Anaheim City Council
February 24, 2026

most stringent federal or state AAQS and are shown in Table 6, South Coast AQMD Localized Significance Thresholds.

Table 6 South Coast AQMD Localized Significance Thresholds Air Pollutant (Relevant AAQS) Concentration
1-Hour CO Standard (CAAQS) 20 ppm
8-Hour CO Standard (CAAQS) 9.0 ppm
1-Hour NO2 Standard (CAAQS) 0.18 ppm
Annual NO2 Standard (CAAQS) 0.03 ppm
24-Hour PM10 Standard – Construction (South Coast AQMD)1 10.4 µg/m3 24-Hour PM2.5 Standard – Construction (South Coast AQMD)1 10.4 µg/m3 24-Hour PM10 Standard – Operation (South Coast AQMD)1 2.5 µg/m3 24-Hour PM2.5 Standard – Operation (South Coast AQMD)1 2.5 µg/m3 Source: South Coast AQMD 2023a.
ppm – parts per million; µg/m3 – micrograms per cubic meter 1 Threshold is based on South Coast AQMD Rule 403. Since the SoCAB is in nonattainment for PM10 and PM2.5, the threshold is established as an allowable change in concentration. Therefore, background concentration is irrelevant.

To assist lead agencies, South Coast AQMD developed screening -level LSTs to back- calculate the mass amount (lbs. per day) of emissions generated onsite that would trigger the levels shown in Table 5 for projects under 5 -acres. These “screening -level” LSTs tables are the localized significance thresholds for all projects of five acres and less; however, it can be used as screening criteria for larger projects to determine whether or not dispersion modeling may be required to compare concentrations of air pollutants generated by the project to the localized concentrations shown in Table 5.

The proposed modifications have already been developed and building footprint remained unchanged .

Therefore, the proposed project does not involve any construction, grading, excavation, or ground -disturbing activities that would result in localized air quality impacts.

HEALTH RISK
Whenever a project would require use of chemical compounds that have been identified in South Coast AQMD Rule 1401, placed on CARB’s air toxics list pursuant to AB 1807, or placed on the EPA’s National Emissions Standards for Hazardous Air Pollutants, a health risk assessment is required by the South Coast AQMD. Table 7, South Coast AQMD Toxic Air Contaminants Incremental Risk Thresholds, lists the TAC incremental risk thresholds for operation of a project. The type of land uses that typically generate substantial quantities of criteria air pollutants and TACs from operations include industrial (stationary sources) and warehousing (truck idling) land uses (CARB 2005). As park and recreational uses do not use substantial quantities of TACs, these thresholds are typically applied to new industrial projects only.

Additionally, the purpose of this environmental evaluation is to identify the significant effects of the proposed project on the environment, not the significant effects of the environment on the proposed project (California Building Industry Association v. Bay Area Air Quality Management District (2015) 62 Cal.4th 369 (Case No. S213478)).

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Table 7 South Coast AQMD Toxic Air Contaminants Incremental Risk Thresholds Maximum Incremental Cancer Risk ≥ 10 in 1 million
Hazard Index (project increment) ≥ 1.0
Cancer Burden in areas ≥ 1 in 1 million > 0.5 excess cancer cases Source: South Coast AQMD 2023a.

Draft Operational Cumulative Health Risk Thresholds
South Coast AQMD initiated a Working Group to identify cumulative health risk thresholds for development projects in order to address community concerns of health risk impacts of new projects being developed in areas where there is a higher pollution burden. The cumulative health risk threshold methodology first utilizes a screening approach to identify whether projects can qualitatively address cumulative health risk or quantitatively address health risk:
 Low Cancer Risk Project Types: Residential, commercial, recreational, educational, and retail.  Medium Cancer Risk Project Types : Truck yards, gas stations, small industrial projects, and linear projects.
 High Cancer Risk Project Types . Industrial, major transportation projects (airports, port, railyard, bus/train station), and major planning projects.

For projects with low and medium cancer risks, like the proposed project, a quantitative analysis is not warranted. On the other hand, for projects that result in potentially high cancer risk impacts, a quantitative is recommended. Additionally, the project-level health risk threshold of 10 in a million is adjusted based on the underlying health risk of the zip code the project is within based on South Coast AQMD’s MATES V mapping. MATES V is utilized. MATES V identifies a gradient of the effects of air pollution on cancer risk in the South Coast AQMD Region, which is then used to adjust the project -level cancer risk levels as shown in Table 8, MATES V Adjusted Cumulative Significant Cancer Risk Thresholds.

Table 8 MATES V Adjusted Cumulative Significant Cancer Risk Thresholds Threshold Increment MATES V Cancer Risk Adjusted Cumulative Cancer Risk Threshold A Most Stringent ≥ 1 in 1 million
B >90th Percentile ≥ 3 in 1 million
C 90th Percentile to 50th Percentile ≥ 5 in 1 million
D 50th Percentile to 30th Percentile ≥ 7 in 1 million
E < 30th Percentile ≥ 10 in 1 million
Source: South Coast AQMD 2023b.

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South Coast AQMD has also identified that the thresholds in Table 8 should be adjusted if any of the following criteria apply:
 Criteria #1 – Post-2018 High Volume Diesel-Fueled Mobile Sources . If there are post- 2018 high volume highways or railroad mainlines, then increase the threshold increment by 1 (e.g., from step “D” to “C”).
 Criteria #2 – Post-2018 Projects with High Volume Diesel Fueled Trucks . Post-2018 projects are not accounted for in MATES V . Therefore, if new warehousing projects along the truck route have been constructed, then increase the threshold increment by 1 (e.g., from D to C).  Criteria #3 – Sensitive Receptor Population . If the project site is within an AB 617 community or within the 80th percentile of CES 4.0, then increase the threshold increment by 1(e.g., from D to C).

As mentioned previously, this type of project would be considered low to medium cancer risks; thus, an operational cancer risk analysis for the proposed project would not be warranted.

GREENHOUSE GAS EMISSIONS
Scientists have concluded that human activities are contributing to global climate change by adding large amounts of heat- trapping gases, known as GHG, to the atmosphere. Climate change is the variation of Earth’s climate over time, whether due to natural variability or as a result of human activities. The primary source of these GHG is fossil fuel use. The Intergovernmental Panel on Climate Change (IPCC) has identified four major GHG —water vapor,
10 carbon (CO 2), methane (CH 4), and ozone (O 3)—that are the likely cause of an increase in global average temperatures observed within the 20th and 21st centuries. Other GHG identified by the IPCC that contribute to global warming to a lesser extent include nitrous oxide (N 2O),
sulfur hexafluoride (SF 6), hydrofluorocarbons, perfluorocarbons, and chlorofluorocarbons (IPCC 2001). 11 The major GHG are briefly described below.
 Carbon dioxide (CO 2) enters the atmosphere through the burning of fossil fuels (oil, natural gas, and coal), solid waste, trees and wood products, and respiration, and also as a result of other chemical reactions (e.g. manufacture of cement). Carbon dioxide is removed from the atmosphere (sequestered) when it is absorbed by plants as part of the biological carbon cycle.

10 Water vapor (H2O) is the strongest GHG and the most variable in its phases (vapor, cloud droplets, ice crystals). However, water vapor is not considered a pollutant, but part of the feedback loop rather than a primary cause of change. 11 Black carbon contributes to climate change both directly, by absorbing sunlight, and indirectly, by depositing on snow (making it melt faster) and by interacting with clouds and affecting cloud formation. Black carbon is the most strongly light-absorbing component of particulate matter (PM) emitted from burning fuels such as coal, diesel, and biomass. Reducing black carbon emissions globally can have immediate economic, climate, and public health benefits. California has been an international leader in reducing emissions of black carbon, with close to 95 percent control expected by 2020 due to existing programs that target reducing PM from diesel engines and burning activities (CARB 2017). However, state and national GHG inventories do not yet include black carbon due to ongoing work resolving the precise global warming potential of black carbon. Guidance for CEQA documents does not yet include black carbon.

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 Methane (CH4) is emitted during the production and transport of coal, natural gas, and oil. Methane emissions also result from livestock and other agricultural practices and from the decay of organic waste in municipal landfills and water treatment facilities.
 Nitrous oxide (N2O) is emitted during agricultural and industrial activities as well as during combustion of fossil fuels and solid waste.
 Fluorinated gases are synthetic, strong GHGs that are emitted from a variety of industrial processes.

Fluorinated gases are sometimes used as substitutes for ozone- depleting substances. These gases are typically emitted in smaller quantities, but because they are potent GHGs, they are sometimes referred to as high global-warming-potential (GWP) gases.
• Chlorofluorocarbons (CFCs ) are GHGs covered under the 1987 Montreal Protocol and used for refrigeration, air conditioning, packaging, insulation, solvents, or aerosol propellants. Since they are not destroyed in the lower atmosphere (troposphere, stratosphere), CFCs drift into the upper atmosphere where, given suitable conditions, they break down ozone. These gases are also ozone - depleting gases and are therefore being replaced by other compounds that are GHGs covered under the Kyoto Protocol.
• Perfluorocarbons (PFCs) are a group of human-made chemicals composed of carbon and fluorine only. These chemicals (predominantly perfluoromethane [CF 4] and perfluoroethane [C 2F6]) were introduced as alternatives, along with HFCs, to the ozone-depleting substances. In addition, PFCs are emitted as by-products of industrial processes and are used in manufacturing. PFCs do not harm the stratospheric ozone layer, but they have a high global warming potential. • Sulfur Hexafluoride (SF 6) is a colorless gas soluble in alcohol and ether, slightly soluble in water.

SF6 is a strong GHG used primarily in electrical transmission and distribution systems as an insulator. • Hydrochlorofluorocarbons (HCFCs) contain hydrogen, fluorine, chlorine, and carbon atoms.

Although ozone- depleting substances, they are less potent at destroying stratospheric ozone than CFCs. They have been introduced as temporary replacements for CFCs and are also GHGs. • Hydrofluorocarbons (HFCs) contain only hydrogen, fluorine, and carbon atoms. They were introduced as alternatives to ozone- depleting substances to serve many industrial, commercial, and personal needs. HFCs are emitted as by- products of industrial processes and are also used in manufacturing. They do not significantly deplete the stratospheric ozone layer, but they are strong GHGs (IPCC 2001; US EPA 2025b).

GHGs are dependent on the lifetime or persistence of the gas molecule in the atmosphere. Some GHGs have stronger greenhouse effect s than others. These are referred to as high GWP gases. The GWP of GHG emissions are shown in Table 9, GHG Emissions and Their Relative Global Warming Potential Compared to CO

2. The
GWP is used to convert GHGs to CO 2-equivalence (CO 2e) to show the relative potential that different GHGs have to retain infrared radiation in the atmosphere and contribute to the greenhouse effect. For A-22

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example, under IPCC’s Fifth Assessment Report (AR5) GWP values for CH4, a project that generates 10 MT of CH4 would be equivalent to 280 MT of CO2.12
Table 9 GHG Emissions and Their Relative Global Warming Potential Compared to CO2 GHGs
Fourth Assessment Report (AR4)
Global Warming
Potential Relative to CO21
Fifth Assessment Report (AR5)
Global Warming
Potential Relative to CO21
Sixth Assessment Report (AR6)
Global Warming
Potential Relative to CO21
Carbon Dioxide (CO2) 1 1 1
Methane2 (CH4) 25 28 30
Nitrous Oxide (N2O) 298 265 273
Source: IPCC 2007, 2013, and 2023.

Notes: The IPCC published updated GWP values in its Sixth Assessment Report (AR6) that reflect latest information on atmospheric lifetimes of GHGs and an improved calculation of the radiative forcing of CO2. However, GWP values identified in AR5 are used by the 2022 Scoping Plan for long-term emissions forecasting. 1 Based on 100-year time horizon of the GWP of the air pollutant compared to CO2. 2 The methane GWP includes direct effects and indirect effects due to the production of tropospheric ozone and stratospheric water vapor. The indirect effect due to the production of CO2 is not included.

GHG Regulatory Setting

REGULATION OF GHG EMISSIONS ON A NATIONAL LEVEL
The US Environmental Protection Agency (EPA) announced on December 7, 2009, that GHG emissions threaten the public health and welfare of the American people and that GHG emissions from on- road vehicles contribute to that threat. The EPA’s final findings respond to the 2007 U.S. Supreme Court decision that GHG emissions fit within the Clean Air Act definition of air pollutants. The findings do not in and of themselves impose any emission reduction requirements but allow the EPA to finalize the GHG standards proposed in 2009 for new light -duty vehicles as part of the joint rulemaking with the Department of Transportation (US EPA 2009).

To regulate GHGs from passenger vehicles, EPA was required to issue an endangerment finding. The finding identifies emissions of six key GHGs— CO
2, CH4, N2O, hydrofluorocarbons, perfluorocarbons, and SF 6— that have been the subject of scrutiny and intense analysis for decades by scientists in the United States and around the world. The first three are applicable to the project’s GHG emissions inventory because they constitute the majority of GHG emissions and, per South Coast AQMD guidance, are the GHG emissions that should be evaluated as part of a project’s GHG emissions inventory.

US Mandatory Report Rule for GHGs (2009)
In response to the endangerment finding, the EPA issued the Mandatory Reporting of GHG Rule that requires substantial emitters of GHG emissions (large stationary sources, etc.) to report GHG emissions data.

Facilities that emit 25,000 MT or more of CO
2 per year are required to submit an annual report.

12 The global warming potential of a GHG is dependent on the lifetime, or persistence, of the gas molecule in the atmosphere.

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Update to Corporate Average Fuel Economy Standards (2021 to 2026) The federal government issued new Corporate Average Fuel Economy (CAFE) standards in 2012 for model years 2017 to 2025, which required a fleet average of 54.5 miles per gallon in 2025. On March 30, 2020, the EPA finalized an updated CAFE and GHG emissions standards for passenger cars and light trucks and established new standards covering model years 2021 through 2026, known as the Safer Affordable Fuel Efficient (SAFE) Vehicles Final Rule for Model Years 2021 to 2026. Under SAFE, the fuel economy standards will increase 1.5 percent per year compared to the 5 percent per year under the CAFE standards established in 2012. Overall, SAFE requires a fleet average of 40.4 MPG for model year 2026 vehicles (85 Federal Register 24174 (April 30, 2020)).

On December 21, 2021, under direction of Executive Order (EO) 13990 issued by President Biden, the National Highway Traffic Safety Administration repealed Safer Affordable Fuel Efficient Vehicles Rule Part One, which had preempted state and local laws related to fuel economy standards. In addition, on March 31, 2022, the National Highway Traffic Safety Administration finalized new fuel standards in response to EO 13990. Fuel efficiency under the standards proposed will increase 8 percent annually for model years 2024 to 2025 and 10 percent annual for model year 2026. Overall, the new CAFE standards require a fleet average of 49 MPG for passenger vehicles and light trucks for model year 2026, which would be a 10 MPG increase relative to model year 2021 (NHTSA 2022).

On June 7, 2024, NHTSA announced final CAFE standards for passenger cars and light trucks built in model years 2027-2031 and final fuel efficiency standards for heavy-duty pickup trucks and vans built in model years 2030-2035. T he final rules establish standards that would require an industry fleet -wide average of approximately 50.4 mpg for passenger cars and light trucks in model year 2031, by increasing fuel economy by 2 percent year over year for passenger cars (model years 2027- 2031) and for light truck s (model years 2029-2031). For heavy-duty pickup trucks and vans, the final rule would increase fuel efficiency at a rate of 10 percent per year (model years 2030-2032) and 8 percent per year (model years 2033-2035) (NHTSA 2024).

EPA Regulation of Stationary Sources under the Clean Air Act (Ongoing) Pursuant to its authority under the Clean Air Act, the EPA has developed regulations for new, large, stationary sources of emissions, such as power plants and refineries. Under former President Obama’s 2013 Climate Action Plan, the EPA was directed to develop regulations for existing stationary sources as well. On June 19, 2019, the EPA issued the final Affordable Clean Energy (ACE) rule, which became effective on August 19, 2019. The ACE rule was crafted under the direction of President Trump’s Energy Inde pendence EO. It officially rescinded the Clean Power Plan rule issued during the Obama Administration and set emissions guidelines for states in developing plans to limit CO 2 emissions from coal-fired power plants. The
Affordable Clean Energy rule was vacated by the United States Court of Appeals for the District of Columbia Circuit on January 19, 2021. The Biden Administration is assessing options on potential future regulations.

REGULATION OF GHG EMISSIONS ON A STATE LEVEL
Current State of California guidance and goals for reductions in GHG emissions are generally embodied in EO S-03-05 and EO B-30-15, EO B-55-18, Assembly Bill 32 (AB 32), Senate Bill 32 (SB 32), and SB 375.

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Executive Order S-3-05
Executive Order S -3-05, signed June 1, 2005. Executive Order S -3-05 set the following GHG reduction targets for the State:
 2000 levels by 2010
 1990 levels by 2020
 80 percent below 1990 levels by 2050
Assembly Bill 32, the Global Warming Solutions Act (2006) AB 32 was passed by the California state legislature on August 31, 2006, to place the state on a course toward reducing its contribution of GHG emissions. AB 32 follows the 2020 tier of emissions reduction targets established in EO S- 03-05. CARB prepared the 2008 Scoping Plan to outline a plan to achieve the GHG emissions reduction targets of AB 32.

Executive Order B-30-15
EO B-30-15, signed April 29, 2015, set a goal of reducing GHG emissions within the state to 40 percent of 1990 levels by year 2030. EO B -30-15 also directed CARB to update the Scoping Plan to quantify the 2030 GHG reduction goal for the state and requires state agencies to implement measures to meet the interim 2030 goal as well as the long -term goal for 2050 in EO S -03-05. It also requires the Natural Resources Agency to conduct triennial updates of the California adaption strategy, “Safeguarding California”, in order to ensure climate change is accounted for in state planning and investment decisions.

Senate Bill 32 and Assembly Bill 197
In September 2016, Governor Brown signed SB 32 and AB 197 into law, making the Executive Order goal for year 2030 into a statewide mandated legislative target. AB 197 established a joint legislative committee on climate change policies and requires the CARB to prioritize direction emissions reductions rather than the market-based cap-and-trade program for large stationary, mobile, and other sources.

Executive Order B-55-18
Executive Order B-55-18, signed September 10, 2018, set a goal “to achieve carbon neutrality as soon as possible, and no later than 2045, and achieve and maintain net negative emissions thereafter.” Executive Order B-55-18 directs CARB to work with relevant state agencies to ensure that future Scoping Plans identify and recommend measures to achieve the carbon neutrality goal. The goal of carbon neutrality by 2045 is in addition to other statewide goals, meaning that not only should emissions be reduced to 80 percent below 1990 levels by 2050, but that, by no later than 2045, the remaining emissions should be offset by equivalent net removals of CO2e from the atmosphere, including through sequestration in forests, soils, and other natural landscapes.

Assembly Bill 1279
AB 1279, signed by Governor Newsom in September 2022, codified the carbon neutrality targets of EO B - 55-18 for year 2045 and sets a new legislative target for year 2045 of 85 percent below 1990 levels for A-25

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anthropogenic GHG emissions. SB 1279 also requires CARB to update the Scoping Plan to address these new targets.
2022 Climate Change Scoping Plan
CARB adopted the 2022 Scoping Plan for Achieving Carbon Neutrality (2022 Scoping Plan) on December 15, 2022, which lays out a path to achieve carbon neutrality by 2045 or earlier and to reduce the State’s anthropogenic GHG emissions (CARB 2022). The Scoping Plan provides updates to the previously adopted 2017 Scoping Plan and addresses the carbon neutrality goals of EO B -55-18 (discussed below) and the ambitious GHG reduction target as directed by AB 1279. Previous Scoping Plans focused on specific GHG reduction targets for our industrial, energy, and transportation sectors—to meet 1990 levels by 2020, and then the more aggressive 40 percent below that for the 2030 target. The 2022 Scoping Plan updates the target of reducing anthropogenic emissions to 85 percent below 1990 levels by 2045. Carbon neutrality takes it one step further by expanding actions to capture and store carbon including through natural and working lands and mechanical technologies, while drastically reducing anthropogenic sources of carbon pollution at the same time.

The path forward was informed by the recent Sixth Assessment Report (AR6) of the IPCC and the measures would achieve 85 percent below 1990 levels by 2045 in accordance AB 1279. CARB’s 2022 Scoping Plan identifies strategies as shown in Table 10, Priority Strategies for Local Government Climate Action Plans , that would be most impactful at the local level for ensuring substantial process towards the State’s carbon neutrality goals.

Table 10 Priority Strategies for Local Government Climate Action Plans Priority Area Priority Strategies
Transportation Electrification
Convert local government fleets to zero-emission vehicles (ZEV) and provide EV charging at public sites.

Create a jurisdiction-specific ZEV ecosystem to support deployment of ZEVs statewide (such as building standards that exceed state building codes, permit streamlining, infrastructure siting, consumer education, preferential parking policies, and ZEV readiness plans).

VMT Reduction
Reduce or eliminate minimum parking standards.

Implement Complete Streets policies and investments, consistent with general plan circulation element requirements.

Increase access to public transit by increasing density of development near transit, improving transit service by increasing service frequency, creating bus priority lanes, reducing or eliminating fares, microtransit, etc.

Increase public access to clean mobility options by planning for and investing in electric shuttles, bike share, car share, and walking
Implement parking pricing or transportation demand management pricing strategies.

Amend zoning or development codes to enable mixed-use, walkable, transit-oriented, and compact infill development (such as increasing allowable density of the neighborhood).

Preserve natural and working lands by implementing land use policies that guide development toward infill areas and do not convert “greenfield” land to urban uses (e.g., green belts, strategic conservation easements)
Building Decarbonization
Adopt all-electric new construction reach codes for residential and commercial uses.

Adopt policies and incentive programs to implement energy efficiency retrofits for existing buildings, such as weatherization, lighting upgrades, and replacing energy-intensive appliances and equipment A-26

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Table 10 Priority Strategies for Local Government Climate Action Plans Priority Area Priority Strategies
with more efficient systems (such as Energy Star-rated equipment and equipment controllers).

Adopt policies and incentive programs to electrify all appliances and equipment in existing buildings such as appliance rebates, existing building reach codes, or time of sale electrification ordinances.

Facilitate deployment of renewable energy production and distribution and energy storage on privately owned land uses (e.g., permit streamlining, information sharing) .

Deploy renewable energy production and energy storage directly in new public projects and on existing public facilities (e.g., solar photovoltaic systems on rooftops of municipal buildings and on canopies in public parking lots, battery storage systems in municipal buildings) .

Source: CARB 2022.

