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FINAL MEMORANDUM Date: April 19, 2021

To: Rob Mitchell, Greenlaw Partners

From: Paul Herrmann, P.E. Mae Tamayo

Subject: 39 Commons II Trip Generation and VMT Screening Assessment

OC19-0700

This memorandum documents the trip generation assessment and Vehicle Miles Traveled (VMT) screening assessment conducted by Fehr & Peers in support of the 39 Commons II project (Project) in Anaheim, California. The purposes of this memorandum are:

1. To determine if the Project will generate enough project trips to warrant a traffic study per the requirements set in the Beach Boulevard Specific Plan, Anaheim Traffic Impact Study Guidelines, and Caltrans traffic study requirements. The assessment concludes that trips generated by the Project would add less than 100 net new peak hour trips and will not require level of service (LOS) analysis per City requirements. The assessment also concludes that Caltrans would not require a traffic study as the Project is not anticipated to add more than 50 peak hour trips to any intersection along Beach Boulevard (State Route 39).

2. To document how the Project is presumed to result in a less-than-significant transportation impact related to VMT and is not subject to a full VMT assessment. This memorandum utilizes screening criteria from the City of Anaheim’s Traffic Impact Analysis Guidelines for California Environmental Quality Act Analysis, April 2020.

PROJECT DESCRIPTION The Project site is located on the southeast corner of West Lincoln Avenue and Beach Boulevard. The Project proposes the development of 100 affordable housing units (at 52.9 units per acre), 134 market rate multi-family units (at 28.4 units per acre) and 5 KSF of retail use. The Project also includes recreational facilities including a basketball court, a fuse ball table, a playground, an activity lawn, BBQ dining and lounge seating, and a picnic area. The Project is proposing the redevelopment of an existing (inactive) strip mall and existing (active) gas station. The Project can be accessed directly through proposed driveways on Lincoln Avenue and Beach Boulevard. The Project opening year is proposed to be 2022.

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TRIP GENERATION Trip generation rates from Trip Generation, 10th Edition (Institute of Transportation Engineers [ITE], 2017) were used to estimate the number of net new trips associated with the Project. Trip generation rates are presented as Attachment F Trip Generation Rates and trip generation estimates are presented in Table 1. Residential Planned Unit Development (ITE Code 270) was chosen to represent the 134 market rate units, which has higher trip generation rates than standard apartment trip generation rates intended to reflect the recreational facilities provided by the project. Multi-Family Housing (Mid-Rise) (ITE Code 221) was conservatively chosen to represent the affordable housing units, though the affordable units are anticipated to generate vehicle trips at a lower rate than market rate multi-family housing. Though, ITE Code 270 also includes retail use, the 5 KSF of retail use was separated out as its own use to provide a conservative estimate. Shopping Center (ITE Code 820) was chosen to represent the retail use and Gasoline/Service Station (ITE Code 945) was chosen to represent the existing gas station.

An existing credit was applied to the gas station use because it is currently active, unlike the other existing retail/strip mall use on site which is mostly vacant. The ITE Handbook was referenced for pass-by trip credits applied to the existing gas station use and proposed retail use. Daily and AM pass-by rates are not listed for retail in the handbook so a conservative 10% was assumed for daily and no credits were applied to AM. A daily pass-by trip credit for the gas station was estimated by applying the average of AM and PM reduction rates.

TABLE 1 – 39 Commons Phase Two Trip Generation Estimates

Land Use Units ITE Code Quantity Daily AM Peak Hour PM Peak Hour

In Out Total In Out Total Existing Development Gas Station FPs 944 14 2,408 72 72 144 98 98 196

Pass-by Reduction Credit (Daily 50%, AM 58%, PM 42%) (1,204) (42) (42) (84) (41) (41) (82) Net Existing Use Trips 1,204 30 30 60 57 57 114

Proposed Development Affordable Units DUs 221 100 544 9 27 36 27 17 44 Market Rate Units DUs 270 134 989 17 59 76 60 32 92 Retail KSF 820 5.00 189 3 2 5 9 10 19

Retail Pass-by Reduction Credit (Daily 10%, AM 0%, PM 34%) (19) (0) (0) 0 (3) (3) (6) Net Project Trips 1.703 29 88 117 93 56 149

