003 . 4,026 hi Internal Capture Credit (5243) (316) (318) (634) (465) (432) (897) TOTAL NON-EVENT-DAY TRIP GENERATION ESTIMATE 40,237 tuts 857 2202 , 1,558 1,571 3,129 !totes du dwelling unit: ksf: 1.000 square feet.
[a]l Trip generation rates ace from Trip Generation Manual. 11Th Edition (Institute of Transportation Engineers. 2021) and are based on developments located in 'General Urban I Suburban" location, unless otherwise noted. (b) Daily trip generation estimate assumes 20 daily trips per lane (5 dell( uses per lane x2 vehicles per use % 2 trips per day) (c] Office trip generation is based on fided-curve equations provided by ITE. The rates shown are interpolated based on the trip generation divided by 813.875 sf of office
Iii] Morning Peak Hour trip generation rates reduced by 50% due to the assumption that many of the restaurant uses will nor he open for breakfast. re] Includes 80.000 at of existing institutional space at AR TIC Excludes 11.000 al of proposed outdoor balcony space.

If] Estirnated full-time administrative employees on non-event clays (g1 Includes 135.000 sf of enclosed restaurant i market space and 35.000 5f of outdoor dining. rhil Trip generation estimates based on a non-event day. Assumes 0.75 daily trips per attendee and 900 daily attendees. Note that peak hour trip generation would be expected to he similar even on an event day, as the Club uses would not attract larger numbers of visitors until later in the evening.

Iii The amphitheater would not generate trips on a non-event day. u] Internal capture estimates developed using methodology from Trip Generation Handbook. 3rrI Edition (Institute of Transportation Engineers, 2017). Details are provided in Appendix E.

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Douglass Road & KateIla Avenue Phoenix Club Drive & Ball Road River Road & Katella Avenue Douglass Road &
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AppendixH. TransportationMemorandum
Thispageintentionally leftblank.
/Asz5 Pirzadeh t: (94£1) 851-1367
f.(949)85l-5l79
www.pirzadeh.com
30 Executive Park
Suite 270
Irvine, CA 92614-4726

MEMORANDUM
To: David Kennedy, P.E.

City of Anaheim
From: Pete Pirzadeh, P.E.

Option 3 would increase the number of residential units by 460 and reduce the office by Ptoject Management Transportation Pianning & Engmeeruig Caveminent Liaison Mr. David Kennedy, P.E.

June 20, 2024

Page 2 ends

384,375 SF. The commercial retail in the Arena District Sub-Area D would be the previously approved 15,000 SF for all options.

Mr. David Kennedy, P.E.

June 20, 2024

Page 3 ends

Please call me if you have any questions regarding the information presented in this document.

Attachments
PAI 19903(3)-ocVSEPhaseI1-06202924-DKonriedy-RevTrafficAnalysi-mem pkp ri
g
00 t a •-•
ci
at
to Lea
bn
r, C3 in
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15 n rn
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dit

PROPOSED AMENDED HIGH-RI
•
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qv 6n
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-6 t 5‘frt..pOE
Arena District D
PROPOSED AMENDED OFFICE TOWER (OPTION 2)
4 8 s E 5

17. 2occuoE
Arena DistrictD
PROPOSED AMENDED OFFICE TOWER [OPTION 3)
C
aa
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To l ta
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.6 0 I2,028
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N
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as
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t.,1
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en

TOTAL NON-EVENT-DAY TRIP GENERATION ESTIMATE TOTAL NON-EVENT-DAY TRIP GENERATION ESTIMATE

DIFFERENCE
TOTAL NONEVENT-DAY TRIP

GENERATION ESTIMATE

DIFFERENCE
TOTAL NON-EVENTDAY TRIP GENERATI
ON E

STIMATE

DIFFERENCE
Appendix A
Pirzadeh
ASSOCrATES.
30 Execultve Park t: (949) 851-1367
SIAS 270 f (949) 861-6179
Irvine, CA 92614-4726 www.pirtaCoh,corn

MEMORANDUM
To: David Kennedy, P.E.

City of Anaheim
From: Pete Pirzadeh, P.E.

Page 2 ends

for identifying CEQA impacts. Furthermore, these guidelines required all lead agencies to use VMT as the new metric for identifying impacts for land use projects.

Mr. David Kennedy
August 15, 2022

Page 3 ends

Please call me if you have any questions regarding the information presented in this document.

PAI 19/01(11)-oeVIBEMbuitdUeeProject,08152022•DICennedy•VhfrAnalysis-mem.pkp

MEMORANDUM
To: David Kennedy, P.E.

City of Anaheim
From: Pete Pirzadeh, P.E.