Based on Appendix D of the 2022 CARB Climate Change Scoping Plan, for residential and mixed -use development projects, CARB recommends first demonstrating that these land use development projects are aligned with State climate goals based on the attributes of land use development that reduce operational GHG emissions while simultaneously advancing fair housing. Attributes that accommodate growth in a manner consistent with the GHG and equity goals of SB 32 have all the following attributes:
 Transportation Electrification
 Provide EV charging infrastructure that, at a minimum, meets the most ambitious voluntary standards in the California Green Building Standards Code at the time of project approval.  VMT Reduction
 Is located on infill sites that are surrounded by existing urban uses and reuses or redevelops previously undeveloped or underutilized land that is presently served by existing utilities and essential public services (e.g., transit, streets, water, sewer).  Does not result in the loss or conversion of the State’s natural and working lands;  Consists of transit -supportive densities (minimum of 20 residential dwelling units/acre), or is in proximity to existing transit stops (within a half mile), or satisfies more detailed and stringent criteria specified in the region’s Sustainable Communities Strategy (SCS);  Reduces parking requirements by:
- Eliminating parking requirements or including maximum allowable parking ratios (i.e., the ratio of parking spaces to residential units or square feet); or - Providing residential parking supply at a ratio of <1 parking space per dwelling unit; or - For multifamily residential development, requiring parking costs to be unbundled from costs to rent or own a residential unit.
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 Result in no net loss of existing affordable units.
 Building Decarbonization
 Use all electric appliances without any natural gas connections and does not use propane or other fossil fuels for space heating, water heating, or indoor cooking (CARB 2022).

If the first approach to demonstrating consistency is not applicable (such as in the case of this school modernization project), the second approach to project- level alignment with state climate goals is to achieve net zero GHG emissions. The third approach to demonstrating project- level alignment with state climate goals is to align with GHG thresholds of significance, which many local air quality management (AQMDs) and air pollution control districts (APCDs) have developed or adopted (CARB 2022).

Senate Bill 375
In 2008, SB 375, the Sustainable Communities and Climate Protection Act, was adopted to connect the GHG emissions reductions targets established in the 2008 Scoping Plan for the transportation sector to local land use decisions that affect travel behavior. Its intent is to reduce GHG emissions from light- duty trucks and automobiles (excludes emissions associated with goods movement) by aligning regional long -range transportation plans, investments, and housing allocations to local land use planning to reduc e VMT and vehicle trips. Specifically, SB 375 required CARB to establish GHG emissions reduction targets for each of the 18 metropolitan planning organizations (MPO). The SCAG is the MPO for the Southern California region, which includes the counties of Los Angeles, Orange, San Bernardino, Riverside, Ventura, and Imperial.

Pursuant to the recommendations of the Regional Transportation Advisory Committee, CARB adopted per capita reduction targets for each of the MPOs rather than a total magnitude reduction target. SCAG’s targets are an 8 percent per capita reduction from 2005 GHG emission levels by 2020 and a 13 percent per capita reduction from 2005 GHG emission levels by 2035 (CARB 2010). The 2020 targets are smaller than the 2035 targets because a significant portion of the built environment in 2020 is defined by decisions that have already been made. In general, the 2020 scenarios reflect that more time is needed for large land use and transportation infrastructure changes. Most of the reductions in the interim are anticipated to come from improving the efficiency of the region’s transportation network. The targets would result in 3 MMTCO 2e of
reductions by 2020 and 15 MMTCO 2e of reductions by 2035. Based on these reductions, the passenger vehicle target in CARB’s Scoping Plan (for AB 32) would be met (CARB 2010). 2017 Update to the SB 375 T argets
CARB is required to update the targets for the MPOs every eight years. CARB adopted revised SB 375 targets for the MPOs in March 2018. The updated targets became effective in October2018. All SCSs adopted after October 1, 2018, are subject to these new targets. CARB’s updated SB 375 targets for the SCAG region were an 8 percent per capita GHG reduction in 2020 from 2005 levels (unchanged from the 2010 target) and a 19 percent per capita GHG reduction in 2035 from 2005 levels (compared to the 2010 target of 13 percent) (CARB 2018).

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The targets consider the need to further reduce VMT, as identified in the 2017 Scoping Plan Update (for SB 32), while balancing the need for additional and more flexible revenue sources to incentivize positive planning and action toward sustainable communities. Like the 2010 targets, the updated SB 375 targets are in units of “percent per capita” reductions in GHG emissions from automobiles and light trucks relative to 2005; this excludes reductions anticipated from implementation of state technology and fuels strategies and any potential future state strategies, such as statewide road user pricing. The proposed targets call for greater per - capita GHG emission reductions from SB 375 than are currently in place, which for 2035 translate into proposed targets that either match or exceed the emission reduction levels in the MPOs’ currently adopted SCSs to achieve the SB 375 targets. CARB foresees that the additional GHG emissions reductions in 2035 may be achieved from land use changes, transportation investment, and technology strategies (CARB 2018).

SCAG’s Regional Transportation Plan / Sustainable Communities Strategy SB 375 requires each MPO to prepare a sustainable communities strategy in its regional transportation plan (RTP/SCS). For the SCAG region, the 2024 -2050 RTP/SCS, Connect SoCal, was adopted on April 4, 2024, and is an update to the 2020-2045 RTP/SCS. In general, the RTP/SCS outlines a development pattern for the region that, when integrated with the transportation network and other transportation measures and policies, would reduce VMT from automobiles and light duty trucks and thereby reduce GHG emissions from these sources.

Connect SoCal focuses on the continued efforts of the previous RTP/SCSs to integrate transportation and land use strategies in development of the SCAG region through the horizon year 2050 (SCAG 2024).

Connect SoCal forecasts that the SCAG region will meet its GHG per capita reduction targets of 8 percent by 2020 and 19 percent by 2035. It also forecasts that implementation of the plan will reduce VMT per capita in year 2050 by 6.3 percent compared to baseline conditions for that year. Connect SoCal includes a “Core Vision” that centers on maintaining and better managing the transportation network for moving people and goods, while expanding mobility choices by locating housing, jobs, and transit closer together; and increasing investments in transit and complete streets (SCAG 2024).

Transportation Sector Specific Regulations
Assembly Bill 1493
California vehicle GHG emission standards were enacted under AB 1493 (Pavley I). Pavley I is a clean -car standard that reduces GHG emissions from new passenger vehicles (light-duty auto to medium-duty vehicles) from 2009 through 2016 and is anticipated to reduce GHG emissions from new passenger vehicles by 30 percent in 2016. California implements the Pavley I standards through a waiver granted to California by the EPA. In 2012, the EPA issued a Final Rulemaking that sets even more stringent fuel economy and GHG emissions standards for model years 2017 through 2025 light -duty vehicles. (See also the discussion on the update to the Corporate Average Fuel Economy standards at the beginning of this Section 5.5.2 under “Federal.”) In January 2012, CARB approved the Advanced Clean Cars program (formerly known as Pavley II) for model years 2017 through 2025. The program combines the control of smog, soot, and GHGs with requirements for greater numbers of ZE vehicles into a single package of standards. Under California’s A-29

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Advanced Clean Car program, by 2025 new automobiles will emit 34 percent less GHG emissions and 75 percent less smog-forming emissions.

Executive Order S-01-07
On January 18, 2007, the state set a new LCFS for transportation fuels sold in the state. Executive Order S-01-07 sets a declining standard for GHG emissions measured in CO 2e gram per unit of fuel energy sold in California. The LCFS required a reduction of 2.5 percent in the carbon intensity of California’s transportation fuels by 2015 and a reduction of at least 10 percent by 2020. The standard applies to refiners, blenders, producers, and importers of transportation fuels, and uses market-based mechanisms to allow these providers to choose how they reduce emissions during the “fuel cycle” using the most economically feasible methods.

Executive Order B-16-2012
On March 23, 2012, the state identified that CARB, the California Energy Commission (CEC), the Public Utilities Commission, and other relevant agencies worked with the Plug -in Electric Vehicle Collaborative and the California Fuel Cell Partnership to establish benchmarks to accommodate ZE vehicles in major metropolitan areas, including infrastructure to support them (e.g., electric vehicle charging stations). The executive order also directed the number of ZE vehicles in California’s state vehicle fleet to increase through the normal course of fleet replacement so that at least 10 percent of fleet purchases of light-duty vehicles are ZE by 2015 and at least 25 percent by 2020. The executive order also establishes a target for the transportation sector of reducing GHG emissions to 80 percent below 1990 levels.

Executive Order N-79-20
On September 23, 2020, Governor Newsom signed Executive Order N-79-20, whose goal is that 100 percent of in-state sales of new passenger cars and trucks will be ZE by 2035. Additionally, the fleet goals for trucks are that 100 percent of drayage trucks are ZE by 2035, and 100 percent of medium - and heavy-duty vehicles in the state are ZE by 2045, where feasible. The Executive Order’s goal for the State is to transition to 100 percent ZE off-road vehicles and equipment by 2035, where feasible.

Renewables Portfolio: Carbon Neutrality Regulations
Senate Bills 1078, 107, and X1-2 and Executive Order S-14-08 A major component of California’s Renewable Energy Program is the renewables portfolio standard established under Senate Bills 1078 (Sher) and 107 (Simitian). Under the RPS, certain retail sellers of electricity were required to increase the amount of renewable energy each year by at least 1 percent in order to reach at least 20 percent by December 30, 2010. Executive Order S -14-08, signed in November 2008, expanded the state’s renewable energy standard to 33 percent renewable power by 2020. This standard w as adopted by the legislature in 2011 (SB X1 -2). Renewable sources of electricity include wind, small hydropower, solar, geothermal, biomass, and biogas. The increase in renewable sources for electricity production will decrease indirect GHG emissions from development projects because electricity production from renewable sources is generally considered carbon neutral.

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AIR QUALITY AND GREENHOUSE GAS BACKGROUND AND MODELING DATA

Senate Bill 350
Senate Bill 350 (de Leon) was signed into law September 2015 and establishes tiered increases to the RPS—40 percent by 2024, 45 percent by 2027, and 50 percent by 2030. SB 350 also set a new goal to double the energy-efficiency savings in electricity and natural gas through energy efficiency and conservation measures.

Senate Bill 100
On September 10, 2018, Governor Brown signed SB 100. Under SB 100, the RPS for public -owned facilities and retail sellers consist of 44 percent renewable energy by 2024, 52 percent by 2027, and 60 percent by 2030.

SB 100 also established a new RPS requirement of 50 percent by 2026. Furthermore, the bill establishes an overall state policy that eligible renewable energy resources and zero -carbon resources supply 100 percent of all retail sales of electricity to California end -use customers and 100 percent of electricity procured to serve all state agencies by December 31, 2045. Under the bill, the state cannot increase carbon emissions elsewhere in the western grid or allow resource shuffling to achieve the 100 percent carbon-free electricity target.

Energy Efficiency Regulations
California Building Energy Code: Energy Efficiency Standards Energy conservation standards for new residential and non- residential buildings were adopted by the California Energy Resources Conservation and Development Commission (now the CEC) in June 1977 and most recently revised in 2024 (California Code of Regulations [CCR] Title 24, Part 6). Title 24 Part 6 requires the design of building shells and building components to conserve energy. The standards are updated periodically to allow for consideration and possible incorporation of new energy efficiency technologies and methods.

In 2024, the CEC adopted the 2025 Building Energy Efficiency Standards, which were subsequently approved by the California Building Standards Commission. The 2025 standards become effective and replace the existing 2022 standards on January 1, 2026. The 2025 standards would require mixed -fuel single- family homes to be electric- ready to accommodate replacement of gas appliances with electric appliances. In addition, the new standards also include prescriptive photovoltaic system and battery requirements for high- rise, multifamily buildings (i.e., more than three stories) and noncommercial buildings such as hotels, offices, medical offices, restaurants, retail stores, schools, warehouses, theaters, and convention centers. 13 The
Building Energy and Efficiency Standards and CALGreen undergo a triennial update with a goal to achieve zero net energy for new buildings by 2030.

California Building Code: Green Building Standards (CALGreen) On July 17, 2008, the California Building Standards Commission adopted the nation’s first green building standards. The California Green Building Standards Code (24 CCR, Part 11, known as “CALGreen”) was adopted as part of the California Building Standards Code. CALGreen established planning and design

13 California Energy Commission, 2021, Amendments to the Building Energy Efficiency Standards (2022 Energy Code) Draft Environmental Report. CEC-400-2021-077-D.

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AIR QUALITY AND GREENHOUSE GAS BACKGROUND AND MODELING DATA

standards for sustainable site development, energy efficiency (in excess of the California Energy Code requirements), water conservation, material conservation, and internal air contaminants. 14 The mandatory provisions of CALGreen became effective January 1, 2011, and were most recently updated in 2024 (2025 CALGreen update). The 2025 CALGreen update becomes effective on January 1, 2026, and provides updates to the residential and non-residential voluntary measures. 2006 Appliance Efficiency Regulations
The 2006 Appliance Efficiency Regulations (20 CCR §§ 1601–1608) were adopted by the CEC on October 11, 2006, and approved by the California Office of Administrative Law on December 14, 2006. The regulations include standards for both federally regulated appliances and non– federally regulated appliances.

Though these regulations are now often viewed as “business as usual,” they exceed the standards imposed by all other states, and they reduce GHG emissions by reducing energy demand.

Solid Waste Diversion Regulations
AB 939: Integrated Waste Management Act of 1 989
California’s Integrated Waste Management Act of 1989 (AB 939, Public Resources Code §§ 40050 et seq.) set a requirement for cities and counties throughout the state to divert 50 percent of all solid waste from landfills by January 1, 2000, through source reduction, recycling, and composting. In 2008, the requirements were modified to reflect a per capita requirement rather than tonnage. To help achieve this, the act requires that each city and county prepare and submit a source reduction and recycling element. AB 939 also established the goal for all California counties to provide at least 15 years of ongoing landfill capacity.

AB 341
AB 341 (Chapter 476, Statutes of 2011) increased the statewide goal for waste diversion to 75 percent by 2020 and requires recycling of waste from commercial and multifamily residential land uses. Section 5.408 of CALGreen also requires that at least 65 percent of the nonhazardous construction and demolition waste from nonresidential construction operations be recycled and/or salvaged for reuse.

AB 1327
The California Solid Waste Reuse and Recycling Access Act (AB 1327, Public Resources Code §§ 42900 et seq.) requires areas to be set aside for collecting and loading recyclable materials in development projects. The act required the California Integrated Waste Management Board to develop a model ordinance for adoption by any local agency requiring adequate areas for collection and loading of recyclable materials as part of development projects. Local agencies are required to adopt the model or an ordinance of their own.

AB 1826
In October of 2014, Governor Brown signed AB 1826 requiring businesses to recycle their organic waste on and after April 1, 2016, depending on the amount of waste they generate per week. This law also requires that

14 The green building standards became mandatory in the 2010 edition of the code.

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on and after January 1, 2016, local jurisdictions across the state implement an organic waste recycling program to divert organic waste generated by businesses and multifamily residential dwellings with five or more units. Organic waste means food waste, green waste, landscape and pruning waste, nonhazardous wood waste, and food-soiled paper waste that is mixed with food waste.

Water Efficiency Regulations
SBX7-7
The 20x2020 Water Conservation Plan was issued by the Department of Water Resources (DWR) in 2010 pursuant to Senate Bill 7, which was adopted during the 7th Extraordinary Session of 2009 –2010 and therefore dubbed “SBX7 -7.” SBX7- 7 mandated urban water conservation and authorized the DWR to prepare a plan implementing urban water conservation requirements (20x2020 Water Conservation Plan). In addition, it required agricultural water providers to prepare agricultural water management plans, measure water deliveries to customers, and implement other efficiency measures. SBX7 -7 required urban water providers to adopt a water conservation target of 20 percent reduction in urban per capita water use by 2020 compared to 2005 baseline use.

AB 1 881 : Water Conservation in Landscaping Act
The Water Conservation in Landscaping Act of 2006 (AB 1881) requires local agencies to adopt the updated DWR model ordinance or an equivalent. AB 1881 also requires the CEC to consult with the DWR to adopt, by regulation, performance standards and labeling requirements for landscape irrigation equipment, including irrigation controllers, moisture sensors, emission devices, and valves to reduce the wasteful, uneconomic, inefficient, or unnecessary consumption of energy or water.

Short-Lived Climate Pollutant Reduction Strategy
Senate Bill 1 383
On September 19, 2016, the Governor signed SB 1383 to supplement the GHG reduction strategies in the Scoping Plan to consider short-lived climate pollutants, including black carbon and CH 4. Black carbon is the light-absorbing component of fine particulate matter produced during the incomplete combustion of fuels.

SB 1383 required the state board, no later than January 1, 2018, to approve and begin implementing a comprehensive strategy to reduce emissions of short-lived climate pollutants to achieve a reduction in methane by 40 percent, hydrofluorocarbon gases by 40 percent, and anthropogenic black carbon by 50 percent below 2013 levels by 2030. The bill also established targets for reducing organic waste in landfills.

On March 14, 2017, CARB adopted the Short- Lived Climate Pollutant Reduction Strategy, which identifies the state’s approach to reducing anthropogenic and biogenic sources of short- lived climate pollutants.

Anthropogenic sources of black carbon include on - and off-road transportation, residential wood burning, fuel combustion (charbroiling), and industrial processes. According to CARB, ambient levels of black carbon in California are 90 percent lower than in the early 1960s, despite the tripling of diesel fuel use (CARB 2017).

In-use on-road rules were expected to reduce black carbon emissions from on-road sources by 80 percent between 2000 and 2020. South Coast AQMD is one of the air districts that requires air pollution control technologies for chain-driven broilers, which reduces particulate emissions from these charbroilers by over 80 A-33

AIR QUALITY AND GREENHOUSE GAS BACKGROUND AND MODELING DATA

percent (CARB 2017). Additionally, South Coast AQMD Rule 445 limits installation of new fireplaces in the South Coast Air Basin.

CALIFORNIA’S GREENHOUSE GAS SOURCES AND RELATIVE CONTRIBUTION In 2024, the statewide GHG emissions inventory was updated for 2000 to 2022 emissions using the GWPs in IPCC’s AR4 and reported that California produced 371.1 MMTCO 2e GHG emissions in 2022 (2.4 percent
lower than 2021 levels). The 2022 emissions data shows that California is continuing its established long -term trend of GHG emissions declines, despite the anomalous emissions trends from 2019 through 2021, due in large part to the impacts of the COVID-19 pandemic. In 2014, statewide GHG emissions dropped below the 2020 GHG Limit (AB 32 target for year 2020) and have remained below the Limit since that time.

Additionally, the carbon intensity of California’s economy (the amount of carbon pollution per million dollars of gross state product (GSP)) is declining (CARB 2024b).

California’s transportation sector was the single-largest generator of GHG emissions, producing 37.7 percent of the state’s total emissions. Industrial sector emissions made up 19.6 percent, and electric power generation made up 16.1 percent of the state’s emissions inventory. Other major sectors of GHG emissions include residential and commercial (10.6 percent), agriculture and forestry (8.0 percent), high GWP (5.7 percent), and recycling and waste (2.2 percent).

Emissions from transportation sector decreased compared to 2021, primarily due to a greater share of fuels used for on-road transportation being produced from non- fossil resources. Industrial sector decreases from 2021 to 2022, most notably in the oil and gas production sector. Electricity emissions also decreased compared to 2021 from the continued growth of in- state solar generation and increases to in-state hydropower and imported wind power. High- GWP gases continue to replace ozone- depleting substances (ODS) being phased out under the 1987 Montreal Protocol and emissions from this sector have been stable from 2020 to 2022 (CARB 2024b).

Thresholds of Significance
The CEQA Guidelines recommend that a lead agency consider the following when assessing the significance of impacts from GHG emissions on the environment:

1. The extent to which the project may increase (or reduce) GHG emissions as compared to the existing environmental setting;

2. Whether the project emissions exceed a threshold of significance that the lead agency determines applies to the project;
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AIR QUALITY AND GREENHOUSE GAS BACKGROUND AND MODELING DATA

3. The extent to which the project complies with regulations or requirements adopted to implement an adopted statewide, regional, or local plan for the reduction or mitigation of GHG emissions.
15 SOUTH COAST AQMD WORKING GROUP
To provide guidance to local lead agencies on determining significance for GHG emissions in their CEQA documents, South Coast AQMD convened a GHG CEQA Significance Threshold Working Group (Working Group). T he South Coast AQMD Working Group (Meeting No. 15) identified a tiered approach for evaluating GHG emissions for development projects where South Coast AQMD is not the lead agency (South Coast AQMD 2010):
 Tier 1. If a project is exempt from CEQA, project- level and cumulative GHG emissions are less than significant.
 Tier 2. If the project complies with a GHG emissions reduction plan or mitigation program that avoids or substantially reduces GHG emissions in the project’s geographic area (i.e., city or county), project- level and cumulative GHG emissions are less than significant.  Tier 3. If GHG emissions are less than the screening-level threshold, project-level and cumulative GHG emissions are less than significant.

For projects that are not exempt or where no qualifying GHG reduction plans are directly applicable, South Coast AQMD requires an assessment of GHG emissions. The South Coast AQMD Working Group identified a screening -level threshold of 3,000 MTCO 2e annually for all land use types or the
following land -use-specific thresholds: 1,400 MTCO 2e for commercial projects, 3,500 MTCO 2e for residential projects, or 3,000 MTCO2e for mixed-use projects. These bright-line thresholds are based on a review of the Governor’s Office of Planning and Research database of CEQA projects. Based on their review of 711 CEQA projects, 90 percent of CEQA projects would exceed the bright -line thresholds identified above. Therefore, projects that do not exceed the bright -line threshold would have a nominal, and therefore, less than cumulatively considerable impact on GHG emissions:
 Tier 4. If emissions exceed the screening threshold, a more detailed review of the project’s GHG emissions is warranted.

The South Coast AQMD Working Group has identified an efficiency target for projects that exceed the screening threshold of 4.8 MTCO2e per year per service population (MTCO 2e/year/SP) for project-level analyses and 6.6 MTCO 2e/year/SP for plan level projects (e.g., program -level projects such as general

15 The Governor’s Office of Planning and Research recommendations include a requirement that such a plan must be adopted through a public review process and include specific requirements that reduce or mitigate the project’s incremental contribution of GHG emissions. If there is substantial evidence that the possible effects of a particular project are still cumulatively considerable, notwithstanding compliance with the adopted regulations or requirements, an EIR must be prepared for the project.

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AIR QUALITY AND GREENHOUSE GAS BACKGROUND AND MODELING DATA

plans) for the year 2020.16 The per capita efficiency targets are based on the AB 32 GHG reduction target and 2020 GHG emissions inventory prepared for CARB’s 2008 Scoping Plan.

The bright-line screening-level criterion of 3,000 MTCO 2e/yr is used as the significance threshold for this project. Therefore, if the project operation- phase emissions exceed the 3,000 MTCO 2e/yr threshold, GHG emissions would be considered potentially significant in the absence of mitigation measures.

16 It should be noted that the Working Group also considered efficiency targets for 2035 for the first time in this Working Group meeting.

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BIBLIOGRAPHY
Bay Area Air District. 2023, April. 2022 California Environmental Quality Act Air Quality Guidelines. https://www.baaqmd.gov/plans-and-climate/california-environmental-quality-act-ceqa/updated- ceqa-guidelines.

California Air Pollution Control Officer’s Association (CAPCOA). 2022, August. CalEEMod, California Emissions Estimator Model User Guide, Version 2022.1. Prepared by: ICF in collaboration with Sacramento Metropolitan Air Quality Management District. https://www.caleemod.com/user-guide.

California Air Resources Board (CARB). 1999. California Air Resources Board (CARB). Final Staff Report:

Update to the Toxic Air Contaminant List.
———. 2010, September. Staff Report Proposed Regional Greenhouse Gas Emission Reduction Targets for Automobiles and Light Trucks Pursuant to Senate Bill 375. https://ww3.arb.ca.gov/board/res/2010/res10-31.pdf.
———. 2017, March 14. Final Proposed Short-Lived Climate Pollutant Reduction Strategy. https://ww2.arb.ca.gov/sites/default/files/2018-12/final_slcp_report%20Final%202017.pdf. ———. 2018, February. Proposed Update to the SB 375 Greenhouse Gas Emission Reduction Targets. https://ww2.arb.ca.gov/sites/default/files/2020-
06/SB375_Updated_Final_Target_Staff_Report_2018.pdf.
———. 2021, December 9. Staff Report, CARB Review of the South Coast 2021 Redesignation Request and Maintenance Plan. https://ww2.arb.ca.gov/sites/default/files/2021-10/Staff_Report_ for_the_South_Coast_PM2.5_Redesignation_Request_and_Maintenance_Plan.pdf. ———. 2022, December 15. CARB 2022 Scoping Plan for Achieving Carbon Neutrality:
https://ww2.arb.ca.gov/sites/default/files/2023-04/2022-sp.pdf. ———. 2024a, July 16. Ambient Air Quality Standards. https://ww2.arb.ca.gov/sites/default/files/2024- 08/AAQS%20Table_ADA_FINAL_07222024.pdf.
———. 2024b. September 20. California Greenhouse Gas Emissions from 2000-2022: Trends of Emissions and Other Indicators Report. https://ww2.arb.ca.gov/sites/default/files/2024-09/nc- 2000_2022_ghg_inventory_trends.pdf.
———. 2025a, May 23 (accessed). Area Designations Maps/State and National. https://ww2.arb.ca.gov/resources/documents/maps-state-and-federal-area-designations. ———. 2025b, May 23 (accessed). Overview: Diesel Exhaust & Health. https://ww2.arb.ca.gov/resources/overview-diesel-exhaust-and-health.

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———. 2025c, May 23 (accessed). Common Air Pollutants.
https://ww2.arb.ca.gov/resources/common-air-pollutants. ———. 2025d, June 18 (accessed). Air Pollution Data Monitoring Cards (2021, 2022, and 2023). https://www.arb.ca.gov/adam/topfour/topfour1.php.

Intergovernmental Panel on Climate Change (IPCC). 2001. Third Assessment Report: Climate Change 2001.

New York: Cambridge University Press.
https://www.ipcc.ch/site/assets/uploads/2018/03/WGI_TAR_full_report.pdf. ———. 2007. Fourth Assessment Report: Climate Change 2007. New York: Cambridge University Press. https://www.ipcc.ch/site/assets/uploads/2018/02/ar4_syr_full_report.pdf. ———. 2013. Fifth Assessment Report: Climate Change 2013. New York: Cambridge University Press. https://www.ipcc.ch/site/assets/uploads/2018/02/WG1AR5_all_final.pdf. ———. 2023. Sixth Assessment Report: Climate Change 2022. New York: Cambridge University Press. https://www.ipcc.ch/assessment-report/ar6/.

National Highway Traffic Safety Administration (NHTSA). 2022, April 1. USDOT Announces New Vehicle Fuel Economy Standards for Model year 2024-2026. https://www.nhtsa.gov/press-releases/usdot- announces-new-vehicle-fuel-economy-standards-model-year-2024-2026. ———. 2024, June 7. Corporate Average Fuel Economy, NHTSA Announces New Proposal for CAFE and HDPUV Standards. https://www.nhtsa.gov/laws-regulations/corporate-average-fuel-economy.

Southern California Association of Governments (SCAG). 2024. Connect SoCal Plan: The 2024–2050 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) of the Southern California Association of Governments. https://scag.ca.gov/connect-socal.

South Coast Air Quality Management District (South Coast AQMD). 1992. Federal Attainment Plan for Carbon Monoxide.
———. 1993. California Environmental Quality Act Air Quality Handbook. ———. 2005, May. Guidance Document for Addressing Air Quality Issues in General Plans and Local Planning. http://www.aqmd.gov/docs/default-source/planning/air-quality-guidance/complete- guidance-document.pdf.
———. 2008, July. Final Localized Significance Threshold Methodology. https://www.aqmd.gov/docs/default-source/ceqa/handbook/localized-significance- thresholds/final-lst-methodology-document.pdf.
———. 2010, September 28. Greenhouse Gases (GHG) CEQA Significance Thresholds Working Group Meeting 15. http://www.aqmd.gov/docs/default-source/ceqa/handbook/greenhouse-gases-(ghg)- A-38

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ceqa-significance-thresholds/year-2008-2009/ghg-meeting-15/ghg-meeting-15-main- presentation.pdf.
———. 2011. Fact Sheet for Applying CalEEMod to Localized Significance Thresholds. http://www.aqmd.gov/docs/default-source/ceqa/handbook/localized-significance- thresholds/caleemod-guidance.pdf.
———. 2012, May 4. Final 2012 Lead State Implementation Plan: Los Angeles County. https://www.aqmd.gov/docs/default-source/clean-air-plans/lead-state-implementation- plan/revised-draft-2012-lead-sip.pdf.
———. 2015a. Health Effects of Air Pollution. http://www.aqmd.gov/docs/default-source/ publications/brochures/the-health-effects-of-air-pollution-brochure.pdf. ———. 2015b, October. “Blueprint for Clean Air: 2016 AQMP White Paper.” 2016 AQMP White Papers Web Page. https://www.aqmd.gov/docs/default-source/Agendas/aqmp/white-paper-working -groups/wp-blueprint-final.pdf?sfvrsn=2.
———. 2021a, October. Draft Final 2021 Redesignation Request and Maintenance Plan for the 2006 and 1997 24-Hour PM2.5 Standards for South Coast Air Basin. https://ww2.arb.ca.gov/sites/default/files/2021-10/draft-final-pm2-5-redesignation-request-and- maintenance-plan.pdf.
———. 2021b, August. Final Report, Multiple Air Toxics Exposure Study V (MATES V). http://www.aqmd.gov/home/air-quality/air-quality-studies/health-studies/mates-v. ———. 2022, December. Final 2022 Air Quality Management Plan. https://www.aqmd.gov/docs/default- source/clean-air-plans/air-quality-management-plans/2022-air-quality-management-plan/final-2022- aqmp/final-2022-aqmp.pdf?sfvrsn=16.
———. 2023a, March (revised). South Coast AQMD Air Quality Significance Thresholds. https://www.aqmd.gov/docs/default-source/ceqa/handbook/south-coast-aqmd-air-quality- significance-thresholds.pdf?sfvrsn=25.
———. 2023b, June 6. Working Group Meeting #4. Cumulative Impacts from Air Toxics for CEQA Projects. http://www.aqmd.gov/docs/default-source/ceqa/documents/wgm- 4_20230602_final.pdf?sfvrsn=10.

USA.Com. 2025, June 13 (accessed). Anaheim, CA Weather. http://www.usa.com/anaheim-ca-weather.htm.

US Environmental Protection Agency (US EPA). 2009, December. EPA: Greenhouse Gases Threaten Public Health and the Environment. Science overwhelmingly shows greenhouse gas concentrations at unprecedented levels due to human activity.
https://archive.epa.gov/epapages/newsroom_archive/newsreleases/08d11a451131bca58525768500 5bf252.html.

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———. 2025a, June 3 (last updated). Criteria Air Pollutants. https://www.epa.gov/criteria-air-pollutants. ———. 2025b, February 25 (last updated). Health and Environmental Effects of Hazardous Air Pollutants. https://www.epa.gov/haps/health-and-environmental-effects-hazardous-air-pollutants.

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Assumptions Worksheet

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CalEEMod Inputs - Wyndham Hotel Density Modification Project, Operation Name: Wyndham Hotel Density Modification Project
Project Number: COA-78.9
Project Location: 515 W Katella Ave Orange CA 92867
County/Air Basin: South Coast
Climate Zone: 8
Land Use Setting: Urban
Operational Year: 2025
Gas Utility Company: Southern California Gas
Electric Utility Company: City of Anaheim Public Utilities Department Air Basin: South Coast Air Basin
Air District: South Coast AQMD
SRA: 17 - Central Orange County
CalEEMod Land Use Inputs
Land Use Type Land Use Subtype Unit Amount Size Metric Lot Acreage Land Use Square Feet Landscape Area Square Feet Special Landscape Area
Square Feet
Recreational Hotel 40 Room 0.00 0 0 0

0.00 Notes
1 Since the building footprint will remain unchanged, this analysis focuses on evaluating net increase in mobile emissions Net Trips1
Land Use Type Average Daily Trips CalEEMod Trip Rate Saturday Trips CalEEMod Trip Rate Sunday Trips CalEEMod Trip Rate Hotel 320 8.00 320 8.00 320 8.00
Source: LLG. 2025. Traffic Circulation Analysis Wyndham Hotel Project.

Notes
1 Net increase in vehicle trips from baseline conditions (78 rooms) to proposed project (118 hotel-equivalent rooms) based on ITE generation rates.

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Changes to the CalEEMod Defaults - Fleet Mix 2025
Trips 320
Default HHD LDA LDT1 LDT2 LHD1 LHD2 MCY MDV MH MHD OBUS SBUS UBUS FleetMix (Model Default) 0.551820919 49.96943474 4.144940525 23.15265536 2.737983689 0.701154303 2.182420343 14.45773691 0.377403805 1.531488355 0.060485001 0.0966219 0.0358555 FleetMix (Model Default) adjusted 0.005518209 0.499694347 0.041449405 0.231526554 0.027379837 0.007011543 0.021824203 0.144577369 0.003774038 0.015314884 0.00060485 0.000966219 0.000358555 100% Trips 2 160 13 74 9 2 7 46 1 5 0 0 0 320
Percent 79% 6% 14% 100%

without buses/MH 0.005518 0.499694 0.041449 0.231527 0.027380 0.007012 0.021824 0.144577 0.003774 0.015315 0 0.000966 0 100% Percent 79% 6% 14% 100%
Adjusted without buses/MH 0.005607 0.499694 0.041449 0.231527 0.027820 0.007124 0.022175 0.144577 0.003835 0.015561 0.000000 0.000982 0.000000 Percent adjusted 79% 6% 14% 100%
Assumed Mix 97.0% 1.00% 2.00% 100%

0.000920 0.609809 0.050583 0.282547 0.004566 0.001169 0.027061 0.020000 0.000629 0.002554 0.000000 0.000161 0.000000 100% adjusted with Assumed 0.092024 60.980874 5.058334 28.254656 0.456599 0.116928 2.706136 2.000000 0.062938 0.255398 0.000000 0.016113 0.000000 Percent Check: 97% 1% 2%
Fleet mix for the project is modified to reflect a higher proportion of passenger vehicles that the regional VMT. Assumes a mix of approximately 97% passenger vehicles, 2% medium duty trucks, and 1% heavy duty trucks and buses.

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CalEEMod Operations Model

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Wyndham Hotel Density Modification Project Custom Report, 6/17/2025 1 / 6
Wyndham Hotel Density Modification Project Custom Report Table of Contents

1. Basic Project Information

1.1. Basic Project Information

1.2. Land Use Types

1.3. User-Selected Emission Reduction Measures by Emissions Sector

2. Emissions Summary

2.4. Operations Emissions Compared Against Thresholds

2.5. Operations Emissions by Sector, Unmitigated

4. Operations Emissions Details

4.1. Mobile Emissions by Land Use

4.1.1. Unmitigated

5. Activity Data

5.9. Operational Mobile Sources

5.9.1. Unmitigated

8. User Changes to Default Data
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1. Basic Project Information

1.1. Basic Project Information
Data Field Value
Project Name Wyndham Hotel Density Modification Project Operational Y ear 2025
Lead Agency —
Land Use Scale Project/site
Analysis Level for Defaults County
Windspeed (m/s) 1.80
Precipitation (days) 18.2
Location 515 W Katella Ave, Anaheim, CA 92802, USA
County Orange
City Anaheim
Air District South Coast AQMD
Air Basin South Coast
TAZ 5815
EDFZ 7
Electric Utility City of Anaheim Public Utilities Department Gas Utility Southern California Gas
App Version 2022.1.1.29

1.2. Land Use Types
Land Use Subtype Size Unit Lot Acreage Building Area (sq ft) Landscape Area (sq ft)
Special Landscape
Area
(sq ft)
Population Description
Hotel 40.0 Room 0.00 0.00 0.00 0.00 — —
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1.3. User-Selected Emission Reduction Measures by Emissions Sector No measures selected

2. Emissions Summary

2.4. Operations Emissions Compared Against Thresholds
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Un/Mit. TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Unmit. 1.06 0.98 0.46 7.77 0.02 0.01 1.69 1.70 0.01 0.43 0.44 0.00 1,627 1,627 0.08 0.05 6.20 1,650 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Unmit. 1.05 0.98 0.51 7.32 0.02 0.01 1.69 1.70 0.01 0.43 0.44 0.00 1,552 1,552 0.09 0.05 0.16 1,570 Average
Daily
(Max)
— — — — — — — — — — — — — — — — — —
Unmit. 1.05 0.97 0.51 7.48 0.02 0.01 1.67 1.68 0.01 0.42 0.43 0.00 1,572 1,572 0.08 0.05 2.68 1,593 Annual
(Max)
— — — — — — — — — — — — — — — — — —
Unmit. 0.19 0.18 0.09 1.36 < 0.005 < 0.005 0.30 0.31 < 0.005 0.08 0.08 0.00 260 260 0.01 0.01 0.44 264

2.5. Operations Emissions by Sector, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Sector TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Mobile 1.06 0.98 0.46 7.77 0.02 0.01 1.69 1.70 0.01 0.43 0.44 — 1,627 1,627 0.08 0.05 6.20 1,650 A-47
Wyndham Hotel Density Modification Project Custom Report, 6/17/2025 4 / 6
Area 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Energy 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Water — — — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00 Waste — — — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00 Refrig. — — — — — — — — — — — — — — — — 0.00 0.00
Total 1.06 0.98 0.46 7.77 0.02 0.01 1.69 1.70 0.01 0.43 0.44 0.00 1,627 1,627 0.08 0.05 6.20 1,650 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Mobile 1.05 0.98 0.51 7.32 0.02 0.01 1.69 1.70 0.01 0.43 0.44 — 1,552 1,552 0.09 0.05 0.16 1,570 Area 0.00 0.00 — — — — — — — — — — — — — — — —
Energy 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Water — — — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00 Waste — — — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00 Refrig. — — — — — — — — — — — — — — — — 0.00 0.00
Total 1.05 0.98 0.51 7.32 0.02 0.01 1.69 1.70 0.01 0.43 0.44 0.00 1,552 1,552 0.09 0.05 0.16 1,570 Average
Daily
— — — — — — — — — — — — — — — — — —
Mobile 1.05 0.97 0.51 7.48 0.02 0.01 1.67 1.68 0.01 0.42 0.43 — 1,572 1,572 0.08 0.05 2.68 1,593 Area 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Energy 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Water — — — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00 Waste — — — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00 Refrig. — — — — — — — — — — — — — — — — 0.00 0.00
Total 1.05 0.97 0.51 7.48 0.02 0.01 1.67 1.68 0.01 0.42 0.43 0.00 1,572 1,572 0.08 0.05 2.68 1,593 Annual — — — — — — — — — — — — — — — — — —
Mobile 0.19 0.18 0.09 1.36 < 0.005 < 0.005 0.30 0.31 < 0.005 0.08 0.08 — 260 260 0.01 0.01 0.44 264 Area 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 Energy 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 — 0.00 — 0.00 0.00 0.00 0.00 — 0.00 A-48
Wyndham Hotel Density Modification Project Custom Report, 6/17/2025 5 / 6
Water — — — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00 Waste — — — — — — — — — — — 0.00 0.00 0.00 0.00 0.00 — 0.00 Refrig. — — — — — — — — — — — — — — — — 0.00 0.00
Total 0.19 0.18 0.09 1.36 < 0.005 < 0.005 0.30 0.31 < 0.005 0.08 0.08 0.00 260 260 0.01 0.01 0.44 264

4. Operations Emissions Details

4.1. Mobile Emissions by Land Use

4.1.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Hotel 1.06 0.98 0.46 7.77 0.02 0.01 1.69 1.70 0.01 0.43 0.44 — 1,627 1,627 0.08 0.05 6.20 1,650 Total 1.06 0.98 0.46 7.77 0.02 0.01 1.69 1.70 0.01 0.43 0.44 — 1,627 1,627 0.08 0.05 6.20 1,650 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Hotel 1.05 0.98 0.51 7.32 0.02 0.01 1.69 1.70 0.01 0.43 0.44 — 1,552 1,552 0.09 0.05 0.16 1,570 Total 1.05 0.98 0.51 7.32 0.02 0.01 1.69 1.70 0.01 0.43 0.44 — 1,552 1,552 0.09 0.05 0.16 1,570 Annual — — — — — — — — — — — — — — — — — —
Hotel 0.19 0.18 0.09 1.36 < 0.005 < 0.005 0.30 0.31 < 0.005 0.08 0.08 — 260 260 0.01 0.01 0.44 264 Total 0.19 0.18 0.09 1.36 < 0.005 < 0.005 0.30 0.31 < 0.005 0.08 0.08 — 260 260 0.01 0.01 0.44 264

5. Activity Data

5.9. Operational Mobile Sources
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5.9.1. Unmitigated
Land Use Type Trips/Weekday Trips/Saturday Trips/Sunday Trips/Y ear VMT/Weekday VMT/Saturday VMT/Sunday VMT/Y ear Hotel 320 320 320 116,800 2,414 2,414 2,414 881,026

8. User Changes to Default Data
Screen Justification
Land Use Based on PD, analysis will focus on net increase in vehicle emissions from baseline conditions Operations: Water and Waste Water Only evaluating net increase in vehicle emissions Operations: Solid Waste Only evaluating net increase in vehicle emissions Operations: Fleet Mix Fleet mix for the project is modified to reflect a higher proportion of passenger vehicles that the regional
VMT. Assumes a mix of approximately 97% passenger vehicles, 2% medium duty trucks, and 1% heavy duty trucks and buses.

Operations: Vehicle Data Net increase in vehicle trips from baseline conditions (78 rooms) to proposed project (118 hotel-equiv
alent rooms) based on ITE generation rates, see assumptions file.

A-50

Emissions Worksheet

A-51
1 CalEEMod, Version 2022.1.

Proposed Project
Summer
ROG NOx CO SO2 PM10 Total PM2.5 Total
Mobile 0.98 0.46 7.77 0.02 1.70 0.44
Area 0.00 0.00 0.00 0.00 0.00 0.00
Energy 0.00 0.00 0.00 0.00 0.00 0.00
Total 0.98 0.46 7.77 0.02 1.70 0.44
Winter
ROG NOx CO SO2 PM10 Total PM2.5 Total
Mobile 0.98 0.51 7.32 0.02 1.70 0.44
Area 0.00 0.00 0.00 0.00 0.00 0.00
Energy 0.00 0.00 0.00 0.00 0.00 0.00
Total 0.98 0.51 7.32 0.02 1.70 0.44
Max Daily
ROG NOx CO SO2 PM10 Total PM2.5 Total
Mobile 0.98 0.51 7.77 0.02 1.70 0.44
Area 0.00 0.00 0.00 0.00 0.00 0.00
Energy 0.00 0.00 0.00 0.00 0.00 0.00
Total 0.98 0.51 7.77 0.02 1.70 0.44
55 55 550 150 150 55
Exceeds Thresholds? No No No No No No
Regional Thresholds (lb/day)
Regional Operation Emissions Worksheet
A-52
GHG Emissions Inventory
Proposed Project Buildout
Operation1
MTCO2e/Year2
Operations %
Mobile 264 100%
Area 0 0%
Energy 0 0%
Water 0 0%
Solid Waste 0 0%
Refrigerants 0 0%
264 100%
South Coast AQMD Bright-Line Screening Threshold 3,000
Exceed Threshold? No
2 MTCO2e=metric tons of carbon dioxide equivalent.
1 CalEEMod, Version 2022.1. Only evaluating net increase in mobile emissions between baseline and proposed project.

A-53

WYNDHAM HOTEL DENSITY MODIFICATION PROJECT INITIAL STUDY

CITY OF ANAHEIM
Appendix
October 2025
Appendix B Traffic Circulation Study

WYNDHAM HOTEL DENSITY MODIFICATION PROJECT INITIAL STUDY

CITY OF ANAHEIM
Appendix
PlaceWorks
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TRAFFIC CIRCULATION ANALYSIS

WYNDHAM HOTEL PROJECT
Anaheim, California
May 27, 2025
(Revision of April 11, 2025 Report)
Prepared for:

CITY OF ANAHEIM
200 South Anaheim Boulevard, Suite 276
Anaheim, CA 92805

LLG Ref. 2-22-4608-8

Prepared by: Under the Supervision of:

Angela Besa, P.E. Daniel A. Kloos, P.E.