PrOjeCt MORUgeMen Ti-onsportation Piunning & Engineering Government Liaison Mr. David Kennedy, P.E.

June 20, 2024

Page 2 ends

VMT
Senate Bill 743 (SB 743), signed by the Governor in 2013 directed the Office of Planning and Research (OPR) to develop new metrics for assessing transportation as a CEQA impact. The final guidelines released by OPR in December 2018, identified VMT as the preferred metric for identifying CEQA impacts. Furthermore, these guidelines required all lead agencies to use VMT as the new metric for identifying impacts for land use projects.

June 20, 2024

Page 3 ends

3- Is inconsistent with the applicable Sustainable Communities Strategy; or 4- Replaces affordable residential units with a smaller number of moderate or highincome residential units.

As detailed in the ocVlBE Master Land Use Plan Project Application, the project exceeds the above established FAR, complies, or exceeds established sustainability requirements, and provides more residential units than previously planned for the project area. The residential land element of the project will provide reduced on-site parking pursuant to AB 2097. Also, as demonstrated in the Shared Parking Analysis prepared for the project, the proposed shared parking strategy and resulting number of spaces that are planned for the site, while meeting the project's demands, will be less than the standard City of Anaheim Municipal Code required numbers.

Please call me if you have any questions regarding the information presented in this document.

0.00 II ,1 iii i!)- d
East Chat' a
1,y0Ab101"1-8t

TABLE 8.2
PROJECT WEEKDAY TRIP GENERATION ESTIMATES - OPTION 2
Land Use
..

General Plan Buildout
with Option 3Conditions
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AppendixI. WaterSupplyVerification
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Table1.1
Option1LandUseandWaterDemandDifferences
AmendmentNo.1Option1includes:
w5
ChangeResultingfromDemand
h
LandUseProposedProject,+()
DemandFactorDifference( gpd)
5 h
w5
NetWaterDemandDifference42, 188
bh
hh
Table1.2
Option2LandUseandWaterDemandDifferences
AmendmentNo.1Option2includes:

ChangeResultingfromDemandDemand
w5 h
LandUseProposedProject,+()
FactorDifference( gpd)
5 h
w5
NetWaterDemandDifference28, 313
bh
h
Table1.3
Option3LandUseandWaterDemandDifferences
AmendmentNo.1Option3includes:
w5
ChangeResultingfromDemandDemand
h
LandUseProposedProject,+()
FactorDifference( gpd)
5 h
w5
NetWaterDemandDifference25, 238
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Table1
Development Intensity Statistics
13 ExistingPTMLUP NewPTMLUPTotal NetChangefrom
LandUseWSAProjectTotalsw/ ProposedProjectProposedProject Residential18, 2909DU17,501DU18,056DU(853)DU
Commercial4,909,682sf4,782,243sf6,195,019sf1,285,337sf
Office14, 4340,522sf13,490,233sf11,659,338sf(2,681,184)sf Institutional1,500,000sf1,500,000sf250,000sf(1,250,000)sf 1) StatisticsfromTable3.2ofThePlatinumTriangleWaterSupplyAssessment, September2009, Psomas 2) NewPTMLUPTotalwithProposedProjectResidential includesExistingPTMLUPresidentialdwelling units (DUs) plus1,500DUsinocV!BEminus520approvedDUsinARTICandminus425approvedDUsin theArenaDistrict. The1,500DUsinocV!BEinclude216DUspermittedbyaDensityBonus. 3) NetChangefromProposedProjectisNewPTMLUPTotalwithProposedProjectcolumnvaluesminus WSAProjectcolumnvalues
4) OfficesquarefootageincludesOfficeplusOfficeHighandOfficeLow Table2
Water Demand Difference
ChangeResulting Demand
fromProposed Difference
LandUseProject, + (-) DemandFactor( gpd)
Residential ( 853)DU105gpd/DU( 89,565)
Commercial 1,285,337sf95gpd/ksf122,107
Office ( 2,681,184)sf60gpd/ksf( 160,871)
Institutional ( 1,250,000)sf60gpd/ksf( 75,000)
NetDifference( 203,329)
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SITE SUMMARY
RESIDENTIAL - PROGRAM OPTION 1
LI
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CERRITOS. AVE

A L C A
SITE SUMMARY RETAIL TOTAL;
D
0 0 0
0 0 Ln
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CO In
1,055 DU +/- 1,120 DU +1-
A 14.02.A 1
RESIDENTIAL - PROGRAM OPTION 2
RESIDENTIAL - PROGRAM OPTION 3
1,055 DU +1-
RETAIL TOTAL; SITE SUMMARY
A A14.03.A 1
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Thispageintentionally leftblank.

AppendixJ. SewerStudyUpdate
Thispageintentionally leftblank.