Transportation Engineer III Principal

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TABLE OF CONTENTS

SECTION PAGE
Executive Summary ................................................................................................................................. v

1.0 Introduction .............................................................................................................................. 1

1.1 Study Area ......................................................................................................................... 2

2.0 Project Description .................................................................................................................. 3

2.1 Site Access ........................................................................................................................ 3

3.0 Existing Conditions .................................................................................................................. 4

3.1 Existing Street System ....................................................................................................... 4

3.2 Existing Public Transit ...................................................................................................... 4

3.3 Existing Bicycle/Pedestrian Circulation ............................................................................ 6

3.4 Existing Traffic Volumes .................................................................................................. 6

3.5 Existing Intersection Conditions ....................................................................................... 6

3.5.1 Intersection Capacity Utilization (ICU) Method of Analysis (Signalized Intersections) 7

3.6 Volume to Capacity (V/C) Ratio Method of Analysis (Roadway Segments) ................... 7

3.7 Level of Service Criteria ................................................................................................... 8

3.8 Existing Level of Service Results ..................................................................................... 8

3.8.1 Intersections .................................................................................................................... 8

3.8.2 Roadway Segments ......................................................................................................... 8

4.0 Traffic Forecasting Methodology ......................................................................................... 13

5.0 Project Traffic Characteristics ............................................................................................. 14

5.1 Project Traffic Generation ............................................................................................... 14

5.2 Project Traffic Distribution and Assignment .................................................................. 14

5.3 Existing Plus Project Traffic Conditions ......................................................................... 15

6.0 Future Traffic Conditions ..................................................................................................... 17

6.1 General Plan Buildout Traffic Conditions ....................................................................... 17

7.0 Traffic Circulation Analysis Methodology .......................................................................... 18

7.1 LOS Criteria and Thresholds ........................................................................................... 18

7.1.1 City of Anaheim ............................................................................................................ 18

7.1.2 Orange County Congestion Management Program (CMP) .......................................... 19

7.2 Traffic Analysis Scenarios .............................................................................................. 19

8.0 Existing Plus Project Analysis .............................................................................................. 20

8.1 Intersections ..................................................................................................................... 20

8.1.1 Existing Plus Project Traffic Conditions ...................................................................... 20

8.2 Roadway Segments ......................................................................................................... 20

8.2.1 Existing Plus Project Traffic Conditions ...................................................................... 20 B-2

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TABLE OF CONTENTS (CONTINUED)

SECTION PAGE

9.0 General Plan Buildout Plus Project Analysis ...................................................................... 23

9.1 Intersections ..................................................................................................................... 23

9.1.1 General Plan Buildout Traffic Conditions .................................................................... 23

9.1.2 General Plan Buildout Plus Project Traffic Conditions ................................................ 23

9.2 Roadway Segments ......................................................................................................... 23

9.2.1 General Plan Buildout Traffic Conditions .................................................................... 24

9.2.2 General Plan Buildout Plus Project Traffic Conditions ................................................ 24

10.0 Area-Wide Traffic Improvements ........................................................................................ 27

10.1 Planned Improvements .................................................................................................... 27

10.1.1 Intersections .............................................................................................................. 27

10.1.2 Roadway Segments ................................................................................................... 27

10.2 Existing Plus Project Recommended Improvements ...................................................... 28

10.2.1 Intersections .............................................................................................................. 28

10.2.2 Roadway Segments ................................................................................................... 28

10.3 General Plan Buildout Plus Project Recommended Improvements ................................ 28

10.3.1 Intersections .............................................................................................................. 28

10.3.2 Roadway Segments ................................................................................................... 28

11.0 Congestion Management Program (CMP) .......................................................................... 29

12.0 VMT Assessment .................................................................................................................... 32

12.1 VMT Analysis Conclusion .............................................................................................. 35

APPENDICES

APPENDIX
A. Existing Traffic Count Data
A-I Intersections
A-II Roadway Segment
B. Intersection Level of Service Calculation Worksheets B-I Existing Traffic Conditions
B-II Existing Plus Project Traffic Conditions
B-III General Plan Buildout Traffic Conditions
B-IV General Plan Buildout Plus Project Traffic Conditions

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LIST OF FIGURES
SECTION—FIGURE # FOLLOWING PAGE
1–1 Vicinity Map .............................................................................................................................. 2 2–1 Existing Site Aerial ..................................................................................................................... 3 2–2 Proposed Site Plan ...................................................................................................................... 3 3–1 Existing Roadway Conditions and Intersection Controls ..................................................... 6 3–2 Existing AM Peak Hour Traffic Volumes ................................................................................ 6 3–3 Existing PM Peak Hour and Daily Traffic Volumes ............................................................... 6 5–1 Project Traffic Distribution Pattern ........................................................................................ 15 5–2 AM Peak Hour Project Traffic Volumes ................................................................................ 15 5–3 PM Peak Hour and Daily Project Traffic Volumes ............................................................... 15 5–4 Existing Plus Project AM Peak Hour Traffic Volumes ......................................................... 15 5–5 Existing Plus Project PM Peak Hour and Daily Traffic Volumes ........................................ 15 6–1 General Plan Buildout AM Peak Hour Traffic Volumes ...................................................... 17 6–2 General Plan Buildout PM Peak Hour and Daily Traffic Volumes ...................................... 17 6–3 General Plan Buildout Plus Project AM Peak Hour Traffic Volumes ................................. 17 6–4 General Plan Buildout Plus Project PM Peak Hour and Daily Traffic Volumes ................. 17 10–1 Planned Improvements ............................................................................................................ 28 B-4

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LIST OF TABLES
SECTION—TABLE # PAGE
3–1 Level of Service Criteria for Signalized Intersections................................................................. 9 3–2 Roadway Link Capacities .......................................................................................................... 10 3–3 Existing Peak Hour Levels of Service Summary ...................................................................... 11 3–4 Existing Roadway Segment Level of Service Summary .......................................................... 12 5–1 Project Trip Generation Rates and Forecast .............................................................................. 16 7–1 City of Anaheim Threshold Criteria .......................................................................................... 19 8–1 Existing Plus Project Peak Hour Intersection Capacity Analysis Summary ............................ 21 8–2 Existing Plus Project Roadway Segment Level of Service Summary ...................................... 22 9–1 General Plan Buildout Plus Project Peak Hour Intersection Capacity Analysis Summary ...... 25 9–2 General Plan Buildout Plus Project Roadway Segment Level of Service Summary ............... 26 11–1 Existing Plus Project Peak Hour Intersection Capacity Analysis Summary – CMP ................ 30 11–2 General Plan Buildout Plus Project
Peak Hour Intersection Capacity Analysis Summary – CMP .................................................. 31 B-5

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EXECUTIVE SUMMARY

▪ Project Description – The proposed project site is located at 515 W. Katella Avenue in the City of Anaheim, California. The existing Wyndham Hotel has been approved for 72 rooms and a hotel remodel changed the number of rooms from 72 rooms to 106 rooms and one (1) caretaker room. The proposed Project will consist of a General Plan Amendment and a Specific Plan Amendment to increase the number of rooms allowed on site from 72 rooms to 118 rooms (an addition of 46 rooms). It should be noted that although the site currently has 107 rooms, for the purpose of this analysis an addition of 46 rooms is analyzed. Access to the Project site is currently provided by the existing right -turn in/right -turn out unsignalized driveway along Katella Avenue.
▪ Study Scope – The two (2) key study intersections and one (1) key roadway segment selected for evaluation were determined based on coordination with City of Anaheim Traffic Engineering Department staff. The two (2) key study intersections and one (1) key roadway segment listed below provide regional and local access to the study area and define the extent of the boundaries for this traffic circulation investigation.

Key Study Intersections

1. Harbor Boulevard at Katella Avenue

2. Clementine Street at Katella Avenue
Key Roadway Segments
A. Katella Avenue, between Harbor Boulevard at Clementine Street

▪ Existing Traffic Conditions – The two (2) key study intersections currently operate at acceptable LOS B or better during the AM and PM peak hours . The one (1) key roadway segment currently operates at an acceptable service level on a daily basis. ▪ Project Trip Generation – The proposed Project is forecast to generate approximately 943 daily trips, with 54 trips (30 inbound, 24 outbound) produced in the AM peak hour and 70 trips (36 inbound, 34 outbound) produced in the PM peak hour on a “typical” weekday.

The current General Plan entitlement is forecast to generate approximately 575 daily trips, with 33 trips (18 inbound, 15 outbound) produced in the AM peak hour and 42 trips (21 inbound, 21 outbound) produced in the PM peak hour on a “typical” weekday.

Comparison of the trips generated by the current General Plan entitlement to the trips generated by the proposed Project shows that the proposed Project will generate 368 greater net daily trips, 21 greater net AM peak hour trips, and 28 greater net PM peak hour trips. ▪ Existing Plus Project Traffic Conditions – The proposed Project will not cause an operational deficiency at any of the two (2) key study intersections when compared to the LOS standards B-6

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defined in this report. The two (2) key study intersections currently operate and are forecast to continue to operate at an acceptable LOS B or better during the AM and PM peak hours with the addition of Project generated traffic to existing traffic.

The proposed Project will not cause an operational deficiency at the one (1) key roadway segment when compared to the LOS standards defined in this report. The one (1) key roadway segment is forecast to continue to operate at an acceptable LOS C or better on a daily basis with the addition of Project generated traffic to existing traffic. ▪ General Plan Buildout Plus Project Traffic Conditions – The proposed Project will not cause an operational deficiency at any of the two (2) key study intersections when compared to the LOS standards defined in this report. The two (2) key study intersection s are forecast to continue to operate at an acceptable LOS with the addition of project generated traffic to General Plan Buildout traffic conditions.

The proposed Project will not cause an operational deficiency at the one (1) key roadway segment when compared to the LOS standards defined in this report. Although the roadway segment of Katella Avenue, between Harbor Boulevard and Clementine Street, is forecast to operate at an unacceptable LOS D, the Project is expected to add less than the allowable thresholds to the V/C value.
▪ Planned Improvements – The following planned improvements are associated with the General Plan Buildout of the City’s Circulation Element and have been included in the General Plan Buildout and General Plan Buildout Plus Project traffic conditions:
▪ 1. Harbor Boulevard at Katella Avenue: Widen and restripe the west leg of the intersection to convert the exclusive eastbound right -turn lane to a shared eastbound through/right-turn lane and provide a fourth westbound departure lane. Widen and restripe the east leg of the intersection to convert the exclusive westbound right -turn lane to a shared westbound through/right-turn lane. Modify the existing traffic signal. ▪ 2. Clementine Street at Katella Avenue: Widen and restripe the west leg of the intersection to convert the exclusive eastbound right -turn lane to a shared eastbound through/right-turn lane. Widen and restripe the east leg of the intersection to convert the exclusive westbound right -turn lane to a shared westbound through/right -turn lane and provide a fourth eastbound departure lane. Modify the existing traffic signal. ▪ A. Katella Avenue, between Harbor Boulevard and Clementine Street: Widen and restripe the roadway from six travel lanes to eight travel lanes. ▪ Existing Plus Project Recommended Improvements – The results of the intersection capacity analysis and roadway segment analysis show that the proposed Project will not cause an operational deficiency at any of the two (2) key study intersections and one (1) key roadway segment under the Existing Plus Project traffic scenario. As such, no improvements are required under this traffic scenario.

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▪ General Plan Buildout Plus Project Recommended Improvements – The results of the intersection capacity analysis and roadway segment analysis show that the proposed Project will not cause an operational deficiency at any of the two (2) key study intersections and one (1) key roadway segment under the General Plan Buildout Plus Project traffic scenario . As such, no improvements are required under this traffic scenario.
▪ Congestion Management Program (CMP) – The Project has direct access to any streets of the CMPHS. Therefore, the appropriate threshold to be applied in this analysis is 1,600 daily trips.

The proposed Project is forecast to generate approximately 943 daily trip-ends (368 additional daily trip-ends) and therefore does not require a CMP traffic analysis. The data provided below for the CMP intersection is for informational purposes.

There is one (1) key study intersection within the Project vicinity that is a CMP intersection (i.e. #1 Harbor Boulevard at Katella Avenue). The proposed Project will not impact the CMP location under Existing Plus Project traffic conditions and General Plan Buildout Plus Project traffic conditions.
▪ VMT Assessment – Based on the City’s guidelines, the proposed Project satisfies Type 1: Transit Priority Area (TPA) Screening. Therefore, this project could be screened from a VMT analysis and could be presumed to have a less than significant impact on VMT per the City’s guidelines.

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WYNDHAM HOTEL PROJECT
Anaheim, California
May 27, 2025
(Revision of April 11, 2025 Report)

1.0 INTRODUCTION
This traffic study addresses the potential traffic and circulation needs associated with Wyndham Hotel Project (hereinafter referred to as Project) . The proposed project site is located at 515 W.

Katella Avenue in the City of Anaheim, California. The existing Wyndham Hotel has been approved for 72 rooms and a hotel remodel changed the number of rooms from 72 rooms to 106 rooms and one (1) caretaker room . The proposed Project will consist of a General Plan Amendment and a Specific Plan Amendment to increase the number of rooms allowed on site from 72 rooms to 118 rooms (an addition of 46 rooms). Access to the Project site is currently provided by the existing right-turn in/right-turn out unsignalized driveway along Katella Avenue.

This report documents the findings and recommendations of a traffic circulation analysis conducted by Linscott, Law & Greenspan, Engineers (LLG) to determine the potential circulation effects associated with the Project. The traffic analysis evaluates the existing operating conditions at two (2) key study intersections and one (1) key roadway segment within the Project vicinity, estimates the trip generation potential of the Project, and forecasts future operating conditions without and with the proposed Project . Where necessary, intersection improvements/mitigation measures are identified. It should be noted that this traffic study evaluates typical weekday conditions during the AM peak hour and PM peak hour and its findings are utilized to assist the City in planning and/or sizing area roadway infrastructure in the vicinity of the proposed project site.

This traffic report satisfies the City of Anaheim Criteria for Preparation of Traffic Impact Studies , the requirements of the City of Anaheim Traffic Impact Analysis Guidelines for California Environmental Quality Act Analysis, dated June 2020 , and is consistent with the requirements and procedures outlined in the most current Congestion Management Program (CMP) for Orange County.

The Project site has been visited and an inventory of adjacent area roadways and intersections was performed. Existing traffic information has been collected at two (2) key study intersections and one (1) key roadway segment on a “typical” weekday for use in the preparation of intersection and roadway segment level of service calculations.

This traffic report analyzes existing and future “typical” weekday daily, AM peak hour and PM peak hour traffic conditions for a long-term (Buildout) traffic setting upon completion of the proposed Project. General Plan Buildout No Project traffic volumes provided by City of Anaheim Public Works Department staff . General Plan Buildout traffic volume forecasts for a “typical” weekday were provided by City of Anaheim Traffic Engineering Department staff from the Anaheim Traffic Analysis Model (ATAM).

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The two (2) key study intersections and one (1) key roadway segment selected for evaluation were determined based on coordination with City of Anaheim Traffic Engineering Department staff . The two (2) key study intersections and one (1) key roadway segment listed below provide regional and local access to the study area and define the extent of the boundaries for this traffic circulation investigation.

Key Study Intersections

1. Harbor Boulevard at Katella Avenue

2. Clementine Street at Katella Avenue
Key Roadway Segments
A. Katella Avenue, between Harbor Boulevard at Clementine Street Figure 1-1 presents a Vicinity Map, which illustrates the general location of the proposed Project and depicts the study locations and surrounding street system. The Level of Service (LOS) investigations at these key locations were used to evaluate the potential traffic -related circulation effects associated with area growth and the proposed Project. When necessary, this report recommends intersection and/or roadway segment improvements that may be required to accommodate future traffic volumes and restore/maintain an acceptable Level of Service.

Included in this Traffic Circulation Analysis are:
▪ Existing traffic counts,
▪ Estimated project traffic generation/distribution/assignment, ▪ Estimated cumulative project traffic generation/distribution/assignment, ▪ Daily, AM and PM peak hour capacity analyses for existing conditions, ▪ Daily, AM and PM peak hour capacity analyses for existing plus project conditions, ▪ Daily, AM and PM peak hour capacity analyses for General Plan Buildout conditions without and with project traffic,
▪ Area-Wide Traffic Improvements,
▪ Congestion Management Program (CMP) Analysis, and
▪ VMT Assessment.

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The proposed Project site is located at 515 W. Katella Avenue in the City of Anaheim, California.

The existing Wyndham Hotel has been approved for 72 rooms and a hotel remodel changed the number of rooms from 72 rooms to 106 rooms and one (1) caretaker room . Figure 2-1 presents an aerial image of the existing site for the proposed Project.

The proposed Project will consist of a General Plan Amendment and a Specific Plan Amendment to increase the number of rooms allowed on site from 72 rooms to 118 rooms (an addition of 46 rooms). Figure 2 -2 presents the proposed site plan for the proposed Project , prepared by CDA + PDG.

It should be noted that although the site currently has 10 7 rooms, for the purpose of th is analysis an addition of 46 rooms is analyzed.

2.1 Site Access
Access to the Project site is currently provided by the existing right -turn in/right -turn out unsignalized driveway along Katella Avenue.

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3.1 Existing Street System
The principal local network of streets serving the proposed Project includes Katella Avenue, Harbor Boulevard, and Clementine Street . The following discussion provides a brief synopsis of these key area streets. The descriptions are based on an inventory of existing roadway conditions.

Katella Avenue is oriented in the east-west direction and provides access to the Project site . Katella Avenue is six-lane divided roadway . On-street parking is not permitted along this roadway within the vicinity of the Project. The posted speed limit on Katella Avenue is 35 miles per hour (mph). A traffic signal controls the study intersections of Katella Avenue at Harbor Boulevard and Clementine Street.

Harbor Boulevard is oriented in the north -south direction. Harbor Boulevard is a six-lane, divided roadway. On -street parking is not permitted along Harbor Boulevard . The posted speed limit on Harbor Boulevard is 35 mph. A traffic signal controls the study intersection of Harbor Boulevard at Katella Avenue.

Clementine Street is oriented in the north -south direction. Clementine Street is a four-lane divided roadway. On-street parking is not permitted along Clementine Street . The posted speed limit on Clementine Street is 30 mph. A traffic signal controls the study intersection of Clementine Street at Katella Avenue.

Figure 3 -1 presents an inventory of the existing roadway conditions for the arterials and intersections evaluated in this report. This figure identifies the number of travel lanes for key arterials, as well as intersection configurations and controls for the key area study intersections.

3.2 Existing Public Transit
The Orange County Transit Agency ( OCTA) and Anaheim Regional Transportation (ART) operate within the study area. A description of the transit services within the Project vicinity is as follows:

Orange County Transit Agency (OCTA)
Route 43:
▪ Route 43 provides service from Fullerton to Costa Mesa; via Harbor Boulevard ▪ The route traverses the cities of Fullerton, Anaheim, Garden Grove, Santa Ana, Fountain Valley, and Costa Mesa.
▪ During the weekday AM and PM peak hours, Route 43 has approximate headways of 20 minutes in the northbound and southbound directions. On the weekends the headways are approximately 15 minutes for AM and PM peak hours.
▪ The nearest bus stop to the Project site for this route is located on the east side of Harbor Boulevard on the northeast corner of Harbor Boulevard at Katella Avenue.

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▪ Route 50 provides service from Long Beach to Orange; via Katella Avenue ▪ The route traverses the cities of Orange, Anaheim, Garden Grove, Stanton, Cypress, Los Alamitos, and Long Beach.
▪ During the weekday AM and PM peak hours, Route 50 has approximate headways of 20 minutes in the eastbound and westbound directions. On the weekends the headways are approximately 40 minutes for AM and PM peak hours.
▪ The nearest bus stops to the Project site for this route are located on the south side of Katella Avenue on the southeast corner of Harbor Boulevard at Katella Avenue and on the north side of Katella Avenue, east of Clementine Street.

Route 83:
▪ Route 50 provides service from Fullerton to Laguna Hills ; via the I-5 Freeway and Main Street
▪ The route traverses the cities of Fullerton, Anaheim, Orange, Santa Ana, Laguna Woods, and Laguna Hills.
▪ During the weekday AM and PM peak hours, Route 83 has approximate headways of 30 minutes in the northbound and southbound directions. On the weekends the headways are approximately 30 minutes for AM and PM peak hours.
▪ The nearest bus stop s to the Project site for this route are located on the south side of Katella Avenue on the southeast corner of Harbor Boulevard at Katella Avenue and on the north side of Katella Avenue, east of Clementine Street.

Route 543:
▪ Route 543 provides service from Fullerton Transportation Center to Santa Ana; via Harbor Boulevard
▪ The route traverses the cities of Fullerton, Anaheim, Garden Grove, Santa Ana, and Costa Mesa.
▪ During the weekday AM and PM peak hours, Route 543 has approximate headways of 20 minutes in the northbound and southbound directions. There is no weekend service. ▪ The nearest bus stop to the Project site for this route is located on the east side of Harbor Boulevard on the northeast corner of Harbor Boulevard at Katella Avenue.

Anaheim Regional Transportation (ART)
Route 06 – Disney Way Line:
▪ Route 06 operates as a looping fixed route, starting and ending at the Disneyland Main Transportation Center with stops throughout the Anaheim Region ▪ The nearest bus stop to the Project site for this route is located on the north side of Katella Avenue, immediately west of the Project driveway.

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▪ Route 07 operates as a looping fixed route, starting and ending at the Disneyland Main Transportation Center with stops throughout the Anaheim Region ▪ The nearest bus stops to the Project site for this route are located on the south side of Katella Avenue on the southeast corner of Harbor Boulevard at Katella Avenue and on the north side of Katella Avenue, immediately west of the Project driveway.

Route 08 – Hotel Line:
▪ Route 08 operates as a looping fixed route, starting and ending at the Disneyland Main Transportation Center with stops throughout the Anaheim Region ▪ The nearest bus stops to the Project site for this route are located on the south side of Katella Avenue on the southeast corner of Harbor Boulevard at Katella Avenue and on the north side of Katella Avenue, immediately west of the Project driveway.

3.3 Existing Bicycle/Pedestrian Circulation
Within the vicinity of the Project site, there are no existing bicycle facilities along Katella Avenue, Harbor Boulevard, or Clementine Street.

Pedestrian circulation would be provided via existing public sidewalks along both sides of Katella Avenue, Harbor Boulevard, and Clementine Street.

3.4 Existing Traffic Volumes
Two (2) key study intersections and one (1) key roadway segment have been identified as the locations at which to evaluate existing and future traffic operating conditions. Some portion of potential project-related traffic will pass through each of these intersections /roadway segments, and their analysis will reveal the expected relative impacts of the project. These key intersections and key roadway segments were selected for evaluation based on discussions with City of Anaheim Traffic Engineering Department staff.

Existing weekday daily, AM and PM peak hour traffic volumes for the two (2) key study intersections and one (1) key roadway segment evaluated in this report were conducted by Transportation Studies, Inc. (TSI) in February 2025. Figures 3-2 and 3-3 illustrate the existing AM and PM peak hour traffic volumes at the two (2) key study intersections evaluated in this report, respectively. Figure 3-3 also presents the existing average daily traffic volumes for the one (1) key roadway segment in the vicinity of the proposed Project.

Appendix A contains the detailed peak hour count sheets for the key intersections evaluated in this report. Appendix A also contains the average daily traffic volumes for the key roadway segments.

3.5 Existing Intersection Conditions
Existing AM and PM peak hour operating conditions for the two (2) key study intersections were evaluated using the Intersection Capacity Utilization (ICU) methodology for signalized intersections.

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The ICU numerical value represents the percent signal (green) time and thus capacity, required by existing and/or future traffic. It should be noted that the ICU methodology assumes uniform traffic distribution per intersection approach lane and optimal signal timing. Per City of Anaheim requirements, the ICU calculations use a lane capacity of 1,700 vehicles per hour (vph) for through and all turn lanes. A clearance adjustment factor of 0.05 was added to each Level of Service calculation.

The ICU value translates to a Level of Service (LOS) estimate, which is a relative measure o f the intersection performance. The ICU value is the sum of the critical volume to capacity ratios at an intersection; it is not intended to be indicative of the LOS of each of the individual turning movements. The six qualitative categories of Level of Service have been defined along with the corresponding ICU value range and are shown in Table 3-1.

3.6 Volume to Capacity (V/C) Ratio Method of Analysis (Roadway Segments) Existing daily operating conditions for the one (1) key roadway segment have been investigated according to the daily volume -to-capacity (V/C) ratio of each link. The daily V/C relationship is used to estimate the LOS of the roadway segment with the volume based on the 24-hour traffic count data and the existing daily capacity based on the City’s classification of each roadway. The roadway link capacity of each street classification according to the Orange County Master Plan of Arterial Highways (MPAH) is presented in Table 3-2, along with the six corresponding service levels and associated V/C ratios.

Although the arterial segment V/C analysis provides a general assessment of overall system performance, the performance is measured on the ability to serve peak hour traffic demands. To identify deficient arterial segments, the segments that are identified as deficient under daily conditions are evaluated under peak hour conditions to evaluate the capability of serving forecast peak hour throughput.

The City of Anaheim applies the Urban Streets analysis identified in Chapter 15 of the Highway Capacity Manual to determine level of service under peak hour traffic volumes on deficient daily segments. The peak hour link analysis determines directional AM and PM peak hour V/C ratios for each link that exceeds the daily LOS threshold. The peak hour capacity is determined by using Equation 15-7 of the HCM, multiplying the mid -block number of lanes for each direction by a lane capacity of 1,900 vehicles per hour, then multiplied by the percentage of green time at the controlling signalized intersection for that arterial segment. The percentage of green time is estimated by dividing the direction V/C ratios by the total V/C ratio at signalized intersections along B-21

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3.7 Level of Service Criteria
According to the City of Anaheim’s Circulation Element and stated in the City of Anaheim Criteria for Preparation of Traffic Impact Studies , LOS D is the minimum acceptable condition that should be maintained during the morning and evening peak commute hours on all City intersections. For intersections designated as an Orange County Congestion Management Program (CMP) intersection, LOS E is the minimum acceptable condition.

The arterial roadway criteria for the City of Anaheim involves the use of average daily traffic (ADT) volume to capacity (V/C) ratios. LOS C (V/C not to exceed 0.80) is the performance standard that has been adopted for the study area circulation system by the City of Anaheim.

3.8 Existing Level of Service Results

3.8.1 Intersections
Table 3 -3 summarizes the existing peak hour service level calculations for the two (2) key study intersections based on existing traffic volumes and current street geometry. Review of Table 3-3 indicates that the two (2) key study intersections currently operate at acceptable LOS B or better during the AM and PM peak hours.

Appendix B presents the ICU/LOS calculations for the two (2) key study intersections for the AM peak hour and PM peak hour.

3.8.2 Roadway Segments
Table 3-4 summarizes the existing service level calculations for the one (1) key roadway segment based on existing 24 -hour traffic volumes and current roadway geometry. The first column (1) shows the number of lanes, the second column (2) shows the arterial classification and the third column (3) shows the existing LOS “E” capacity. The fourth column (4) shows the daily volume, V/C ratio and resulting level of service.

Review of Table 3 -4 indicates that the one (1) key roadway segment currently operate s at an acceptable service level on a daily basis.

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LEVEL OF SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONS1 Level of Service
(LOS)
Intersection Capacity
Utilization Value (V/C) Level of Service Description
A  0.60
EXCELLENT. No vehicle waits longer
than one red light, and no approach phase is
fully used.

B 0.61 – 0.70
VERY GOOD. An occasional approach
phase is fully utilized; many drivers begin
to feel somewhat restricted within groups
of vehicles.

C 0.71 – 0.80
GOOD. Occasionally drivers may have to
wait through more than one red light;
backups may develop behind turning
vehicles.

D 0.81 – 0.90
FAIR. Delays may be substantial during
portions of the rush hours, but enough
lower volume periods occur to permit
clearing of developing lines, preventing
excessive backups.

E 0.91 – 1.00
POOR. Represents the most vehicles
intersection approaches can accommodate;
may be long lines of waiting vehicles
through several signal cycles.

F > 1.00
FAILURE. Backups from nearby locations
or on cross streets may restrict or prevent
movement of vehicles out of the
intersection approaches. Potentially very
long delays with continuously increasing
queue lengths.

1 Source: Transportation Research Board Circular 212 – Interim Materials on Highway Capacity.

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ROADWAY LINK CAPACITIES2
Facility Type
Number
of Lanes
Level of Service Criteria With Associated Roadway Capacity Daily Values (VPD)
Level of Service (LOS)

A B C D E F
Principal 8-lanes
divided 45,000 52,500 60,000 67,500 75,000 --
Major 6-lanes
divided 33,900 39,400 45,000 50,600 56,300 --
Primary 4-lanes
divided 22,500 26,300 30,000 33,800 37,500 --
Secondary 4-lanes
undivided 15,000 17,500 20,000 22,500 25,000 --
Commuter
Local Arterial
2-lanes
undivided 7,500 8,800 10,000 11,300 12,500 --
V/C Ratio ≤ 0.60 0.61-0.70 0.71-0.80 0.81-0.90 0.91-1.00 ≥ 1.00 Notes:
▪ VPD = vehicles per day

2 Source: Orange County Master Plan of Arterial Highways.

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EXISTING PEAK HOUR LEVELS OF SERVICE SUMMARY
Key Intersections
Time
Period
Minimum
Acceptable
LOS
Control
Type ICU LOS

1. Harbor Boulevard at AM
E 8∅ Traffic
Signal

0.481 A
Katella Avenue PM 0.604 B

2. Clementine Street at AM
D 8∅ Traffic
Signal

0.359 A
Katella Avenue PM 0.492 A
Notes:
▪ Bold LOS values indicate adverse service levels based on City LOS standards ▪ ICU = Intersection Capacity Utilization
▪  = Phase

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EXISTING ROADWAY SEGMENT LEVEL OF SERVICE SUMMARY
Key Roadway Segment
Minimum
Acceptable LOS (1)

No. of
Existing
Lanes
(2)

Arterial
Class.
(3)

Existing
Capacity
at LOS “E”
(4)
Existing
Traffic Conditions
Daily
Volume
V/C
Ratio LOS
A. Katella Avenue, between
Harbor Boulevard and Clementine Street C 6D Major
Arterial 56,300 43,708 0.776 C
Notes:
▪ BOLD V/C ratio indicates unacceptable service level
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In order to estimate the potential unacceptable operational traffic characteristics of the proposed Project, a multi-step process has been utilized. The first step is trip generation, which estimates the total arriving and departing traffic on a peak hour and daily basis. The traffic generation potential is forecast by applying the appropriate vehicle trip generation equations or rates to the project development tabulation.

The second step of the forecasting process is trip distribution, which identifies the origins and destinations of inbound and outbound project traffic. These origins and destinations are typically based on demographics and existing/anticipated travel patterns in the study area.

The third step is traffic assignment, which involves the allocation of project traffic to study area streets and intersections. Traffic assignment is typically based on minimization of travel time, which may or may not involve the shortest route, depending on prevailing operating conditions and travel speeds. Traffic distribution patterns are indicated by general percentage orientation, while traffic assignment allocates specific volume forecasts to individual roadway links and intersection turning movements throughout the study area.

With the forecasting process complete and project traffic assignments developed, the operational traffic conditions of the proposed Project are isolated by comparing operational (LOS) conditions at selected key intersections using expected future traffic volumes with and without forecast project traffic. If necessary, the n eed for site -specific and/or cumulative local area traffic circulation improvements can then be evaluated.

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5.1 Project Traffic Generation
Traffic generation is expressed in vehicle trip ends, defined as one -way vehicular movements, either entering or exiting the generating land use. Generation equations and/or rates used in the traffic forecasting procedure are found in the 11th Edition of Trip Generation, published by the Institute of Transportation Engineers (ITE) [Washington D.C., 2021].

Table 5-1 summarizes the trip generation rates used in forecasting the vehicular trips generated by the proposed Project and also presents the forecast daily and peak hour project traffic volumes for a “typical” weekday. As shown in the upper portion of Table 5-1, the trip generation potential for the proposed Project was estimated using ITE Land Use 310: Hotel trip rates.

Review of the middle portion of Table 5-1 indicates that the proposed Project is forecast to generate approximately 943 daily trips, with 54 trips (30 inbound, 24 outbound) produced in the AM peak hour and 70 trips (36 inbound, 34 outbound) produced in the PM peak hour on a “typical” weekday.

Further review of the middle portion of Table 5-1 indicates that the current General Plan entitlement is forecast to generate approximately 575 daily trips, with 33 trips ( 18 inbound, 15 outbound) produced in the AM peak hour and 42 trips (21 inbound, 21 outbound) produced in the PM peak hour on a “typical” weekday.

As shown at the bottom of Table 5-1, comparison of the trips generated by the current General Plan entitlement to the trips generated by the proposed Project shows that the proposed Project will generate 368 greater net daily trips, 21 greater net AM peak hour trips, and 28 greater net PM peak hour trips.

5.2 Project Traffic Distribution and Assignment
Figure 5-1 presents the traffic distribution pattern for the proposed Project. Traffic volumes both entering and exiting the site have been distributed and assigned to the adjacent street system based on the following considerations:
▪ the site's proximity to major traffic carriers (i.e. Katella Avenue, Harbor Boulevard, etc.), ▪ expected localized traffic flow patterns based on adjacent street channelization and presence of traffic signals,
▪ existing intersection traffic volumes, and
▪ ingress/egress availability at the Project site.

The anticipated AM and PM peak hour traffic volumes associated with the Project are presented in Figures 5-2 and 5-3, respectively. Figure 5-3 also presents the daily project traffic volumes. The traffic volume assignments presented in Figures 5 -2 and 5-3 reflect the traffic distribution characteristics shown in Figure 5-1 and the traffic generation forecast presented in Table 5-1.

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N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx 15 5.3 Existing Plus Project Traffic Conditions
The Existing Plus Project traffic conditions have been generated based upon existing conditions and the estimated project traffic. This traffic volume scenario and the related intersection capacity analyses will identify the roadway improvements necessary to improve the direct unacceptable operational traffic conditions of the Project, if any, to an acceptable level.

Figures 5 -4 and 5-5 present projected AM and PM peak hour traffic volumes at the two (2) key study intersections and one (1) Project driveway with the addition of the trips generated by the proposed Project to existing traffic volumes, respectively. Figure 5-5 also presents the Existing Plus Project daily traffic volumes.

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PROJECT TRIP GENERATION RATES AND FORECAST3

Notes:
▪ TE/Room= Trip End per Room

3 Source: Trip Generation Manual, 11th Edition, Institute of Transportation Engineers, (ITE) [Washington, D.C. (2021)].

Daily AM Peak Hour PM Peak Hour
Project Description 2-Way Enter Exit Total Enter Exit Total Trip Generation Rates:
▪ 310: Hotel (TE/Room) 7.99 56% 44% 0.46 51% 49% 0.59
Proposed Project Trip Generation Forecast:
▪ Wyndham Hotel (118 Rooms) 943 30 24 54 36 34 70
Current General Plan Trip Generation Forecast:
▪ Wyndham Hotel (72 Rooms) 575 18 15 33 21 21 42
Proposed Project vs. Current General Plan
Net Trip Generation +368 +12 +9 +21 +15 +13 +28
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6.1 General Plan Buildout Traffic Conditions
General Plan B uildout traffic volume forecasts for the two (2) key study intersections and one (1) key roadway segment were provided by City of Anaheim Public Works Department staff . The following traffic volume scenarios were provided by City staff from the Anaheim Traffic Analysis Model (ATAM).
▪ General Plan Buildout No Project
▪ General Plan Buildout Plus Project

It should be noted that the ATAM General Plan Buildout No Project traffic scenario has 78 rooms for the site. Therefore, for the purpose of th e analysis of the General Plan Buildout Plus Project traffic scenario, an addition of 40 rooms is analyzed.

Figures 6-1 and 6-2 present the AM and PM peak hour General Plan Buildout traffic volumes at the two (2) key study intersections, respectively. Figure 6 -2 also presents the daily General Plan Buildout traffic volume.

Figures 6-3 and 6-4 present the AM and PM peak hour General Plan Buildout with Project traffic volumes at the two (2) key study intersections, respectively. Figure 6 -4 also presents the daily General Plan Buildout with Project traffic volume.

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The relative traffic circulation effects of the proposed Project during the AM peak hour/PM peak hour and daily was evaluated based on analysis of future operating conditions at the two (2) key study intersections and one (1) key roadway segment , without, then with the proposed Project. The previously discussed capacity analysis procedures were utilized to investigate the future volume -to- capacity relationships and service level characteristics at each study intersection and roadway segment. The significance of the potential traffic circulation effects of the Project at each key intersection and key roadway segment was then evaluated using the following LOS criteria and thresholds.

7.1 LOS Criteria and Thresholds

7.1.1 City of Anaheim
Deficiencies to local and regional transportation systems located in the City of Anaheim are considered significant if:

Intersections:

According to the City’s Circulation Element and stated in the City of Anaheim Criteria for Preparation of Traffic Impact Studies , LOS D is the minimum acceptable condition that should be maintained during the morning and evening peak commute hours on all City intersections. The significance of the potential traffic circulation effects of the project at each key signalized intersection is determined based on the sliding scale criteria presented in Table 7-1.

As indicated in Table 7 -1, the project -related increase in ICU value that defines a significant deficiency at signalized intersections varies with LOS. Per the City’s guidelines, a change in ICU value, within LOS C, equal to or greater than 0.050 is a significant deficiency and within LOS D, a change in ICU equal to or greater than 0.030 is also a significant deficiency. With LOS E or F, a change in ICU equal to or greater than 0.010 is considered a significant deficiency.

Roadway Segments:

LOS C (V/C not to exceed 0.80) is the performance standard that has been adopted for the study area circulation system by the City of Anaheim. Per City of Anaheim criteria, a project is deemed to have a significant deficiency if the project results in deterioration of the daily LOS to an unacceptable LOS (i.e. LOS D, E, or F) coupled with a continued deficiency under peak hour conditions. A significant deficiency is also determined by an increase in the daily V/C value of 0.01 if the segment currently operates at LOS E or F under daily without project conditions and the segment is found to be deficient under peak hour conditions. If the V/C ratio of the arterial segment under peak hour conditions is LOS E or F, improvements should be considered to improve the segment to an acceptable LOS.

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CITY OF ANAHEIM THRESHOLD CRITERIA4
Final Intersection ICU value
Level of Service
(LOS)
Project Related Increase in
ICU value Considered Significant
> 0.700 and ≤ 0.800 C equal to or greater than 0.050
> 0.800 and ≤ 0.900 D equal to or greater than 0.030
> 0.900 E/F equal to or greater than 0.010

7.1.2 Orange County Congestion Management Program (CMP) Per the Orange County Congestion Management Program (CMP) , a significant impact is identified if the project causes the CMP facility to operate worse than LOS E and increases the ICU value by more than 0.10 if the CMP facility operates at LOS F without the project.

7.2 Traffic Analysis Scenarios
The following scenarios are those for which volume/capacity calculations have been performed at the two (2) key study intersections and one (1) key roadway segment for existing plus project and General Plan Buildout traffic conditions:
(a) Existing Traffic Conditions;
(b) Existing Plus Project Traffic Conditions;
(c) Scenario (b) with Improvements, if necessary;
(d) General Plan Buildout Traffic Conditions;
(e) General Plan Buildout Plus Project Traffic Conditions; and (f) Scenario (e) with Improvements, if necessary.

4 Source: City of Anaheim Criteria for Preparation of Traffic Impact Studies.

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N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx 20 8.0 EXISTING PLUS PROJECT ANALYSIS
The following summarizes the “Existing Plus Project” level of service results for the two (2) key study intersections and one (1) key roadway segment.

8.1 Intersections
Table 8-1 summarizes the peak hour level of service results at the two (2) key study intersections for Existing Plus Project traffic conditions. The first column (1) of ICU and LOS values in Table 8-1 presents a summary of existing AM and PM peak hour traffic conditions (which were also presented in Table 3 -3). The second column (2) lists Existing Plus Project traffic conditions. The third column (3) shows the increase in ICU value due to the added peak hour project trips and indicates whether the traffic associated with the Project will cause an operational deficiency based on the LOS criteria defined in this report . The fourth column (4) indicates the anticipated operating conditions with implementation of recommended improvements.

8.1.1 Existing Plus Project Traffic Conditions
Review of columns (2) and (3) of Table 8 -1 indicates that traffic associated with the proposed Project will not cause an operational deficiency at any of the two (2) key study intersections when compared to the LOS standards defined in this report . The two (2) key study intersections currently operate and are forecast to continue to operate at an acceptable LOS B or better during the AM and PM peak hours with the addition of Project generated traffic to existing traffic.

Appendix B also presents the Existing Plus Project ICU/LOS calculations for the two (2) key study intersections for the AM peak hour and PM peak hour.

8.2 Roadway Segments
Table 8 -2 summarizes the roadway segment level of service results at the one (1) key roadway segment for Existing Plus Project traffic conditions. The first column (1) shows the number of lanes, the second column (2) shows the arterial classification , and the third column (3) shows the existing LOS “E” capacity. The fourth column (4) presents a summary of existing daily traffic conditions (which were also presented in Table 3 -4). The fifth column (5) lists Existing Plus Project daily traffic conditions. Column (5) also shows the increase in V/C ratio value due to the added daily Project trips and indicates whether the traffic associated with the Project will cause an operational deficiency based on the LOS criteria defined in this report.

8.2.1 Existing Plus Project Traffic Conditions
Review of column (5) of Table 8-2 indicates that traffic associated with the proposed Project will not cause an operational deficiency at the one (1) key roadway segment when compared to the LOS standards defined in this report. The one (1) key roadway segment is forecast to continue to operate at an acceptable LOS C or better on a daily basis with the addition of Project generated traffic to existing traffic.

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LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx 21 TABLE 8-1

EXISTING PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY Key Intersection

Time
Period
Minimum
Acceptable LOS (1)

Existing
Traffic Conditions
(2)

Existing Plus Project
Traffic Conditions
(3)

Operational
Deficiency
(4)
Existing Plus Project
Plus Improvements
Traffic Conditions
ICU LOS ICU LOS Increase Yes/No ICU LOS

1. Harbor Boulevard at AM
E

0.481 A 0.484 A 0.003 No -- --
Katella Avenue PM 0.604 B 0.605 B 0.001 No -- --

2. Clementine Street at AM
D

0.359 A 0.360 A 0.001 No -- --
Katella Avenue PM 0.492 A 0.496 A 0.004 No -- --
Notes:
▪ Bold LOS values indicate adverse service levels based on City LOS standards ▪ ICU = Intersection Capacity Utilization

B-44

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx 22 TABLE 8-2

EXISTING PLUS PROJECT ROADWAY SEGMENT LEVEL OF SERVICE SUMMARY Key Roadway Segment
Minimum
Acceptable LOS (1)

No. of
Existing
Lanes
(2)

Arterial
Classification
(3)

Existing
Capacity
at LOS “E”
(4)
Existing
Traffic Conditions
(5)
Existing Plus Project
Traffic Conditions
Daily
Volume
V/C
Ratio LOS
Daily
Volume
V/C
Ratio LOS Increase
Adverse
(Yes/No)
A. Katella Avenue, between
Harbor Boulevard and Clementine Street C 6D Major
Arterial 56,300 43,708 0.776 C 44,076 0.783 C 0.007 No
Notes:
▪ BOLD V/C ratio indicates unacceptable service level

B-45

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx 23 9.0 GENERAL PLAN BUILDOUT PLUS PROJECT ANALYSIS
The following summarizes the “ General Plan Buildout Plus Project” level of service results for the two (2) key study intersections and one (1) key roadway segment.

9.1 Intersections
Table 9-1 summarizes the peak hour level of service results at the two (2) key study intersections for General Plan Buildout traffic conditions. The first column (1) of ICU values in Table 9-1 presents a summary of existing AM and PM peak hour traffic conditions (which were also presented in Table 3-3). The second column (2) lists General Plan Buildout traffic conditions. The third column (3) presents General Plan Buildout traffic conditions with the addition of Project traffic. The fourth column (4) shows the increase in ICU value due to the added peak hour project trips and indicates whether the traffic associated with the Project will cause an operational deficiency based on the LOS criteria defined in this report . The fifth column (5) indicates the anticipated level of service with recommended improvements.

9.1.1 General Plan Buildout Traffic Conditions
Review of column (2) of Table 9-1 shows that the intersection of Harbor Boulevard at Katella Avenue is forecast to operate at unacceptable LOS E during the PM peak hour. The remaining one (1) key study intersection is forecast to operate at acceptable LOS D or better during the AM and PM peak hours.

9.1.2 General Plan Buildout Plus Project Traffic Conditions Review of columns (3) and (4) of Table 9-1 indicates that traffic associated with the proposed Project will not cause an operational deficiency at any of the two (2) key study intersections when compared to the LOS standards defined in this report . The two (2) key study intersection s are forecast to continue to operate at an acceptable LOS with the addition of project generated traffic to General Plan Buildout traffic conditions.

Appendix B also presents the General Plan Buildout ICU/LOS calculations for the two (2) key study intersections for the AM peak hour and PM peak hour.

9.2 Roadway Segments
Table 9-2 summarizes the roadway segment level of service results at the one (1) key roadway segment for General Plan Buildout traffic conditions. The first column (1) shows the number of lanes, the second column (2) shows the arterial classification and the third column (3) shows the LOS “E” capacity. The fourth column (4) presents a summary of General Plan Buildout daily traffic conditions. The fifth column (5) lists General Plan Buildout daily traffic conditions with the addition of Project traffic . Column (5) also shows the increase in V/C ratio value due to the added daily project trips and indicates whether the traffic associated with the Project will cause an operational deficiency based on the LOS criteria defined in this report.

B-46

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx 24 9.2.1 General Plan Buildout Traffic Conditions
An analysis of projected General Plan Buildout without project traffic conditions indicates that the roadway segment of Katella Avenue, between Harbor Boulevard and Clementine Street, is forecast to operate at an unacceptable LOS D.

9.2.2 General Plan Buildout Plus Project Traffic Conditions Review of column (5) of Table 10-2 indicates that traffic associated with the proposed Project will not cause an operational deficiency at the one (1) key roadway segment when compared to the LOS standards defined in this report. Although the roadway segment of Katella Avenue, between Harbor Boulevard and Clementine Street, is forecast to operate at an unacceptable LOS D, the Project is expected to add less than the allowable thresholds to the V/C value.

B-47

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx 25 TABLE 9-1

GENERAL PLAN BUILDOUT PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY Key Intersection

Time
Period
Minimum
Acceptable LOS (1)

Existing
Traffic Conditions
(2)

General Plan
Buildout
Traffic Conditions
(3)
General Plan
Buildout
Plus Project
Traffic Conditions
(4)

Operational
Deficiency
(5)
General Plan
Buildout
Plus Project
Plus Improvements
ICU LOS ICU LOS ICU LOS Increase Yes/No ICU LOS

1. Harbor Boulevard at AM
E

0.481 A 0.668 B5 0.670 B 0.002 No -- --
Katella Avenue PM 0.604 B 0.924 E5 0.925 E 0.001 No -- --

2. Clementine Street at AM
D

0.359 A 0.528 A5 0.528 A 0.000 No -- --
Katella Avenue PM 0.492 A 0.702 C5 0.705 C 0.003 No -- -- Notes:
▪ Bold LOS values indicate adverse service levels based on City LOS standards ▪ ICU = Intersection Capacity Utilization

5 Includes planned improvements along Katella Avenue.

B-48

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx 26 TABLE 9-2

GENERAL PLAN BUILDOUT PLUS PROJECT ROADWAY SEGMENT LEVEL OF SERVICE SUMMARY Key Roadway Segment
Minimum
Acceptable LOS (1)

No. of
Existing
Lanes
(2)

Arterial
Classification
(3)

Existing
Capacity
at LOS “E”
(4)
General Plan Buildout
Traffic Conditions
(5)
General Plan Buildout Plus Project
Traffic Conditions
Daily
Volume
V/C
Ratio LOS
Daily
Volume
V/C
Ratio LOS Inc.

Adverse
(Yes/No)
A. Katella Avenue, between
Harbor Boulevard and Clementine Street C 8D6 Principal
Arterial 75,000 63,900 0.852 D 64,220 0.856 D 0.004 No
Notes:
▪ BOLD V/C ratio indicates unacceptable service level

6 Includes planned improvements along Katella Avenue.

B-49

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx

27 10.0 AREA-WIDE TRAFFIC IMPROVEMENTS
For those intersections and roadway segments where projected traffic volumes are expected to result in unacceptable operational LOS conditions, this report recommends traffic improvements that change the intersection and/or roadway segments geometry to increase capacity. These capacity improvements involve roadway widening and/or re -striping to reconfigure (add lanes) roadways to specific approaches of a key intersection and/or roadway segment. The identified improvements are expected to:
▪ Address the deficiencies of existing traffic, Project traffic and future non -project (ambient traffic growth and cumulative) traffic, and
▪ Improve Levels of Service to an acceptable range and/or to pre-project conditions.