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NEW RESIDENTIAL: + 750 DU

ERRITOS AVE
4 STANLEY CUP WAY
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WORST CASE SEWER LOADS (DUs
civOt ssvionoa
Table 1 - Recommended System Model Output
Road Cross Street Pipe ID
1 To Invert
Elev (ft)
Pipe
Length
(ft)
Pipe
Diameter
(in)
Maximum
Flow (spry')
Maximum
Velocity
(ft/s)
Maximum
sl/D
From Invert
Elev (ft)

PHOENIX

CLUB OR
Auto Center Dr.

Sanderson Ave
Railroad
5W126200-5W126218 16127 160.13 253.4 12 207 2.13 0.32
SW126218-5W126219 160_12 159.76 80.0 12 207 2.13 0.32
SW126219-5W126220 159_74 158.96 172.5 12 207 2.13 0.32
5W126220-5W126221 158.94 158.54 90 12 426 2.57 0.48
5W126221-5W126222 158.52 158_12 88.4 12 426 2.59 0.47
SW126222-5W126217 157_62 157.25 122.9 18 596 2.39 0,35
SW126217-SW126405 15714 156A5 265 18 846 2.62 043
SW126405-SW126406 15643 155_85 193 18 846 2.62 0.43
5W126406-5W126407 155.85 15525 200 18 846 2.63 0.43
SW126407-5W126409 155.23 154.80 145 18 846 2.63 0.43

RIVER ROAD
Cerritos
Stanley Cup Way
Katella Ave
5W126409-5W126410 154.79 154.12 223 21 900 2.37 0.38
SW126410-SW126411 154.10 153.49 204 21 953 2.69 0.36
SW126411-SW127206 153,48 152.93 183 21 953 2.70 0.36
SW127206-5W122207 152.92 152.71 69 21 1,232 2.91 0.42
SW127207-SW127209 152.70 152A3 91 21 1,232 2.87 0.42
5W127208-SW127209 152.42 151_91 169 21 1,232 2.90 0.42
SW127209-SW127210 151.90 151.16 212 21 1,297 3.09 0.41
5W127210-5W127211 151.15 150.60 158 21 1,844 3.39 0.50
5W127211-5W127212 150.59 149_93 186 21 1,844 3.41 0.50
SW127212-SW127406 149.92 149.24 194 21 1,844 3.40 0.50
SW127406-SW127407 149.23 148.61 176 21 1,854 3.40 0.50
5W127407-5W127408 148.60 147.92 194 21 1,854 3.40 0.50
5W127408-5W127409 147.91 147.27 195 21 1,938 3.35 0.53

KATELLA
Douglass Rdi
SW127409-SW127312 147.07 146.50 160 21 1907 , 3.45 0.51 SW127312-07127305 146.30 146.25 13 21 1,907 3.55 0.50
0T127305-0T127304 145.63 145.35 348 30 1,907 1.97 0.45

DOUGLASS RD
Stanley Cup Way
5W126307-5W127102 158.72 157.89 346 10 43 1.10 0.22
5W127102-5W127104 157.79 /56.94 357 10 223 1.74 0.52

STANLEY C U P
WAY
River Road
SW127104-SW127119 156.87 155.56 20 10 223 5.75 0.22
SW127119-5W127118 155.36 154.77 185 12 223 1.92 0.37
SW127118-5W127117 154.76 154.13 211 12 371 2.14 0.49
SW127117-5W127218 154.13 15334 260 15 511 2.33 0.42
SW127218-SW127219 153.33 153_00 111 15 547 2.36 044
SW127219-SW127220 152.90 152_20 108 15 547 3.13 0.36
5W127220-SW127210 152.18 151_90 83 15 547 2.43 0A3
Pipeline Reaches in italics are exis ing, others are new construction. 1) Existing DC San trunk sewer.

FYJTUJOH! TFXFS TX237311
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2 2
3 3
7 7
3 3
2 2
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TFXFS 2 3 3 7
TX2375153 7 3 2 2 X X
TX237514 T T
TX237425
TX237418
TX238213
TX238215 TX23832:

TX238229 TX238329 TX238321
PU238415
PU238416 TX23851:

Figure5
SewerNodeDiagram
6/22/2022, 4:46:30PM
OTH2020-01308
MonicSary
ocVBE Platinum Triangle Sewer Study

Page 2 of 4 ends

May 23, 2022
2ANA015033
03/04/2022 was used to generate flow projections broken down by building/parcel, as provided by the developer and shown on Table 1 (attached at end of this technical memorandum).

The far right hand column of Table 1 shows the land use designation used to generate average sewage flow in this sewer study using the flow factors shown in Table 2.