10.1 Planned Improvements
Figure 10-1 presents the planned traffic improvements for the key study intersections for General Plan Buildout traffic conditions. These improvements are discussed in more detail in the section below.

10.1.1 Intersections
The following planned improvements are associated with the General Plan Buildout of the City’s Circulation Element and have been included in the General Plan Buildout and General Plan Buildout Plus Project traffic conditions:
▪ 1. Harbor Boulevard at Katella Avenue: Widen and restripe the west leg of the intersection to convert the exclusive eastbound right -turn lane to a shared eastbound through/right-turn lane and provide a fourth westbound departure lane . Widen and restripe the east leg of the intersection to convert the exclusive westbound right -turn lane to a shared westbound through/right-turn lane. Modify the existing traffic signal. ▪ 2. Clementine Street at Katella Avenue: Widen and restripe the west leg of the intersection to convert the exclusive eastbound right -turn lane to a shared eastbound through/right-turn lane. Widen and restripe the east leg of the intersection to convert the exclusive westbound right -turn lane to a shared westbound through/right -turn lane and provide a fourth eastbound departure lane. Modify the existing traffic signal.

10.1.2 Roadway Segments
The following planned improvements are associated with the General Plan Buildout of the City’s Circulation Element and have been included in the General Plan Buildout and General Plan Buildout Plus Project traffic conditions:
▪ A. Katella Avenue, between Harbor Boulevard and Clementine Street: Widen and restripe the roadway from six travel lanes to eight travel lanes.

B-50

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

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28 10.2 Existing Plus Project Recommended Improvements

10.2.1 Intersections
The results of the intersection capacity analysis presented previously in Table 8 -1 show that the proposed Project will not cause an operational deficiency at any of the two (2) key study intersections under the Existing Plus Project traffic scenario. As such, no improvements are required under this traffic scenario.

10.2.2 Roadway Segments
The results of the Existing Plus Project daily roadway segment analysis presented previously in Table 8-2 indicate that the proposed Project will not cause an operational deficiency at the one (1) key roadway segment. As such, no improvements are required under this traffic scenario.

10.3 General Plan Buildout Plus Project Recommended Improvements

10.3.1 Intersections
The results of the intersection capacity analysis presented previously in Table 9-1 show that the proposed Project will not cause an operational deficiency at a ny of the two (2) key study intersections under the General Plan Buildout Plus Project traffic scenario. As such, no improvements are required under this traffic scenario.

10.3.2 Roadway Segments
The results of the General Plan Buildout Plus Project daily roadway segment analysis presented previously in Table 9-2 indicate that the proposed Project will not cause an operational deficiency at the one (1) key roadway segment. As such, no improvements are required under this traffic scenario.

B-51
B-52

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx

29 11.0 CONGESTION MANAGEMENT PROGRAM (CMP)
This analysis is consistent with the requirements and procedures outlined in the current Orange County Congestion Management Program (CMP). The CMP requires that a traffic impact analysis be conducted for any project generating 2,400 or more daily trips, or 1,600 or more daily trips for projects that directly access the CMP Highway System (HS).

The Project has direct access to any streets of the CMPHS. Therefore, the appropriate threshold to be applied in this analysis is 1,600 daily trips. As noted in Section 5.0 of this traffic study, the proposed Project is forecast to generate approximately 943 daily trip-ends (368 additional daily trip-ends) and therefore does not require a CMP traffic analysis. The data provided below for the CMP intersection is for informational purposes.

There is one (1) key study intersection within the Project vicinity that is a CMP intersection, which is as follows:

Study Intersection Location
1 Harbor Boulevard at Katella Avenue
Tables 11-1 and 11-2 present the Existing Plus Project and General Plan Buildout Plus Project level of service results based on the CMP thresholds, respectively. Per the CMP, a significant impact is identified if the project causes the CMP facility to operate worse than LOS E and increases the ICU value by more than 0.10 if the CMP facility operates at LOS F without the project.

Review of Table 11-1 shows that the Project will not impact the CMP location under Existing Plus Project traffic conditions.

Review of Table 11-2 show that the Project will not impact the CMP location under General Plan Buildout Plus Project traffic conditions.

B-53

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx

30 TABLE 11-1
EXISTING PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY – CMP Key Intersections
Minimum
Acceptable
LOS

Time
Period
(1)

Existing
Traffic Conditions
(2)
Existing
Plus Project
Traffic Conditions
(3)

CMP Impact

ICU LOS ICU LOS
ICU
Increase Yes/No

1. Harbor Boulevard at
E
AM 0.481 A 0.484 A 0.003 No
Katella Avenue PM 0.604 B 0.605 B 0.001 No

Notes:
▪ BOLD ICU/LOS values indicate unacceptable service level

B-54

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx

31 TABLE 11-2
GENERAL PLAN BUILDOUT PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY – CMP Key Intersections
Minimum
Acceptable
LOS

Time
Period
(1)

General Plan
Buildout
Traffic Conditions
(2)
General Plan
Buildout
Plus Project
Traffic Conditions
(3)

CMP Impact

ICU LOS ICU LOS
ICU
Increase Yes/No

1. Harbor Boulevard at
E
AM 0.668 B 0.670 B 0.002 No
Katella Avenue PM 0.924 E 0.925 E 0.001 No

Notes:
▪ BOLD ICU/LOS values indicate unacceptable service level

B-55

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx

32 12.0 VMT ASSESSMENT
On December 28, 2018, the California Natural Resources Agency adopted revised CEQA Guidelines. Among the changes to the guidelines was the removal of vehicle delay and LOS from consideration for transportation impacts under CEQA. With the adopted guidelines, transportation impacts are to be evaluated based on a project’s effect on vehicle miles traveled. The new guidelines must be used starting July 1, 2020, as required in CEQA section 15064.3. The City of Anaheim recently adopted new traffic impact criteria in Ju ne 2020 to be consistent with the CEQA revisions.

These new guidelines are contained within the City of Anaheim Traffic Impact Analysis Guidelines for California Environmental Quality Act Analysis , dated June 2020, and provide screening criteria and methodology for VMT analysis.

Per the City of Anaheim Traffic Impact Analysis Guidelines for California Environmental Quality Act Analysis , there are three types of screening to screen projects from project -level VMT assessments. The three screening types are described below. The result of each screening type applied to the proposed Project is also discussed. It should be noted that the Project only needs to satisfy one of the three screening types.

Type 1: Transit Priority Area (TPA) Screening
Projects located within a transit priority area (TPA) may be presumed to have a less than significant impact absent substantial evidence to the contrary. This presumption may NOT be appropriate if the project:

1. Has a Floor Area Ratio (FAR) of less than 0.75;

2. Includes more parking for use by residents, customers, or employees of the project than required by the jurisdiction (if the jurisdiction requires the project to supply parking);

3. Is inconsistent with the applicable Sustainable Communities Strategy (as determined by the lead agency, with input from the Metropolitan Planning Organization); or

4. Replaces affordable residential units with a smaller number of moderate - or high-income residential units.

To identify if the project is in a TPA, the analyst shall refer to Attachment A which provides a map of TPAs in Anaheim.
➢ Based on Attachment A, Transit Priority Areas (TPAs) in Anaheim, of the City guidelines, the Project site is located within a Transit Priority Area (TPA) . The proposed Project has a Floor Area Ratio (FAR) greater than 0.75 and will not provide more parking than City -code parking requirements. The Project is consistent with the Sustainable Communities Strategy and will not replace affordable housing. Therefore, Project Screening Type 1: Transit Priority Area (TPA) Screening is satisfied, and this project could be screened from a VMT analysis and could be presumed to have a less than significant impact on VMT per the City’s guidelines . It should be noted that the intersection of Harbor Boulevard at Katella Avenue is at an intersection of two (2) High Quality Transit Corridors (HQTCs), making this location a major transit stop.

B-56

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx

33 Screenshot #1. Transit Priority Areas (TPAs) in Anaheim Type 2: Low VMT Area Screening
Residential and office projects located within a low VMT-generating area may be presumed to have a less than significant impact absent substantial evidence to the contrary. Other employment- related and mixed-use land use projects may qualify for the use of screening if the project can reasonably be expected to generate VMT per service population that is similar to the existing land uses in the low VMT area. This presumption may not be appropriate if the project land uses would alter the existing built environment in such a way as to increase the rate or length of vehicle trips.

To identify if the project is in a low -VMT generating area, the analyst shall refer to Attachment B which provides a map of low VMT -generating zones in Anaheim as compared to the County. A low VMT-generating area produces VMT per service population that is 15% below the County average.

Additionally, as noted above, the analyst must identify if the project is consistent with the existing land use within that TAZ and use professional judgement that there is nothing unique about the project that would otherwise be mis-represented utilizing the data from the travel demand model. ➢ Based on Attachment B, Daily VMT per Service Population in Anaheim TAZs as Compared to the Orange County Average (2016), of the City guidelines, the Project site is located within a TAZ that is higher than the Orange County average. Therefore, Project Screening Type 2: Low VMT Area Screening is not satisfied.

B-57

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\4608-8 Wyndham Hotel Project, Anaheim TIA, 5-27-25.docx

34 Screenshot #2. Daily VMT Per Service Population in Anaheim TAZs as Compared to the Orange County Average (2016) Type 3: Project Type Screening
Some project types are presumed to have a less than significant transportation impact absent substantial evidence to the contrary as their uses are local serving in nature. Local serving retail generally improves the convenience of shopping close to home and has the effect of reducing vehicle travel. The following uses can be screened from project-level assessment as they are presumed to have a less than significant impact due to their local serving nature:
▪ Local-serving K-12 schools
▪ Pocket, neighborhood and community parks as defined by the General Plan ▪ Day care centers
▪ Local-serving retail uses less than 50,000 square feet, including:
o Alcoholic Beverage Sales (Off-Sale and On-Sale)
o Animal-Grooming and Animal-Boarding
o Automotive Washing
o Automotive-Parts Sales
o Automotive-Repair and Modification (Major and Minor)
o Automotive-Service Stations
o Business & Financial Services
o Commercial Retail Centers (Large and Small)
o Computer Internet & Amusement Facilities
B-58

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2.22.4608.8 Wyndham Hotel Project, Anaheim

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35 o Convenience Stores
o Dance & Fitness Studios (Large and Small)
o Drive-Through Facilities
o Equipment Rental (Large and Small)
o Group Care Facilities
o Gym
o Markets (Large and Small)
o Personal Services-General
o Plant Nurseries
o Restaurants (Full Service, General and Outdoor dining) o Retail Sales (General, Kiosks, Outdoor and Used Merchandise) o Self-Storage
o Wine Bar
▪ Student housing projects on or adjacent to college campuses ▪ Community and Religious Assembly Uses
▪ Public Services
▪ Local-serving community colleges that are consistent with the assumptions noted in the

RTP/SCS
▪ Affordable or supportive housing
▪ Convalescent & Rest Homes
▪ Senior housing (as defined by HUD)
▪ Projects generating less than 110 daily vehicle trips ➢ As stated previously, the proposed Project will increase the number of rooms allowed on site from 72 rooms to 118 rooms (an addition of 46 rooms). Therefore, based on the Type 3: Project Type Screening is not satisfied.

12.1 VMT Analysis Conclusion
Based on the City’s guidelines, the proposed Project satisfies Type 1: Transit Priority Area (TPA) Screening. Therefore, this project could be screened from a VMT analysis and could be presumed to have a less than significant impact on VMT per the City’s guidelines.

B-59

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-22-4608-8 Wyndham Hotel Project, Anaheim
N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\Appendix\4608-8 Dividers.doc

APPENDIX A

EXISTING TRAFFIC COUNT DATA
A-1
B-60

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino
N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\Appendix\4608-8 Sub-Dividers.doc

APPENDIX A-I

INTERSECTIONS

A-2
B-61
File Name : H2502001
Site Code : 00000000
Start Date : 2/4/2025
Page No : 1
City: ANAHEIM
N-S Direction: HARBOR BOULEVARD
E-W Direction: KATELLA AVENUE
Groups Printed- Turning Movement Count

HARBOR BOULEVARD
Southbound

KATELLA AVENUE
Westbound

HARBOR BOULEVARD
Northbound

KATELLA AVENUE
Eastbound
Start Time Right Thru Left U Turns Right Thru Left U Turns Right Thru Left U Turns Right Thru Left U Turns Int. Total 07:00 31 90 12 3 15 271 42 0 12 80 16 3 17 189 31 10 822 07:15 22 78 10 3 20 280 40 0 20 83 23 8 27 211 19 9 853 07:30 32 101 25 4 14 300 42 4 23 92 25 5 26 219 32 6 950 07:45 33 130 9 6 13 330 53 2 29 104 36 5 28 224 26 6 1034 Total 118 399 56 16 62 1181 177 6 84 359 100 21 98 843 108 31 3659 08:00 36 89 8 9 12 226 59 4 27 96 31 3 41 298 26 14 979 08:15 39 110 20 1 23 216 63 8 28 71 24 3 32 280 30 17 965 08:30 43 130 19 7 17 244 57 6 30 99 40 2 41 234 26 14 1009 08:45 50 137 21 11 16 275 84 8 28 70 33 5 33 239 36 15 1061 Total 168 466 68 28 68 961 263 26 113 336 128 13 147 1051 118 60 4014 16:00 34 111 24 2 25 286 43 2 40 164 27 5 24 302 56 11 1156 16:15 31 99 9 1 28 366 52 3 41 158 34 3 27 317 45 21 1235 16:30 37 147 14 11 20 307 44 3 65 224 49 4 43 315 54 13 1350 16:45 20 120 7 3 33 338 48 6 47 216 36 3 51 321 69 23 1341 Total 122 477 54 17 106 1297 187 14 193 762 146 15 145 1255 224 68 5082 17:00 41 160 17 8 32 371 45 5 57 202 48 2 55 335 59 11 1448 17:15 19 102 5 2 22 352 58 5 93 244 43 5 45 344 70 14 1423 17:30 10 65 17 1 47 287 43 3 61 180 34 2 37 322 38 7 1154 17:45 44 157 16 6 27 329 53 3 73 224 37 4 37 317 43 12 1382 Total 114 484 55 17 128 1339 199 16 284 850 162 13 174 1318 210 44 5407 Grand Total 522 1826 233 78 364 4778 826 62 674 2307 536 62 564 4467 660 203 18162 Apprch % 19.6 68.7 8.8 2.9 6 79.2 13.7 1 18.8 64.5 15 1.7 9.6 75.8 11.2 3.4 Total % 2.9 10.1 1.3 0.4 2 26.3 4.5 0.3 3.7 12.7 3 0.3 3.1 24.6 3.6 1.1 Transportation Studies, Inc
2640 Walnut Avenue, Suite L
Tustin, CA. 92780
A-3
B-62
File Name : H2502001
Site Code : 00000000
Start Date : 2/4/2025
Page No : 2
City: ANAHEIM
N-S Direction: HARBOR BOULEVARD
E-W Direction: KATELLA AVENUE

HARBOR BOULEVARD
Southbound

KATELLA AVENUE
Westbound

HARBOR BOULEVARD
Northbound

KATELLA AVENUE
Eastbound
Start Time Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Int. Total
Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00
08:00 36 89 8 9 142 12 226 59 4 301 27 96 31 3 157 41 298 26 14 379 979 08:15 39 110 20 1 170 23 216 63 8 310 28 71 24 3 126 32 280 30 17 359 965 08:30 43 130 19 7 199 17 244 57 6 324 30 99 40 2 171 41 234 26 14 315 1009 08:45 50 137 21 11 219 16 275 84 8 383 28 70 33 5 136 33 239 36 15 323 1061 Total Volume 168 466 68 28 730 68 961 263 26 1318 113 336 128 13 590 147 1051 118 60 1376 4014 % App. Total 23 63.8 9.3 3.8 5.2 72.9 20 2 19.2 56.9 21.7 2.2 10.7 76.4 8.6 4.4 PHF .840 .850 .810 .636 .833 .739 .874 .783 .813 .860 .942 .848 .800 .650 .863 .896 .882 .819 .882 .908 .946

HARBOR BOULEVARD

KATELLA AVENUE

KATELLA AVENUE

HARBOR BOULEVARD
Right
168
Thru
466
Left
68 U
Turns
28 InOut Total
522 730 1252
Right
68 Thru
961
Left
263
U
Turns
26 OutTotal In
1232 1318 2550
Left
128
Thru
336
Right
113
U
Turns
13 Out TotalIn
876 590 1466
Left
118
Thru
1051
Right
147
U
Turns
60 TotalOut In
1257 1376 2633
Peak Hour Begins at 08:00

Turning Movement Count
Peak Hour Data
North
Transportation Studies, Inc
2640 Walnut Avenue, Suite L
Tustin, CA. 92780
A-4
B-63
File Name : H2502001
Site Code : 00000000
Start Date : 2/4/2025
Page No : 3
City: ANAHEIM
N-S Direction: HARBOR BOULEVARD
E-W Direction: KATELLA AVENUE

HARBOR BOULEVARD
Southbound

KATELLA AVENUE
Westbound

HARBOR BOULEVARD
Northbound

KATELLA AVENUE
Eastbound
Start
Time Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Int. Total
Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 16:30
16:30 37 147 14 11 209 20 307 44 3 374 65 224 49 4 342 43 315 54 13 425 1350 16:45 20 120 7 3 150 33 338 48 6 425 47 216 36 3 302 51 321 69 23 464 1341 17:00 41 160 17 8 226 32 371 45 5 453 57 202 48 2 309 55 335 59 11 460 1448 17:15 19 102 5 2 128 22 352 58 5 437 93 244 43 5 385 45 344 70 14 473 1423 Total Volume 117 529 43 24 713 107 1368 195 19 1689 262 886 176 14 1338 194 1315 252 61 1822 5562 % App. Total 16.4 74.2 6 3.4 6.3 81 11.5 1.1 19.6 66.2 13.2 1 10.6 72.2 13.8 3.3 PHF .713 .827 .632 .545 .789 .811 .922 .841 .792 .932 .704 .908 .898 .700 .869 .882 .956 .900 .663 .963 .960

HARBOR BOULEVARD

KATELLA AVENUE

KATELLA AVENUE

HARBOR BOULEVARD
Right
117
Thru
529
Left
43 U
Turns
24 InOut Total
1245 713 1958
Right
107
Thru
1368
Left
195
U
Turns
19 OutTotal In
1620 1689 3309
Left
176
Thru
886
Right
262
U
Turns
14 Out TotalIn
918 1338 2256
Left
252
Thru
1315
Right
194
U
Turns
61 TotalOut In
1661 1822 3483
Peak Hour Begins at 16:30

Turning Movement Count
Peak Hour Data
North
Transportation Studies, Inc
2640 Walnut Avenue, Suite L
Tustin, CA. 92780
A-5
B-64
File Name : H2502002
Site Code : 00000000
Start Date : 2/4/2025
Page No : 1
City: ANAHEIM
N-S Direction: CLEMENTINE STREET
E-W Direction: KATELLA AVENUE
Groups Printed- Turning Movement Count

CLEMENTINE STREET
Southbound

KATELLA AVENUE
Westbound

CLEMENTINE STREET
Northbound

KATELLA AVENUE
Eastbound
Start Time Right Thru Left U Turns Right Thru Left U Turns Right Thru Left U Turns Right Thru Left U Turns Int. Total 07:00 21 19 8 0 13 162 6 1 0 10 5 0 5 236 7 0 493
07:15 19 6 15 1 12 224 3 2 5 13 3 0 5 335 14 0 657
07:30 29 12 12 0 19 231 4 5 3 9 1 0 7 279 29 0 640
07:45 20 10 14 2 30 282 4 2 2 8 4 0 1 287 28 0 694
Total 89 47 49 3 74 899 17 10 10 40 13 0 18 1137 78 0 2484 08:00 31 10 14 0 17 238 3 5 0 8 2 0 2 304 15 0 649
08:15 32 8 9 3 15 255 2 2 3 10 3 0 0 243 29 0 614
08:30 39 13 5 0 29 319 1 5 1 8 0 0 2 238 14 0 674
08:45 36 9 18 3 22 356 2 4 2 8 2 0 6 181 19 0 668
Total 138 40 46 6 83 1168 8 16 6 34 7 0 10 966 77 0 2605 16:00 46 5 17 9 16 273 1 3 10 7 8 0 2 326 17 0 740
16:15 42 11 19 1 23 366 1 1 13 8 7 0 1 265 11 0 769
16:30 42 8 32 2 26 346 2 4 19 10 5 0 3 340 38 0 877
16:45 46 11 19 4 29 357 1 4 10 11 6 0 1 317 19 0 835
Total 176 35 87 16 94 1342 5 12 52 36 26 0 7 1248 85 0 3221 17:00 52 8 26 4 20 408 1 4 11 5 5 0 1 312 38 0 895
17:15 45 12 27 4 17 331 0 6 8 12 6 0 0 351 33 0 852
17:30 62 16 25 2 35 293 1 6 11 14 8 0 0 329 28 0 830
17:45 61 20 19 4 31 307 3 5 17 10 10 0 0 362 30 0 879
Total 220 56 97 14 103 1339 5 21 47 41 29 0 1 1354 129 0 3456 Grand Total 623 178 279 39 354 4748 35 59 115 151 75 0 36 4705 369 0 11766 Apprch % 55.7 15.9 24.9 3.5 6.8 91.4 0.7 1.1 33.7 44.3 22 0 0.7 92.1 7.2 0 Total % 5.3 1.5 2.4 0.3 3 40.4 0.3 0.5 1 1.3 0.6 0 0.3 40 3.1 0 Transportation Studies, Inc
2640 Walnut Avenue, Suite L
Tustin, CA. 92780
A-6
B-65
File Name : H2502002
Site Code : 00000000
Start Date : 2/4/2025
Page No : 2
City: ANAHEIM
N-S Direction: CLEMENTINE STREET
E-W Direction: KATELLA AVENUE

CLEMENTINE STREET
Southbound

KATELLA AVENUE
Westbound

CLEMENTINE STREET
Northbound

KATELLA AVENUE
Eastbound
Start Time Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Int. Total
Peak Hour Analysis From 07:00 to 11:45 - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15
07:15 19 6 15 1 41 12 224 3 2 241 5 13 3 0 21 5 335 14 0 354 657 07:30 29 12 12 0 53 19 231 4 5 259 3 9 1 0 13 7 279 29 0 315 640 07:45 20 10 14 2 46 30 282 4 2 318 2 8 4 0 14 1 287 28 0 316 694 08:00 31 10 14 0 55 17 238 3 5 263 0 8 2 0 10 2 304 15 0 321 649 Total Volume 99 38 55 3 195 78 975 14 14 1081 10 38 10 0 58 15 1205 86 0 1306 2640 % App. Total 50.8 19.5 28.2 1.5 7.2 90.2 1.3 1.3 17.2 65.5 17.2 0 1.1 92.3 6.6 0 PHF .798 .792 .917 .375 .886 .650 .864 .875 .700 .850 .500 .731 .625 .000 .690 .536 .899 .741 .000 .922 .951

CLEMENTINE STREET

KATELLA AVENUE

KATELLA AVENUE

CLEMENTINE STREET
Right
99 Thru
38 Left
55 U
Turns
3 InOut Total
202 195 397
Right
78 Thru
975
Left
14 U
Turns
14 OutTotal In
1270 1081 2351
Left
10 Thru
38 Right
10 U
Turns
0 Out TotalIn
67 58 125
Left
86 Thru
1205
Right
15 U
Turns
0 TotalOut In
1084 1306 2390
Peak Hour Begins at 07:15

Turning Movement Count
Peak Hour Data
North
Transportation Studies, Inc
2640 Walnut Avenue, Suite L
Tustin, CA. 92780
A-7
B-66
File Name : H2502002
Site Code : 00000000
Start Date : 2/4/2025
Page No : 3
City: ANAHEIM
N-S Direction: CLEMENTINE STREET
E-W Direction: KATELLA AVENUE

CLEMENTINE STREET
Southbound

KATELLA AVENUE
Westbound

CLEMENTINE STREET
Northbound

KATELLA AVENUE
Eastbound
Start
Time Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Int. Total
Peak Hour Analysis From 12:00 to 17:45 - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 16:30
16:30 42 8 32 2 84 26 346 2 4 378 19 10 5 0 34 3 340 38 0 381 877 16:45 46 11 19 4 80 29 357 1 4 391 10 11 6 0 27 1 317 19 0 337 835 17:00 52 8 26 4 90 20 408 1 4 433 11 5 5 0 21 1 312 38 0 351 895 17:15 45 12 27 4 88 17 331 0 6 354 8 12 6 0 26 0 351 33 0 384 852 Total Volume 185 39 104 14 342 92 1442 4 18 1556 48 38 22 0 108 5 1320 128 0 1453 3459 % App. Total 54.1 11.4 30.4 4.1 5.9 92.7 0.3 1.2 44.4 35.2 20.4 0 0.3 90.8 8.8 0 PHF .889 .813 .813 .875 .950 .793 .884 .500 .750 .898 .632 .792 .917 .000 .794 .417 .940 .842 .000 .946 .966

CLEMENTINE STREET

KATELLA AVENUE

KATELLA AVENUE

CLEMENTINE STREET
Right
185
Thru
39 Left
104
U
Turns
14 InOut Total
258 342 600
Right
92 Thru
1442
Left
4 U
Turns
18 OutTotal In
1472 1556 3028
Left
22 Thru
38 Right
48 U
Turns
0 Out TotalIn
48 108 156
Left
128
Thru
1320
Right
5 U
Turns
0 TotalOut In
1649 1453 3102
Peak Hour Begins at 16:30

Turning Movement Count
Peak Hour Data
North
Transportation Studies, Inc
2640 Walnut Avenue, Suite L
Tustin, CA. 92780
A-8
B-67
File Name : H2502003
Site Code : 00000000
Start Date : 2/4/2025
Page No : 1
City: ANAHEIM
N-S Direction: WYNDAM HOTEL DRIVEWAY
E-W Direction: KATELLA AVENUE
Groups Printed- Turning Movement Count

WYNDAM HOTEL

DRIVEWAY
Southbound

KATELLA AVENUE
Westbound

DEAD END
Northbound

KATELLA AVENUE
Eastbound
Start Time Right Thru Left U Turns Right Thru Left U Turns Right Thru Left U Turns Right Thru Left U Turns Int. Total 07:00 1 0 0 0 0 213 0 0 0 0 0 0 0 286 0 0 500
07:15 0 0 0 0 0 252 0 0 0 0 0 0 0 326 0 0 578
07:30 2 0 0 0 3 276 0 0 0 0 0 0 0 367 0 0 648
07:45 0 0 0 0 1 308 0 0 0 0 0 0 0 378 0 0 687
Total 3 0 0 0 4 1049 0 0 0 0 0 0 0 1357 0 0 2413
08:00 1 0 0 0 3 298 0 0 0 0 0 0 0 336 0 0 638
08:15 2 0 0 0 0 291 0 0 0 0 0 0 0 334 0 0 627
08:30 0 0 0 0 2 293 0 0 0 0 0 0 0 242 0 0 537
08:45 1 0 0 0 1 421 0 0 0 0 0 0 0 262 0 0 685
Total 4 0 0 0 6 1303 0 0 0 0 0 0 0 1174 0 0 2487
16:00 1 0 0 0 1 368 0 0 0 0 0 0 0 385 0 0 755
16:15 1 0 0 0 1 432 0 0 0 0 0 0 0 325 0 0 759
16:30 2 0 0 0 1 377 0 0 0 0 0 0 0 401 0 0 781
16:45 0 0 0 0 3 456 0 0 0 0 0 0 0 410 0 0 869
Total 4 0 0 0 6 1633 0 0 0 0 0 0 0 1521 0 0 3164
17:00 2 0 0 0 1 448 0 0 0 0 0 0 0 399 0 0 850
17:15 5 0 0 0 5 449 0 0 0 0 0 0 0 450 0 0 909
17:30 3 0 0 0 1 410 0 0 0 0 0 0 0 407 0 0 821
17:45 2 0 0 0 2 405 0 0 0 0 0 0 0 428 0 0 837
Total 12 0 0 0 9 1712 0 0 0 0 0 0 0 1684 0 0 3417
Grand Total 23 0 0 0 25 5697 0 0 0 0 0 0 0 5736 0 0 11481 Apprch % 100 0 0 0 0.4 99.6 0 0 0 0 0 0 0 100 0 0
Total % 0.2 0 0 0 0.2 49.6 0 0 0 0 0 0 0 50 0 0
Transportation Studies, Inc
2640 Walnut Avenue, Suite L
Tustin, CA. 92780
A-9
B-68
File Name : H2502003
Site Code : 00000000
Start Date : 2/4/2025
Page No : 2
City: ANAHEIM
N-S Direction: WYNDAM HOTEL DRIVEWAY
E-W Direction: KATELLA AVENUE

WYNDAM HOTEL

DRIVEWAY
Southbound

KATELLA AVENUE
Westbound

DEAD END
Northbound

KATELLA AVENUE
Eastbound
Start Time Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Int. Total
Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30
07:30 2 0 0 0 2 3 276 0 0 279 0 0 0 0 0 0 367 0 0 367 648 07:45 0 0 0 0 0 1 308 0 0 309 0 0 0 0 0 0 378 0 0 378 687 08:00 1 0 0 0 1 3 298 0 0 301 0 0 0 0 0 0 336 0 0 336 638 08:15 2 0 0 0 2 0 291 0 0 291 0 0 0 0 0 0 334 0 0 334 627 Total Volume 5 0 0 0 5 7 1173 0 0 1180 0 0 0 0 0 0 1415 0 0 1415 2600 % App. Total 100 0 0 0 0.6 99.4 0 0 0 0 0 0 0 100 0 0 PHF .625 .000 .000 .000 .625 .583 .952 .000 .000 .955 .000 .000 .000 .000 .000 .000 .936 .000 .000 .936 .946

WYNDAM HOTEL DRIVEWAY

KATELLA AVENUE

KATELLA AVENUE

DEAD END
Right
5 Thru
0 Left
0 U
Turns
0 InOut Total
7 5 12
Right
7 Thru
1173
Left
0 U
Turns
0 OutTotal In
1415 1180 2595
Left
0 Thru
0 Right
0 U
Turns
0 Out TotalIn
0 0 0
Left
0 Thru
1415
Right
0 U
Turns
0 TotalOut In
1178 1415 2593
Peak Hour Begins at 07:30

Turning Movement Count
Peak Hour Data
North
Transportation Studies, Inc
2640 Walnut Avenue, Suite L
Tustin, CA. 92780
A-10
B-69
File Name : H2502003
Site Code : 00000000
Start Date : 2/4/2025
Page No : 3
City: ANAHEIM
N-S Direction: WYNDAM HOTEL DRIVEWAY
E-W Direction: KATELLA AVENUE

WYNDAM HOTEL

DRIVEWAY
Southbound

KATELLA AVENUE
Westbound

DEAD END
Northbound

KATELLA AVENUE
Eastbound
Start
Time Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Right Thru Left
U Turns App. Total Int. Total
Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 16:45
16:45 0 0 0 0 0 3 456 0 0 459 0 0 0 0 0 0 410 0 0 410 869 17:00 2 0 0 0 2 1 448 0 0 449 0 0 0 0 0 0 399 0 0 399 850 17:15 5 0 0 0 5 5 449 0 0 454 0 0 0 0 0 0 450 0 0 450 909 17:30 3 0 0 0 3 1 410 0 0 411 0 0 0 0 0 0 407 0 0 407 821 Total Volume 10 0 0 0 10 10 1763 0 0 1773 0 0 0 0 0 0 1666 0 0 1666 3449 % App. Total 100 0 0 0 0.6 99.4 0 0 0 0 0 0 0 100 0 0 PHF .500 .000 .000 .000 .500 .500 .967 .000 .000 .966 .000 .000 .000 .000 .000 .000 .926 .000 .000 .926 .949

WYNDAM HOTEL DRIVEWAY

KATELLA AVENUE

KATELLA AVENUE

DEAD END
Right
10 Thru
0 Left
0 U
Turns
0 InOut Total
10 10 20
Right
10 Thru
1763
Left
0 U
Turns
0 OutTotal In
1666 1773 3439
Left
0 Thru
0 Right
0 U
Turns
0 Out TotalIn
0 0 0
Left
0 Thru
1666
Right
0 U
Turns
0 TotalOut In
1773 1666 3439
Peak Hour Begins at 16:45

Turning Movement Count
Peak Hour Data
North
Transportation Studies, Inc
2640 Walnut Avenue, Suite L
Tustin, CA. 92780
A-11
B-70

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino
N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\Appendix\4608-8 Sub-Dividers.doc

APPENDIX A-II

ROADWAY SEGMENT
A-12
B-71
Transportation Studies, Inc.

ANAHEIMSite:: KATELLA AVENUELocation
Date:: AT WYNDAM HOTELSegment 02/04/25
: LL&GClient
Interval Co mbined Day:EB WB Tuesday
Begin PMAMPMAMPMAM
12:00 298 217 913 46 165 319 1,082 463 1,99582 536128
12:15 208 44 23486 442130
12:30 260 34 26872 528106
12:45 228 41 26158 48999
01:00 144 256 1,136 36 119 294 1,127 263 2,26350 55086
01:15 302 16 23645 53861
01:30 288 30 28330 57160
01:45 290 37 31419 60456
02:00 110 348 1,335 29 117 245 1,271 227 2,60632 59361
02:15 300 28 33226 63254
02:30 347 32 35026 69758
02:45 340 28 34426 68454
03:00 116 360 1,458 11 105 344 1,627 221 3,08515 70426
03:15 360 26 39429 75455
03:30 368 30 44126 80956
03:45 370 38 44846 81884
04:00 314 382 1,487 33 209 344 1,607 523 3,09448 72681
04:15 306 38 44159 74797
04:30 403 62 388107 791169
04:45 396 76 434100 830176
05:00 532 410 1,735 64 396 472 1,730 928 3,46573 882137 05:15 449 70 426106 875176
05:30 380 128 418195 798323
05:45 496 134 414158 910292
06:00 809 476 1,391 125 617 424 1,558 1,426 2,949144 900269 06:15 337 123 399204 736327
06:30 256 143 371205 627348
06:45 322 226 364256 686482
07:00 1,308 277 1,159 210 1,012 294 1,059 2,320 2,218278 571488 07:15 292 242 282324 574566
07:30 322 272 246360 568632
07:45 268 288 237346 505634
08:00 1,126 287 981 296 1,348 232 861 2,474 1,842320 519616 08:15 224 296 203316 427612
08:30 258 332 217230 475562
08:45 212 424 209260 421684
09:00 821 235 830 414 1,719 220 832 2,540 1,662222 455636 09:15 198 432 234216 432648
09:30 240 479 194206 434685
09:45 157 394 184177 341571
10:00 1,092 201 691 330 1,540 146 678 2,632 1,369228 347558 10:15 176 442 190280 366722
10:30 166 396 188278 354674
10:45 148 372 154306 302678
11:00 912 144 509 388 1,308 120 414 2,220 923290 264678 11:15 137 358 115238 252596
11:30 124 304 102206 226510
11:45 104 258 77178 181436
Totals 7,582 13,625 8,655 13,846 16,237 27,471
Split% 49.6 53.3 50.446.7
Day Totals 22,501 43,70821,207
Day Splits 48.5 51.5
Peak Hour 07:15 05:15 08:45 04:45 10:15 05:15
Volume 1,350 1,801 1,749 1,750 2,752 3,483
Factor 0.94 0.91 0.91 0.93 0.95 0.96
1Printed : 2/6/2025 Page :Data File : D2502001*
A-13
B-72
LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-22-4608-8 Wyndham Hotel Project, Anaheim
N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\Appendix\4608-8 Dividers.doc

APPENDIX B

INTERSECTION LEVEL OF SERVICE

CALCULATION WORKSHEETS
B-1
B-73
LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino
N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\Appendix\4608-8 Sub-Dividers.doc

APPENDIX B-I

EXISTING TRAFFIC CONDITIONS
B-2
B-74

0.481Volume to Capacity (v/c):

ALevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 1: Harbor Boulevard at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0035.0035.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
68961289147105117816846696113336141Total Analysis Volume [veh/h] 172407237263454211724288435Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 68961289147105117816846696113336141Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 68961289147105117816846696113336141Base Volume Input [veh/h] Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Volumes
Scenario 1: 1 AM Ex
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-3
B-75

0.481Intersection V/C
AIntersection LOS

0.040.190.090.090.210.050.100.090.030.070.070.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 1: 1 AM Ex
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-4
B-76

0.359Volume to Capacity (v/c):

ALevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 2: Clementine Street at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0030.0030.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueClementine StreetClementine StreetName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
789752815120586993858103810Total Analysis Volume [veh/h] 2024474301222510153103Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 789752815120586993858103810Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 789752815120586993858103810Base Volume Input [veh/h]
Katella AvenueKatella AvenueClementine StreetClementine StreetName Volumes
Scenario 1: 1 AM Ex
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-5
B-77

0.359Intersection V/C
AIntersection LOS

0.050.190.010.010.240.030.060.020.030.010.020.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtPerPermissPermissProtPerControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 1: 1 AM Ex
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-6
B-78

0.604Volume to Capacity (v/c):

BLevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 1: Harbor Boulevard at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0035.0035.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
1071368214194131531311752967262886190Total Analysis Volume [veh/h] 2734254493297829132176622248Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1071368214194131531311752967262886190Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1071368214194131531311752967262886190Base Volume Input [veh/h] Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Volumes
Scenario 2: 2 PM Ex
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-7
B-79

0.604Intersection V/C
BIntersection LOS

0.060.270.060.110.260.090.070.100.020.150.170.06V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 2: 2 PM Ex
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-8
B-80

0.492Volume to Capacity (v/c):

ALevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 2: Clementine Street at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0030.0030.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueClementine StreetClementine StreetName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
921442225132012818539118483822Total Analysis Volume [veh/h] 23361613303246103012106Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 921442225132012818539118483822Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 921442225132012818539118483822Base Volume Input [veh/h] Katella AvenueKatella AvenueClementine StreetClementine StreetName Volumes
Scenario 2: 2 PM Ex
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-9
B-81

0.492Intersection V/C
AIntersection LOS

0.050.280.010.000.260.040.110.020.070.030.020.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtPerPermissPermissProtPerControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 2: 2 PM Ex
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-10
B-82

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino
N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\Appendix\4608-8 Sub-Dividers.doc

APPENDIX B-II

EXISTING PLUS PROJECT

TRAFFIC CONDITIONS

B-11
B-83

0.484Volume to Capacity (v/c):

ALevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 1: Harbor Boulevard at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0035.0035.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
69962296147105217816846698115336141Total Analysis Volume [veh/h] 172417437263454211725298435Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 69962296147105217816846698115336141Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 69962296147105217816846698115336141Base Volume Input [veh/h] Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Volumes
Scenario 3: 3 AM Ex+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-12
B-84

0.484Intersection V/C
AIntersection LOS

0.040.190.090.090.210.050.100.090.030.070.070.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 3: 3 AM Ex+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-13
B-85

0.360Volume to Capacity (v/c):

ALevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 2: Clementine Street at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0030.0030.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueClementine StreetClementine StreetName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
789822815121091993858103810Total Analysis Volume [veh/h] 2024674303232510153103Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 789822815121091993858103810Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 789822815121091993858103810Base Volume Input [veh/h]
Katella AvenueKatella AvenueClementine StreetClementine StreetName Volumes
Scenario 3: 3 AM Ex+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-14
B-86

0.360Intersection V/C
AIntersection LOS

0.050.190.010.010.240.030.060.020.030.010.020.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtPerPermissPermissProtPerControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 3: 3 AM Ex+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-15
B-87

0.605Volume to Capacity (v/c):

BLevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 1: Harbor Boulevard at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0035.0035.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
1091369224194131731311752969264886190Total Analysis Volume [veh/h] 2734256493297829132176622248Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1091369224194131731311752969264886190Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1091369224194131731311752969264886190Base Volume Input [veh/h] Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Volumes
Scenario 4: 4 PM Ex+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-16
B-88

0.605Intersection V/C
BIntersection LOS

0.060.270.070.110.260.090.070.100.020.160.170.06V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 4: 4 PM Ex+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-17
B-89

0.496Volume to Capacity (v/c):

ALevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 2: Clementine Street at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0030.0030.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueClementine StreetClementine StreetName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
921451225132813418539118483822Total Analysis Volume [veh/h] 23363613323446103012106Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 921451225132813418539118483822Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 921451225132813418539118483822Base Volume Input [veh/h] Katella AvenueKatella AvenueClementine StreetClementine StreetName Volumes
Scenario 4: 4 PM Ex+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-18
B-90

0.496Intersection V/C
AIntersection LOS

0.050.280.010.000.260.040.110.020.070.030.020.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtPerPermissPermissProtPerControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 4: 4 PM Ex+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-19
B-91

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino
N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\Appendix\4608-8 Sub-Dividers.doc

APPENDIX B-III

GENERAL PLAN BUILDOUT

TRAFFIC CONDITIONS

B-20
B-92

0.668Volume to Capacity (v/c):

BLevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 1: Harbor Boulevard at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0035.0035.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
1451535229549194626424958617185252128Total Analysis Volume [veh/h] 3638457137487666214743216332Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1451535229549194626424958617185252128Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1451535229549194626424958617185252128Base Volume Input [veh/h] Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Volumes
Scenario 5: 5 AM BO
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-21
B-93

0.668Intersection V/C
BIntersection LOS

0.250.250.070.370.370.080.150.110.050.050.050.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 5: 5 AM BO
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-22
B-94

0.528Volume to Capacity (v/c):

ALevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 2: Clementine Street at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0030.0030.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueClementine StreetClementine StreetName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
6316442051117702217435172729246Total Analysis Volume [veh/h] 164115134435519943182312Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 6316442051117702217435172729246Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 6316442051117702217435172729246Base Volume Input [veh/h] Katella AvenueKatella AvenueClementine StreetClementine StreetName Volumes
Scenario 5: 5 AM BO
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-23
B-95

0.528Intersection V/C
AIntersection LOS

0.250.250.060.260.260.070.040.020.100.040.050.03V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtPerPermissPermissProtPerControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 5: 5 AM BO
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-24
B-96

0.924Volume to Capacity (v/c):

ELevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 1: Harbor Boulevard at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0035.0035.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
13323931614921951601308425104197665492Total Analysis Volume [veh/h] 3359840123488150771062649166123Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 13323931614921951601308425104197665492Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 13323931614921951601308425104197665492Base Volume Input [veh/h] Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Volumes
Scenario 6: 6 PM BO
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-25
B-97

0.924Intersection V/C
EIntersection LOS

0.370.370.050.360.360.180.180.080.030.120.130.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 6: 6 PM BO
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-26
B-98

0.702Volume to Capacity (v/c):

CLevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 2: Clementine Street at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0030.0030.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueClementine StreetClementine StreetName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
992356124518141452101902002229017Total Analysis Volume [veh/h] 255893114543653485056234Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 992356124518141452101902002229017Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 992356124518141452101902002229017Base Volume Input [veh/h] Katella AvenueKatella AvenueClementine StreetClementine StreetName Volumes
Scenario 6: 6 PM BO
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-27
B-99

0.702Intersection V/C
CIntersection LOS

0.360.360.040.270.270.040.120.110.120.130.050.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtPerPermissPermissProtPerControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 6: 6 PM BO
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-28
B-100

LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino
N:\4600\2224608 - Anaheim On-Call Traffic Engineering Services, Anaheim\4608-8 - Wyndham Hotel Project, Anaheim\Report\Appendix\4608-8 Sub-Dividers.doc

APPENDIX B-IV

GENERAL PLAN BUILDOUT PLUS PROJECT

TRAFFIC CONDITIONS

B-29
B-101

0.670Volume to Capacity (v/c):

BLevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 1: Harbor Boulevard at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0035.0035.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
1461536235549194726424958617387252128Total Analysis Volume [veh/h] 3738459137487666214743226332Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1461536235549194726424958617387252128Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1461536235549194726424958617387252128Base Volume Input [veh/h] Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Volumes
Scenario 7: 7 AM BO+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-30
B-102

0.670Intersection V/C
BIntersection LOS

0.250.250.070.370.370.080.150.110.050.050.050.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 7: 7 AM BO+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-31
B-103

0.528Volume to Capacity (v/c):

ALevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 2: Clementine Street at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0030.0030.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueClementine StreetClementine StreetName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
6316502051117752257435172729246Total Analysis Volume [veh/h] 164135134445619943182312Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 6316502051117752257435172729246Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 6316502051117752257435172729246Base Volume Input [veh/h] Katella AvenueKatella AvenueClementine StreetClementine StreetName Volumes
Scenario 7: 7 AM BO+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-32
B-104

0.528Intersection V/C
AIntersection LOS

0.250.250.060.260.260.070.040.020.100.040.050.03V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtPerPermissPermissProtPerControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 7: 7 AM BO+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-33
B-105

0.925Volume to Capacity (v/c):

ELevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 1: Harbor Boulevard at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0035.0035.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
13523941694921952601308425106199665492Total Analysis Volume [veh/h] 3459942123488150771062750166123Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 13523941694921952601308425106199665492Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 13523941694921952601308425106199665492Base Volume Input [veh/h] Katella AvenueKatella AvenueHarbor BoulevardHarbor BoulevardName Volumes
Scenario 8: 8 PM BO+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-34
B-106

0.925Intersection V/C
EIntersection LOS

0.370.370.050.360.360.180.180.080.030.120.130.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 8: 8 PM BO+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-35
B-107

0.705Volume to Capacity (v/c):

CLevel Of Service:
-Delay (sec / veh):
15 minutesAnalysis Period:

ICU 1Analysis Method:

SignalizedControl Type:

Intersection 2: Clementine Street at Katella Avenue
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

35.0035.0030.0030.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 101101101101No. of Lanes in Entry Pocket

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Katella AvenueKatella AvenueClementine StreetClementine StreetName Intersection Setup
0000Bicycle Volume [bicycles/h]
0000Pedestrian Volume [ped/h]
992364124518211502101902002229017Total Analysis Volume [veh/h] 255913114553853485056234Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 992364124518211502101902002229017Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 992364124518211502101902002229017Base Volume Input [veh/h] Katella AvenueKatella AvenueClementine StreetClementine StreetName Volumes
Scenario 8: 8 PM BO+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-36
B-108

0.705Intersection V/C
CIntersection LOS

0.360.360.040.270.270.040.120.110.120.130.050.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
061025047083Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissProtPerPermissPermissProtPerControl Type Phasing & Timing

5.00Lost time [s]
100Cycle Length [s]
Intersection Settings
Scenario 8: 8 PM BO+P
Wyndham Hotel Project, Anaheim
Version 2022 (SP 0-12)
Generated with
B-37
B-109

WYNDHAM HOTEL DENSITY MODIFICATION PROJECT INITIAL STUDY

CITY OF ANAHEIM
Appendix
October 2025
Appendix C Noise Data

WYNDHAM HOTEL DENSITY MODIFICATION PROJECT INITIAL STUDY

CITY OF ANAHEIM
Appendix
PlaceWorks
This page intentionally left blank.