Table 2
Sewer Flow Factors
Land Use Designation
Flow
Factor Units
ENTERTAINMENT 10 gpd/seat
RESTAURANT 800 gpcliksf
CLUB 25 gpdiseat
RETAIL 195 gpdiksf
OFFICE 100 gpcliksf
HOTEL 150 gpdiroorn
APARTMENTS 210 gpci/DU
gpd = gallons per day; ksf-=-thousand square feet
DU -= dwelling unit
Al] existing sewer segment slopes were checked against record drawings for consistency and invert elevations were adjusted from OC San trunk sewers upstream based on surveyed manhole invert data provided by Fuscoe Engineering for the discharge points into the OC San trunk sewer in Katella. Then wastewater flows were calculated for each land use area using the statistics in Table 1 and average flow factors in Table 2 and were loaded to the appropriate manhole in the model. If flow from a particular parcel/land use enters the system via a lateral between manholes its flow is loaded to the next upstream manhole. Consistent with previous sewer modeling practices, the model generates peak flows using two diurnal curves, residential and nonresidential. The major venues including Honda Center, Meadow Amphitheatre, Concert Hall, and Bowling Club Concert were peaked over four hours from either 1:00 to 5:00 PM or 7:00 to 11:00 PM to simulate afternoon or evening events and worst-case flow (highest) was utilized for evaluating system capacity.

Current City design criteria was used when determining the pipe diameter sizes and flagging pipe segments as deficient. For peak dry weather flow conditions, the maximum depth-to-diameter (d/D) ratio for an existing 8-inch line is 0.67 and pipes 12-inch and larger has a maximum d/D of

0.75. For recommended improvement pipes, the maximum d/D for an 8-inch line is 0.50 and pipes 12-inch and larger is 0.60.

The model output data discharging to the OC San trunk sewer system is summarized by phase in Table 3. The net additional flow added into the OC San system from Katella Avenue and Douglass Road north and south of Katella Avenue is broken down at the bottom of the table. The footnotes indicate the direction of flow for each phase. For the buildout scenario, the reverse sewer in Sanderson Avenue discussed below diverts the existing flow from Douglass Road to the 2 ocVIBE Platinum Triangle Sewer Study

Page 3 of 4 ends

May 23, 2022
2ANA015033
new sewer in River Road when the Ball Road Basin Project is built. This sewer study has output data for ocVBE flows and also includes capacity in the proposed River Road sewer for existing and reasonably anticipated proposed development from the upstream tributary area. Option 2C with both the reverse sewer in the tributary area to the north of the Project boundary and the Stanley Cup Way flow diversion at Douglass was selected as the recommended ultimate condition with output data on Table 4. The five different phases plus Ball Road Basin site are shown on Figure 3 with updated gross square footage from the 3rd Entitlement Submittal (March 4, 2022). The initial sewer study used the 2nd Entitlement Submittal (May 18, 2021) gross square footage data to calculate flows. The figures and tables from the initial study can be found in Appendix A and are discussed below, with all figures and tables starting with the letter A.

As discussed below, various alternatives or options for sewering the Project were analyzed. First, to determine the impact of the proposed Project alone on the existing collection system, Option 1, which is the ocVBE Platinum Triangle area only plus the existing tributary system flows was analyzed. This option is illustrated on Figure A3 and the results are shown on Table A3, with two reaches of the existing 10-inch diameter Douglass Road (west line) totaling 951 feet in length showing depth-to-Diameter (d/D) ratios at peak flow being 1.00 and one reach in the existing 8-inch Douglass Road (east line) showing a d/D of 0.69. The peak capacity d/D in the east line is higher than the 0.50 criteria for new sewer construction and also higher than the requirement for replacement of 0.67, so is considered capacity deficient. One reason for this deficiency is that Area 31 and 37 are loaded to the line serving the Honda Center for Option 1 only and as will be shown later, these areas can sewer in another direction saving the capacity of this line for the Honda Center. And the 951 feet of the west Douglass Road line would need to be replaced with a larger line. The main purpose of analyzing this alternative was to determine if the existing system could handle proposed flows and the answer is clearly no. Not only would these sections of Douglass Road be overcapacity, City staff has indicated they do not desire to have public sewers in easements on private property and this particular stretch of Douglass Road (between Katella and Stanley Cup Way) is proposed to be vacated as a public roadway and become a pedestrian only Paseo through the Project. Due to this constraint, two alternatives to reduce sewer flow to Douglass Road south of Stanley Cup Way were analyzed.

The first alternative would re-route upstream flows to a different sewer alignment in an existing and proposed new roadway, Phoenix Club Drive and River Road, respectively. This alternative, Option 2A is illustrated on Figure A4 and would involve abandoning an existing sewer downstream of MH SW126301 that currently flows southerly through a parking lot, an equestfian compound, under the railroad tracks and down Douglass Road to MH SW126307.