Fundamentals of Noise
NOISE
Noise is most often defined as unwanted sound; whether it is loud, unpleasant, unexpected, or otherwise undesirable. Although sound can be easily measured, the perception of noise and the physical response to sound complicate the analysis of its impact on people. People judge the relative magnitude of sound sensation in subjective terms such as “noisiness” or “loudness.”
Noise Descriptors
The following are brief definitions of terminology used in this chapter:
▪ Sound. A disturbance created by a vibrating object, which, when transmitted by pressure waves through a medium such as air, is capable of being detected by a receiving mechanism, such as the human ear or a microphone.
▪ Noise. Sound that is loud, unpleasant, unexpected, or otherwise undesirable. ▪ Decibel (dB). A unitless measure of sound, expressed o n a logarithmic scale and with respect to a defined reference sound pressure. The standard reference pressure is 20 micropascals (20 µPa). ▪ Vibration Decibel (VdB). A unitless measure of vibration, expressed on a logarithmic scale and with respect to a defi ned reference vibration velocity. In the U.S., the standard reference velocity is 1 micro - inch per second (1x10-6 in/sec).
▪ A-Weighted Decibel (dBA). An overall frequency -weighted sound level in decibels that approximates the frequency response of the human ear.
▪ Equivalent Continuous Noise Level (L eq); also called the Energy -Equivalent Noise Level. The value of an equivalent, steady sound level which, in a stated time period (often over an hour) and at a stated location, has the same A-weighted sound energy as the time-varying sound. Thus, the Leq metric is a single numerical value that represents the equivalent amount of variable sound energy received by a receptor over the specified duration.
▪ Statistical Sound Level (L n). The sound level that is exceeded “n” percent of time during a given sample period. For example, the L50 level is the statistical indicator of the time-varying noise signal that is exceeded 50 percent of the time (during each sampling period); that is, hal f of the sampling time, the changing noise levels are above this value and half of the time they are below it. This is called the “median sound level.” The L 10 level, likewise, is the value that is exceeded 10 percent of the time (i.e., near the maximum) and this is often known as the “intrusive sound level.” The L 90 is the sound level exceeded 90 percent of the time and is often considered the “effective backgr ound level” or “residual noise level.”
C-1
▪ Maximum Sound Level (Lmax). The highest RMS sound level measured during the measurement period.
▪ Root Mean Square Sound Level (RMS). The square root of the average of the square of the sound pressure over the measurement period.
▪ Day-Night Sound Level (Ldn or DNL). The energy-average of the A-weighted sound levels occurring during a 24 -hour period, with 10 dB added to the sound levels occurring during the period from 10:00 PM to 7:00 AM.
▪ Community Noise Equivalent Level (CNEL). The energy average of the A -weighted sound levels occurring during a 24 -hour period, with 5 dB added from 7:00 PM to 10:00 PM and 10 dB from 10:00 PM to 7:00 AM. NOTE: For general community/environmental noise, CNEL and Ldn values rarely differ by more than 1 dB (with the CNEL being only slightly more restrictive – that is, higher than the L dn value). As a matter of practice, Ldn and CNEL values are interchangeable and are treated as equivalent in this assessment.
▪ Peak Particle Velocity (PPV). The peak rate of speed at which soil particles move (e.g., inches per second) due to ground vibration.
▪ Sensitive Receptor. Noise- and vibration-sensitive receptors include land uses where quiet environments are necessary for enjoyment and public health and safety. Residences, schools, motels and hotels, libraries, religious institutions, hospitals, and nursing homes are examples.

Characteristics of Sound
When an object vibrates, it radiates part of its energy in the form of a pressure wave. Sound is that pressure wave transmitted through the air. Technically, airborne sound is a rapid fluctuation or oscillation of air pressure above and below atmospheric pressure that creates sound waves.

Sound can be described in terms of amplitude (loudness), frequency (pitch), or duration (time). Loudness or amplitude is measured in dB, frequency or pitch is measured in Hertz [Hz] or cycles per second, and duration or time variations is measured in seconds or minutes.

Amplitude
Unlike linear units such as inches or pounds, decibels are measured on a logarithmic scale. Because of the physical characteristics of noise transmission and perception, the relative loudness of sound does not closely match the actual amounts of sound energy. Table 1 presents the subjective effect of changes in sound pressure levels. Ambient sounds generally range from 30 dBA (very quiet) to 100 dBA (very loud). Chang es of 1 to 3 dB are detectable under quiet, controlled conditions, and changes of less than 1 dB are usually not discernible (even under ideal conditions). A 3 dB change in noise levels is considered the minimum change that is detectable with human hearing in outside environments. A change of 5 dB is readily discernible to most people in an exterior environment, and a 10 dB change is perceived as a doubling (or halving) of the sound.

C-2
Table 1 Noise Perceptibility
Change in dB Noise Level
± 3 dB Barely perceptible increase
± 5 dB Readily perceptible increase
± 10 dB Twice or half as loud
± 20 dB Four times or one-quarter as loud
Source: California Department of Transportation (Caltrans). 2013, September. Technical Noise Supplement (“TeNS”).

Frequency
The human ear is not equally sensitive to all frequencies. Sound waves below 16 Hz are not heard at all, but are “felt” more as a vibration. Similarly, though people with extremely sensitive hearing can hear sounds as high as 20,000 Hz, most people cannot hear above 15,000 Hz. In all cases, hearing acuity falls off rapidly above about 10,000 Hz and below about 200 Hz.

When describing sound and its effect on a human population, A -weighted (dBA) sound levels are typically used to approximate the response of the human ear. The A-weighted noise level has been found to correlate well with people’s judgments of the “noisiness” of different sounds and has been used for many years as a measure of community and industrial noise. Although the A-weighted scale and the energy-equivalent metric are commonly used to quantify the range of human response to individual events or g eneral community sound levels, the degree of annoyance or other response also depends on several other perceptibility factors, including:
▪ Ambient (background) sound level
▪ General nature of the existing conditions (e.g., quiet rural or busy urban) ▪ Difference between the magnitude of the sound event level and the ambient condition ▪ Duration of the sound event
▪ Number of event occurrences and their repetitiveness ▪ Time of day that the event occurs
Duration
Time variation in noise exposure is typically expressed in terms of a steady -state energy level equal to the energy content of the time varying period (called L eq), or alternately, as a statistical description of the sound level that is exceeded over some fraction of a given observation period. For ex ample, the L 50 noise level represents the noise level that is exceeded 50 percent of the time; half the time the noise level exceeds this level and half the time the noise level is less than this level. This level is also representative of the level that is exceeded 30 minutes in an hour. Similarly, the L 2, L 8 and L 25 values represent the noise levels that are exceeded 2, 8, and 25 percent of the time or 1, 5, and 15 minutes per hour, respectively. These “n” values are typically used to demonstrate complian ce for stationary noise sources with many cities’ noise ordinances.

Other values typically noted during a noise survey are the L min and Lmax. These values represent the minimum and maximum root-mean-square noise levels obtained over the measurement period, respectively.

Because community receptors are more sensitive to unwanted noise intrusion during the evening and at night, state law and many local jurisdictions use an adjusted 24 -hour noise descriptor called the Community Noise Equivalent Level (CNEL) o r Day-Night Noise Level (L dn). The CNEL descriptor requires that an artificial increment (or “penalty”) of 5 dBA be added to the actual noise level for the hours from 7:00 PM to 10:00 C-3

PM and 10 dBA for the hours from 10:00 PM to 7:00 AM. The L dn descriptor uses the same methodology except that there is no artificial increment added to the hours between 7:00 PM and 10:00 PM. Both descriptors give roughly the same 24 -hour level, with the CNEL being only slightly more restrictive (i.e., higher). The CNEL or L dn metrics are commonly applied to the assessment of roadway and airport -related noise sources.

Sound Propagation
Sound dissipates exponentially with distance from the noise source. This phenomenon is known as “spreading loss.” For a single-point source, sound levels decrease by approximately 6 dB for each doubling of distance from the source (conservatively neglecting ground attenuation effects, air absorption factors, and barrier shielding). For example, if a backhoe at 50 feet generates 84 dBA, at 100 feet the noise level would be 79 dBA, and at 200 feet it would be 73 dBA. This drop -off rate is appropriate for noise generated by on-site operations from stationary equipment or activity at a project site. If noise is produced by a line source, such as highway traffic, the sound decreases by 3 dB for each doubling of distance over a reflective (“hard site”) surface such as concrete or asphalt. Line source noise in a relatively flat environment with ground -level absorptive vegetation decreases by an additional 1.5 dB for each doubling of distance.

Psychological and Physiological Effects of Noise
Physical damage to human hearing begins at prolonged exposure to noise levels higher than 85 dBA.

Exposure to high noise levels affects the entire system, with prolonged noise exposure in excess of 75 dBA increasing body tensions, thereby affecting blood pressure and functions of the heart and the nervous system.

Extended periods of noise exposure above 90 dBA results in permanent cell damage, which is the main driver for employee hearing protection regulations in the workplace. For community environments, the ambient or background noise problem is widespread, through generally worse in urban areas than in outlying, less - developed areas. Elevated ambient noise levels can result in noise interference (e.g., speech interruption/masking, sleep disturbance, dist urbance of concentration) and cause annoyance. Since most people do not routinely work with decibels or A-weighted sound levels, it is often difficult to appreciate what a given sound pressure level number means. To help relate noise level values to common experience, Table 2 shows typical noise levels from familiar sources.

C-4
Table 2 Typical Noise Levels
Common Outdoor Activities
Noise Level
(dBA) Common Indoor Activities
Onset of physical discomfort 120+

110 Rock Band (near amplification system)
Jet Flyover at 1,000 feet
100
Gas Lawn Mower at three feet
90 Diesel Truck at 50 feet, at 50 mph Food Blender at 3 feet 80 Garbage Disposal at 3 feet
Noisy Urban Area, Daytime
70 Vacuum Cleaner at 10 feet
Commercial Area Normal speech at 3 feet
Heavy Traffic at 300 feet 60
Large Business Office
Quiet Urban Daytime 50 Dishwasher Next Room

Quiet Urban Nighttime 40 Theater, Large Conference Room (background) Quiet Suburban Nighttime
30 Library
Quiet Rural Nighttime Bedroom at Night, Concert Hall (background) 20 Broadcast/Recording Studio
10 Lowest Threshold of Human Hearing 0 Lowest Threshold of Human Hearing

Source: California Department of Transportation (Caltrans). 2013, September. Technical Noise Supplement (“TeNS”).

Vibration Fundamentals
Vibration is an oscillatory motion through a solid medium in which the motion’s amplitude can be described in terms of displacement, velocity, or acceleration. Vibration is normally associated with activities stemming from operations of railroads or vibrat ion-intensive stationary sources, but can also be associated with construction equipment such as jackhammers, pile drivers, and hydraulic hammers. As with noise, vibration can be described by both its amplitude and frequency. Vibration displacement is the distance that a point on a surface moves away from its original static position; velocity is the instantaneous speed that a point on a surface moves; and acceleration is the rate of change of the speed. Each of these descriptors can be used to correlate vibration to human response, building damage, and acceptable equipment vibration levels. During construction, the operation of construction equipment can cause groundborne vibration. During the operational phase of a project, receptors may be subject to leve ls of vibration that can cause annoyance due to noise generated from vibration of a structure or items within a structure.

Vibration amplitudes are usually described in terms of either the peak particle velocity (PPV) or the root mean square (RMS) velocity. PPV is the maximum instantaneous peak of the vibration signal and RMS is the C-5

square root of the average of the squared amplitude of the signal. PPV is more appropriate for evaluating potential building damage and RMS is typically more suitable for evaluating human response.

As with airborne sound, annoyance with vibrational energy is a subjective measure, depending on the level of activity and the sensitivity of the individual. To sensitive individuals, vibrations approaching the threshold of perception can be annoying. Persons accustomed to elevated ambient vibration levels, such as in an urban environment, may tolerate higher vibration levels. Table 3 displays the human response and the effects on buildings resulting from continuous vibration (in terms of various levels of PPV).

Table 3 Human Reaction to Typical Vibration Levels
Vibration Level,
PPV (in/sec) Human Reaction Effect on Buildings

0.006–0.019 Threshold of perception, possibility of intrusion Vibrations unlikely to cause damage of any type

0.08 Vibrations readily perceptible Recommended upper level of vibration to which ruins and ancient monuments should be subjected

0.10 Level at which continuous vibration begins to annoy people
Virtually no risk of “architectural” (i.e. not structural) damage to normal buildings

0.20 Vibrations annoying to people in buildings
Threshold at which there is a risk to “architectural”
damage to normal dwelling – houses with plastered
walls and ceilings

0.4–0.6
Vibrations considered unpleasant by people
subjected to continuous vibrations and unacceptable
to some people walking on bridges
Vibrations at a greater level than normally expected
from traffic, but would cause “architectural” damage
and possibly minor structural damage
Source: California Department of Transportation (Caltrans). 2020, April. Transportation and Construction Vibration Guidance Manual. Prepared by ICF International.

C-6
TRAFFIC NOISE MODELING
C-7
ID Leq-24hr Ldn CNEL 70 dBA 65 dBA 60 dBA Roadway ADT Posted Speed Limit Grade % Autos % Med
Trucks
% Heavy
Trucks % Daytime % Evening % Night Number of
Lanes Site Condition Distance to
Reciever
Ground
Absorption
Lane
Distance
1 69.8 72.6 73.3 83 178 383 Katella Avenue the West Harbor Boulevard 62,370 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 2 68.8 71.6 72.3 71 152 328 Katella Avenue Harbor Boulevard Clementine Street 49,390 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 3 68.7 71.5 72.1 70 150 323 Katella Avenue Clementine Street the East 48,150 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 4 65.3 68.1 68.8 42 90 193 Harbor Boulevard the North Katella Avenue 22,360 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 5 65.7 68.5 69.2 44 95 205 Harbor Boulevard Katella Avenue the South 24,320 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 6 59.7 62.5 63.1 17 38 81 Clementine Street the North Katella Avenue 9,340 30 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 4 Soft 50 0.5 44 7 58.1 60.9 61.6 14 29 64 Clementine Street Katella Avenue the South 6,480 30 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 4 Soft 50 0.5 44 Segment
From - To
Traffic Noise Calculator: FHWA 77-108 Wyndham Hotel Density Modification (COA-78.9 ) General Plan Buildout (Baseline) No Project Traffic Noise Traffic Conditions Output Inputs Auto InputsdBA at 50 feet Distance to CNEL Contour C-8
ID Leq-24hr Ldn CNEL 70 dBA 65 dBA 60 dBA Roadway ADT Posted Speed Limit Grade % Autos % Med
Trucks
% Heavy
Trucks % Daytime % Evening % Night Number of
Lanes Site Condition Distance to
Reciever
Ground
Absorption
Lane
Distance
1 69.8 72.6 73.3 83 178 383 Katella Avenue the West Harbor Boulevard 62,380 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 2 68.8 71.6 72.3 71 153 329 Katella Avenue Harbor Boulevard Clementine Street 49,550 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 3 68.7 71.5 72.2 70 150 323 Katella Avenue Clementine Street the East 48,300 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 4 65.3 68.1 68.8 42 90 194 Harbor Boulevard the North Katella Avenue 22,400 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 5 65.7 68.5 69.2 44 95 205 Harbor Boulevard Katella Avenue the South 24,420 35 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 6 Soft 50 0.5 68 6 59.7 62.5 63.2 18 38 81 Clementine Street the North Katella Avenue 9,390 30 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 4 Soft 50 0.5 44 7 58.1 60.9 61.6 14 29 64 Clementine Street Katella Avenue the South 6,480 30 0.0% 96.0% 1.5% 0.5% 75.0% 15.0% 10.0% 4 Soft 50 0.5 44 dBA at 50 feet Distance to CNEL Contour
Traffic Noise Calculator: FHWA 77-108 Wyndham Hotel Density Modification (COA-78.9 ) General Plan Buildout (Baseline) Plus Project Traffic Noise Traffic Conditions Output Inputs Auto Inputs
Segment
From - To
C-9

WYNDHAM HOTEL DENSITY MODIFICATION PROJECT INITIAL STUDY

CITY OF ANAHEIM
Appendix
October 2025
Appendix D Native American Tribal Consultation
Letters

WYNDHAM HOTEL DENSITY MODIFICATION PROJECT INITIAL STUDY

CITY OF ANAHEIM
Appendix
PlaceWorks
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City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
BobbyRay Esparza, Cultural Director
Cahuilla Band of Indians
52701 CA Highway 371
Anza, CA 92539

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear BobbyRay Esparza:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-1

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,
Amanda Lauffer
Senior Planner
CC: [email protected]
D-2

D-3

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Anthony Madrigal, Tribal Historic Preservation Officer
Cahuilla Band of Indians
52701 CA Highway 371
Anza, CA 92539

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Anthony Madrigal:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-4

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,

Amanda Lauffer
Senior Planner
CC: [email protected]

D-5

D-6

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Erica Schenk, Chairperson
Cahuilla Band of Indians
52701 CA Highway 371
Anza, CA 92539

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Erica Schenk:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-7

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,

Amanda Lauffer
Senior Planner
CC: [email protected]

D-8

D-9

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Andrew Salas, Chairperson
Gabrieleno Band of Mission Indians Kizh Nation
P.O. Box 393
Covina, CA 91723

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Andrew Salas:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-10

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,

Amanda Lauffer
Senior Planner
CC: [email protected]

D-11

D-12

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Christina Swindall Martinez, Secretary
Gabrieleno Band of Mission Indians Kizh Nation
P.O. Box 393
Covina, CA 91723

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Christina Swindall Martinez:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-13

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,

Amanda Lauffer
Senior Planner
CC: [email protected]

D-14

D-15

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Anthony Morales, Chairperson
Gabrieleno/Tongva San Gabriel Band of Mission Indians
P.O. Box 693
San Gabriel, CA, 91778

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Anthony Morales:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-16

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,

Amanda Lauffer
Senior Planner
CC: [email protected]

D-17

D-18

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Robert Dorame, Chairperson
Gabrielino Tongva Indians of California Tribal Council
P.O. Box 490
Bellflower, CA, 90707

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Robert Dorame:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-19

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,

Amanda Lauffer
Senior Planner
CC: [email protected]

D-20

D-21

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Christina Conley, Cultural Resource Administrator
Gabrielino Tongva Indians of California Tribal Council
P.O. Box 941078
Simi Valley, CA, 93094

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Christina Conley:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-22

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,

Amanda Lauffer
Senior Planner
CC: [email protected]

D-23

D-24

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Sandonne Goad, Chairperson
Gabrielino/Tongva Nation
106 1/2 Judge John Aiso St., #231
Los Angeles, CA, 90012

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Sandonne Goad:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-25

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,

Amanda Lauffer
Senior Planner
CC: [email protected]

D-26

D-27

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Charles Alvarez, Chairperson
Gabrielino-Tongva Tribe
23454 Vanowen Street
West Hills, CA, 91307

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Charles Alvarez:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-28

200 S. Anaheim Blvd.

Suite #162
Anaheim, CA 92805
Tel: (714) 765-5139
Fax: (714) 765-5280
www.anaheim.net
The City, as the lead agency, is requiring the preparation of an Initial Study pursuant to the California Environmental Quality Act (CEQA) to evaluate the potential impacts of the proposed modification. Therefore, pursuant to Assembly Bill 52 and Section 21080.3.1 (d) of the Public Resources Code, I am extending the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. As part of the City’s responsibilities pursuant to SB 18 and Government Code 65352.3, local Native American tribes must be notified of a general plan amendment or specific plan amendment request for the purpose of consultation to protect any cultural resources that may exist in the planning area.

Please contact me within 9 0 days of receipt of this letter if you would like additional information about this project or would like to consult with the City of Anaheim about any tribal cultural resources located within the project area. I can be reached at 714-765 -4479 or [email protected].

Sincerely,

Amanda Lauffer
Senior Planner
CC: [email protected]

D-29

D-30

City of Anaheim

PLANNING AND BUILDING DEPARTMENT

May 8, 2025
Sam Dunlap, Cultural Resource Director
Gabrielino-Tongva Tribe
P.O. Box 3919
Seal Beach, CA, 90740

Re: Wyndham Hotel Density Modification Project in the City of Anaheim : Notification per Assembly Bill 52 (AB 52) and Senate Bill 18 (SB 18)
Dear Sam Dunlap:

Thank you for your interest in proposed development projects in the City of Anaheim. The provisions of Assembly Bill 52 and Section 21080.3.1(d) of the Public Resources Code require formal notification of proposed projects in the geographic area that is traditionally and culturally affiliated with your tribe. This notification is for the purpose of offering the opportunity to request a consultation to protect any tribal cultural resources that may exist in the planning area. Also, pursuant to the provisions of Senate Bill 18 (SB 18) and Government Code 65352.3, the lead agency must notify local Native American tribes of any general plan amendment request, also for the purpose of consultation to protect cultural resources that may exist in the planning area.

Proposed Project: Wyndham Hotel Density Modification Project Project Location: The approximately 1-acre project site is at 515 West Katella Avenue in the central portion of the City of Anaheim in Orange County. Regional access to the project site is from Interstate 5 (I-5), approximately 0.6 mile to the east via West Katella Avenue, and from State Route 22 (SR-22), approximately 2.5 miles to the south via South Harbor Boulevard. Local access to the project site is via Disney Way and South Clementine Street (see Figure 1, Site Aerial).

Project Description: In 1996, t he Planning Commission approved Final Site Plan (FSP) 95-03, which allowed
for the development of a 4-story, 72-room, suite-type hotel. The original Wyndham Hotel building plans were designed with several dual suites that included two bedrooms and two bathrooms with internal connecting doors and one keyed entry door. Following the approval of the hotel’s site plan , additional entry doors were added to these rooms to create two separate keyed rooms. Some dual suites also had their interior connecting doors removed. Changes were also made to the use of space on the first floor , but no square footage was added. Space that was previously approved for storage , offices, and ancillary guest areas were converted to a large conference room/meeting rooms and a restaurant that is open to the general public (total of 6,394 square feet [SF]). The footprint of the building and remainder of the site did not change.

Therefore, the Wyndham Hotel is seeking a modification to the allowable density for the parcel , from the permitted 75 hotel rooms per acre or parcel to 106 hotel rooms, with 6,394 SF in accessory uses. The proposed project would require a general plan amendment from “Low-Medium Density” (up to 75 rooms per gross acre or 75 rooms per lot of parcel) to a new density category “Medium Density (Modified B)” to allow for up to 106 hotel rooms and 6,394 SF of accessory uses . The proposed project would also require a Specific Plan Amendment to the Anaheim Resort Specific Plan to create a new density category, “Medium Density (Modified B)”, and an update of relevant maps and exhibits with the new density category. No new construction or ground activity is proposed under this application.

D-31