Then the sewer flow from proposed MI-1 5W126314 would be reversed in direction and run in the parking lot toward Sanderson Avenue and in Sanderson Avenue to Phoenix Club Drive.

From that point it would run southerly down Phoenix Club Drive, across the railroad tracks and then down the proposed River Road to Katella Avenue. At Katella Avenue it would run westerly about 200 feet and then cross to the southerly side of Katella and connect to the existing OC San trunk sewer at MH 0T127305. This connection detail to the OC San manhole with invert elevations is shown in Appendix A. The model flow output for Option 2A is shown on Table A4 with proposed pipeline segments shown in italic font. While this alternative diverts much of the flow away from Douglass Road, the last two reaches of the west line have peak d/Ds of 0.53 and 3 ocVIBE Platinum Triangle Sewer Study

Page 4 of 4 ends

May 23, 2022
2ANA015033

0.69, which are borderline and just over the replacement criteria as far as capacity is concerned, respectively.

Another option to relieve flow in the sewer in the portion of Douglass Road south of Stanley Cup Way is Option 2B illustrated on Figure A5 with model output results on Table A5. Option 2B would divert flow at Douglass Road easterly in Stanley Cup Way to River Road. From that point the sewer system downstream would follow the same alignment as Option 2A. Option 28 in Figure A5 is depicted without the reverse sewer in the area north of the railroad tracks, but it could be constructed with or without the reverse sewer. The only appreciable difference is that without the reverse sewer (Option 2B) two reaches of the River Road sewer just north of Stanley Cup Way have peak d/Ds of 0.54, which are borderline conditions, and if this alternative is pursued the slopes of those reaches should be steepened slightly or diameters increased from 12- inch to 15-inch.

It should be noted that for proposed new sewers, 10-inch diameter sewers are not considered so if a proposed 8" line had a d/D ratio above 0.50, a 12-inch line was recommended. Additionally, the designation of existing and proposed sewer lines as being private or public is subject to review and approval by the City and the graphics herein are only preliminary as to their final designation.

It should also be noted that Area 3E near Katella and the Paseo was loaded to the Douglass Road, or Paseo, westerly line in all cases because there is more capacity in that 10-inch line than the closer, easterly 8-inch line. The easterly line appears to be deep enough that sewer laterals from 3E can go over it and still get into the westerly line. However, if Area 3E needs to sewer to the easterly line, we would recommend that flow monitoring be conducted on that line during a peak capacity event at the Honda Center as that easterly line is basically dedicated entirely to the Honda Center and since there have been no sewer spills to date it should continue to be adequate.

However, because the peak flows from those events are fairly unknown and could be approaching the capacity of the pipeline, it may not be a good idea to add significant flows without flow monitoring to confirm the current peak flows.

Conclusion
Option 2C was selected as the recommended ultimate condition to minimize flow through the existing Paseo sewers and eliminate potential borderline capacity conditions, which would be present in Option 1 and 2A. Option 1 was analyzed to show what the flows would be within the existing system utilizing existing sewer lines as much as possible. However, the City does not want to maintain public sewers in an easement under the proposed Paseo so Option 2A and 2B were analyzed showing alternatives for diverting sewage from the Paseo. Option 2C, which is a combination of Option 2A and 28 including the reverse sewer and Stanley Cup Way diversion was selected. This option includes capacity in the River Road sewer through the Project for existing and reasonably anticipated proposed development from the upstream tributary area.

Attachments: Figures 1 through 3 and Tables 1 and 3 through 4.

Appendix A — Option 1, 2A, and 2B (Figures and Tables start with the letter A) 4 Mt•
AVM 41.10 AB-MIS
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Table A3 - Option 1 ocl/i8E (Existing plus Project) Output Summary Sewer Reach Pipe ID'
Dia.
(in)
Length
(ft) Slope
Peak Build-Out
Flow
(gpm) c1/133
Sanderson Ave SW126212-SW126211 8 398 0.0036 4.6 0.09
Parking Lot
_
5W126211-SW126402 10 172 0.0036 55.0 0.22
SW126402-SW126401 10 103 0.0036 67.9 0.25
SW126401-SW126301 10 395 0.0036 73.5 0.26
SW126301-5W126302 10 161 0.0036 73.5 0.26
E asement
SW126302-5W126304 10 324 0.0036 73.5 0.26
SW126304-SW126303 10 154 0.0036 73.5 0.26
RR Xing SW126303-5W126305 10 61 0.0036 73.5 0.26
Douglass/Cerritos 5W126305-5W126307 _ 10 373 0.0024 73.5 0.28 Stanley Cup
Way
5W127117-5W127118 12 215 0.0050 449.9 0.48
5W127113-5W127105 12 200 0.0050 471.7 0.49
Douglass Road
(West Line)
SW126307-SW127102 10 350 0.0024 150.6 0.42
SW127102-5W127104 10 361 0.0024 150.6 0.42
5W127104-5W127105 10 56 0.0024 150.6 0.42
SW127105-SW127108 10 450 0.0050 758.2 1.00
SW127108-SW127301 10 501 0.0050 913.6 1.00
Douglass Road
(East Line)
5W127106-5W127109 8 81 0.0040 0.9 0.03
SW127109-SW127111 i 173 0.0040 19.4 0.17
SW127111-SW127311 a 76 0.0040 19.4 0.15
5W127311-5W127302 8 169 0,0040 227.2 0.69
SW127302-5W127301 8 84 0.0067 227.1 0.56
Douglass/Katel la 5W127301-0T127304 10 99 0.0510 1059.6 0.54 Katella Avenue 10T127305-0T127304 I 30 3521 0.00041 41.71 0.07 (1) Proposed pipelines are in green italic font
(2) Yellow highlight is the total outflow
(3) Red text shows over design criteria
Table A4 - Option 2A ocV !BE (Reverse Sewer) Output Summary Sewer Reach Pipe ID'
Dia.
(in)
Length
(ft) Slope
Peak Build-Out
Flowz
(gpm) cl/D3
Parking Lot
SW126314-5W126403 8 300 0.0036 0.0 0.00
SW126403-5W126404 8 104 0.0036 5.7 0.10
SW126404-SW126213 8 175 0.0036 13.4 0.15
Sanderson Avenue
5W126213-5W126214 8 200 0.0036 63.7 0.32
5W126214-SW126215 8 195 0.0036 63.7 0.32
5W126215-SW126216 8 256 0.0036 68.3 0.34
5W126216-5W126222 8 79 0.0036 68.3 0.34
Phoenix Club Drive
SW126222-SW126217 8 91 0.0024 68.2 0.39
SW126217-SW126405 8 300 0.0024 68.2 0.39
5W126405-SW126406 8 281 0.0024 68.2 0.39
5W126406-SW126407 8 168 0.0024 68.2 0.39
5W126407-5W126408 8 120 0.0024 68.2 0.39
River Rd/Cerritos 5W126408-5W126409 15 127 0.0024 184.4 0.27 River Road
5W126409-SW126410 15 289 0.0024 288.7 0.35
5W126410-SW127207 15 180 0.0024 288.6 0.35
SW127207-5W127208 15 105 0.0024 288.6 0.35
SW127208-5W127209 15 223 0.0024 416.8 0.42
SW127209-5W127210 15 300 0.0024 416.8 0.42
SW127210-5W127211 15 300 0.0024 416.7 0.42
SW127211-SW127212 15 300 0,0024 416.7 0.42
5W127212-5W127408 15 230 0.0024 426.5 0.43
5W127408-5W127409 15 215 0.0024 507.8 0.47
River Rci/Katella SW127409-5141127312 15 211 0.0002 516.5 0.48 Kate:ia Avenue
1 SW127312 -01127305 30 46 0.0200 516.5 0.10
01127305-01127304 30 352 0.0004 516.2 0.23
Douglass Road
(West Line)
SW126307-SW127102 10 350 0.0024 78.8 0.30
SW127102-SW127104 10 361 0.0024 78.8 0.30
SW127104-SW127105 10 56 0.0024 78.8 0.30
SW127105-5W127108 10 450 0.0050 335.7 0.53
5W127108-5W127301 10 501 0.0050 490.8 0.69
Douglass Road
(East Line)
SW127106-SW127109 8 81 0.0040 0.9 0.04
SW127109-SW127111 8 173 0.0040 19.4 0.18
SW127111-5W127311 8 76 0.0040 19.4 0.17
SW127311-5W127302 8 169 0.0040 143.6 0.49
5W127302-SW127301 8 84 0.0067 143.6 0.43
Douglass/Katella SW127301-01127304 10 99 0.0510 577.2 0.38 (1) Proposed pipelines are in green italic font
(2) Yellow highlight is the total outflow
(3) Red text shows over design criteria
Table A5 - Option 2B ocVlBE (Stanley Cup Way) Output Summary Sewer Reach Pipe ID'
Dia.
(in)
Length
(ft) Slope
Peak Build-Out
Flow2
(gpm) d D
,
Sanderson Ave SW126212-5W126211 8 398 0.0036 4.6 0.11
P arking Lot
SW126211-5W126402 10, 172 0.0036 55.0 0.22
SW126402-SW126401 10 103 0.0036 62.5 0.23
SW126401-5W126301 10 395 0.0036 68.2 0.25
SW126301-SW126302 10 161 0.0036 68.2 0.25
E asement
5W126302-5W126304 10 324 0.0036 68.2 0.25
SW126304-5W126303 10 154 0.0036 68.2 0.25
RR Xing SW126303-SW126305 10 61 0.0036 68.2 0.25
Douglass/Cerritos SW126305-5W126307 10 373 0.0024 68.2 0.27 Douglass Road
(West Line)
5W126307-SW127102 10 350 0.0024 145.2 0.41
SW127102-SW127104 10 361 0.0024 145.2 0.41
SW127104-5W127105 10 56 0.0024 145.2 0.41
5W127105-5W127108 10 450 0.0050 0.0 0.00
5W127108-5W127301 10 501 0.0050 155.9 0.27
Douglass Road
(East Line)
SW127106-SW127109 8 81 0.0040 0.9 0.04
SW127109-SW127111 8 173 0.0040 19.4 0.18
SW127111-5W127311 8 76 0.0040 19.4 0.17
SW127311-5W127302 8 169 0.0040 143.6 0.49
SW127302-SW127301 8 84 0.0067 143.6 0.43
DouglassiKatella SW127301-01127304 10 99 0,0510 274,4 0.26 Stanley Cup Way
51/V127105-5W127118 12 200 0.0078 281.2 0.38
51N127118-5W127117 12 215 0.0078 303.1 0.39
SW127117-SW127218 12 250 0.0078 399.6 0.46
SW127218-SW127219 12 159 0.0078 399.6 0.46
SW127219-51N127210 12 152 0.0078 399.6 0.46
River Rd/Cerritos SW126408-51N126409 12 127 0.0020 118.5 0.30 River Road
SW126409-5W126410 12 289 0.0020 222.8 0.41
5W126410-5W127207 12 180 0.0020 222.7 0.41
5IN127207-51N127208 12 34 0.0020 222.7 0.42
SW127208-SW127209 12 223 0.0020 351.6 0.54
5W127209-SW127210 12 300 0.0020 351.5 0.54
5W127210-5W127211 15 300 0.0020 750.8 0.60
SW127211-51N127212 15 300 0.0020 750.8 0.60
5W127212-514/127408 15 230 0.0020 760.5 0.60
5W127408-SW127409 15 215 0.0020 841.7 0.64
Katelia Avenue
SW127409-5W127312 15 211 0.0020 845.1 0.65
5W127312-0T127305 30 46 0.0020 845.0 0.13
01127305-01127304 30 352 0.0004 845_0 0.29
(1) Proposed pipelines are in green italic font
(2) Yellow highlight is the total outflow
Thispageintentionally leftblank.

AppendixK.SharedParkingAnalysisUpdate
Thispageintentionally leftblank.

Pirzadeh
a ASSOCIATES, INC.
30 Executive Park
Suite 270
Irvine, CA 92614-4726
g: (949) 851-1367
f: (949) 851-5179
www.pirzadeh.com

MEMORANDUM
To: Jason Knudson, ocV!BE
From: Pete Pirzadeh
Date: June 17, 2024
Subject: Shared Parking Analysis Update — Market Hall Banquet Facility Attached for your use and in support of the proposed Master Site Plan Amendment, are the updated tables to the approved ocVIBE Shared Parking Analysis. These tables reflect the reductio of a total of 7,892 square feet of restaurant and outdoor dining area, and the addition of 9,903 square feet of banquet facility. Specifically, Table 1 reflects the latest parking supply, Table 2 shows the City of Anaheim Code required parking, Table 3 shows the Shared Paring Model Adjustments, Table 4 provides the Mode Split Adjustments and Table 5 shows the Peak Month Shared Parking Demand during events scenario. As indicated in Table 5, the shared parking demand continues to be lower than the parking supply. It should be noted that consistent with the prior approvals, the parking supply remains lower than the code required parking.

Please call with any questions regarding the updated analysis.

Attachments
PM 19903(4)-ocVIBEPhasellFeasibilityParking-06172024-J1Enudson-ParkingUpadate-mem.pkp Distribution.- Christine Saunders, CSA
Project Management Transportatio. n Planning & Engineering Government Liaison

TABLE 'I

PROPOSED PROJECT PARKING SUPPLY
Parking Location Stalls
Shared Parking Supply
Parking Deck A [a] 1,371
Parking Deck B 2,968
Parking Deck C 1,566
Parking Deck D 1,791
Employee Parking (north of Cerritos Avenue) 690
Employee Parking (0CFCD) 175
Total Shared Parking Supply 8,561
Other Parking [b]
Meadow Hotel [c] 208
Arena Hotel [c] 288
Residential 3,376
Lot B 221
Wellness Park 18
Security Hub 3
Total Other Parking 4,114
[d] Total Project Parking Supply 12,676
Notes:
[a) Includes priority parking for ARTIC as described in Chapter 3. [b] The number of dedicated spaces for hotel and residential uses would be adjusted to match requirements for each use upon development of the final Project plan and unit mix based on Anaheim Municipal Code Sections 18.42.030 and 18.42.040. fc] The Project includes a request to amend Anaheim Municipal Code Section 18.62.040, Administrative Adjustments, to read: ''A deviation of up to 50% for a hotel or motel within the Disneyland Resort Specific Plan No. 92-1 (SP 92-1) Zone, the Anaheim Resort Specific Plan No. 92-2 (SP 92-2) Zone, and the Hotel Circle Specific Plan No. 93-1 {SP 93-1), and the Arena and Transit Districts of the Platinum Triangle Master Land Use Plan that incorporates dedicated parking and loadingfor Transportation Network Company vehicles," [d] The number of parking spaces provided may change depending on final design and configuration of parking areas and final parking requirements.

TABLE 2

ANAHEIM MUNICIPAL CODE PARKING REQUIREMENT
Project Land Use Parking Municipal Code Parking RatioProject Land Use Requirement Commercial andOffice UsesSubject toShared Parking
Total Commercial, Office, andInstitutional Requirement 11,364 - 12,278 Uses with Dedicated Parking Supplies
Total Requirement forDedicated Parking Supplies 4,020 - 4,474 Overall Total Requirement15, 584 - 16,752
TABLE 3

SHARED PARKING MODEL ADJUSTMENTS
Project Land Use Shared Parking Model
Land Use
Land Use
Unit
Modifications from Default Factors
Base
Parking
Demand
Ratio
Seasonal
Variation
Time-of-Day
Factors
Entertainment and Event Space
[al
._
Honda Center Arena seats yes yes
[a]
Concert Hall Live Theater seats
Banquet Hall Live Theater seats
Bowling Alley (Ventre) Live Theater seats
Clubs Adult Active
Entertainment
seats
PA
yes
ibl
Retail and Restaurant
Plaza Retail and Honda Retail Retail < 400 ksf ef yes
[c]
yes
toll
Family Restaurant Family Restaurant sf
Market Hall Fast Casual/Fast Food/
Food Court,Food Halls 8f
Office
Small Office Office < 25 ksf sf
General and Creative Office Office 100 to 500 ksf sf Yes [el
Signature Office and ACC Office > 500 ksf sf
144:
sf m• square feet; ksf -7- 1,000 square feet: Land uses and default factors from the Shared Parking Model produced by the Urban Land Institute, the International Council of Shopping Centers, and the National Parking Association.

Iai The default Arena seasonal and time-of-day factors were adjusted upward to more closely reflect the usage of the Honda Center. [b] The shared parking model defines Adult Active Entertainment in square feet. The base parking ratio was adjusted based on seats.

The default Retail seasonal factor was adiusted to reduce the difference in parking demand between December and the other months of the year. While The Project retail is expected to experience greater patronage during the holiday seasons, it is expected to primarily be non-traditional showroom retail which would experience a lesser holiday fluctuation compared to a typical shopping center.

Id] The default Retail time-of-day factors were adjusted to reduce patronage during the morning hours, when the Project is expected to be lightly attended.
[a] The default Office 100 to 500 ksf base parking ratios were adjusted downward to more closely match the Office > 500 ksf rate applied to the Signature Office and ACC.

TABLE 4

MODE SPLIT ADJUSTMENTS
Project Land Use Daytime Evening
Honda Center Visitors [a] 75% 70%
Other Entertainment and
Event Space Visitors 95% 80%
Retail and Restaurant Visitors 90% 85%
Office Employees and Visitors 85% 85%
Other Employees 85% 85%
Notes:

Mode split percentages shown represent the percentage of patrons arriving by personal automobile. For example. a 90% mode split adjusts the peak parking demand to 90% of the base parking demand, before accounting for other demand adjustment factors.
[a] Currently the Honda Center experiences up to '15% of patrons arriving/departing via rideshare with no particular support, provision, or encouragement by the venue. The Project would provide a dedicated rideshare lane adjacent to Parking Deck B and promotional programs to encourage rideshare use. It would also construct a pedestrian overpass over Katella Avenue, providing a much stronger link to ARTIC. Therefore, the share of personal automobile trips is anticipated to decrease compared to existing conditions.

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Anaheim City CouncilOctober 29, 2024

Anaheim City Council
October 29, 2024