Net New Trips 499 (1) 58 57 36 (1) 35 Notes:

1. FPs = Fueling Positions, KSF = 1,000 square feet, DUs = Dwelling Units 2. ITE Codes: 221 = Multi-Family (Mid Rise), 270 = Residential Planned Unit Development, 820 = Shopping Center, 944 =

Gasoline/Service Station Source: Trip Generation, 10th Edition (Institute of Transportation Engineers [ITE], 2017)

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As presented in Table 1, the Project is estimated to generate 499 net new daily trips, 57 net new AM trips and 35 net new PM trips. Due to the credits applied to the gas station, some inbound or outbound trips are net negative, indicating that the existing use generates more trips in that direction than the proposed uses.

TRIP GENERATION CONCLUSION The Beach Boulevard Specific Plan classifies the Project site as Mixed-Use Medium and allows up to 36 units per acre. The 234 units are proposed on 6.6 acres at a density of 35.4 units per acre.

The Project is not anticipated to generate 100 or more net new peak hour trips. Per guidelines in the Beach Boulevard Specific Plan, this phase of the Project would not require further analysis related to capacity of nearby intersections and does not warrant a LOS assessment per the City of Anaheim Criteria for Preparation of Traffic Impact Studies.

The Project is also not anticipated to add more than 50 peak hour trips to any Caltrans intersections (any intersections along Beach Boulevard (State Route 39)). There are multiple access intersections to the Project along Beach Boulevard and Lincoln Avenue and the Project is anticipated to distribute trips in each direction such that no individual intersection would increase by more than 50 trips.

VMT SCREENING The City’s traffic impact analysis guidelines provide a process for projects to be screened from full VMT assessment under the assumption that the Project will result in a less-than-significant transportation impact related to VMT. There are three types of screening criteria included in the City’s Traffic Impact Study Guidelines. The Project qualifies for Type 1 and Type 2 Screening. Type 1 Screening is known as Transit Priority Area (TPA) Screening and Type 2 Screening is Low VMT Area Screening. The criteria are described in detail below.

TYPE 1 TPA SCREENING

A TPA is defined as a half mile area around an existing major transit stop or an existing stop along a high-quality transit corridor, per the definitions below. A Major transit stop is a site containing an existing rail transit station, a ferry terminal served by either a bus or rail transit service, or the intersection of two or more major bus routes with a frequency of service interval of 15 minutes or less during the morning and afternoon peak commute periods. A high-quality transit corridor is a corridor with fixed route bus service with service intervals no longer than 15 minutes during peak commute hours.

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A map of TPAs in Anaheim is provided as Attachment A Transit Priority Areas (TPAs) in Anaheim and shows that the Project is within the TPA area. This type of screening also has additional criteria in order for the Project to qualify:

1. Must have total Floor Area Ratio (FAR) greater than 0.75; The 100 affordable housing units are 5 stories apartment building with 52.9 DU/AC and the 134 market rate multifamily units are 3 stories attached townhomes with 28.4 DU/AC. The 5 KSF of retail use is not anticipated to result in an FAR lower than 0.75, but the Project as a whole is anticipated to result in an FAR greater than 0.75.

2. Cannot include more parking for use by residents than the City municipal code requires; the Project is providing the minimum number of spaces as required by the Municipal Code.

3. Cannot be inconsistent with the Southern California Regional Governments (SCAG) Regional Transportation Plan and Sustainable Communities Strategy (RTP/SCS); According to the Orange County Transportation Analysis Model (OCTAM), the Traffic Analysis Zone (TAZ) that the Project is located in assumes growth from the 2016 base year to the 2045 future year of 68 households. The 234-unit Project is larger than the assumed growth in the RTP/SCS and is therefore inconsistent. Socioeconomic input assumptions for the TAZ of the Project is included as Attachment C OCTAM Socioeconomic Data.

4. Cannot replace affordable residential units with a smaller number of moderate- or high-income residential units; the Project is not replacing any units.

The Project is within a TPA but it does not meet the additional criteria for TPA screening. Therefore, it is not recommended to screen the Project for TPA screening.

TYPE 2 LOW VMT AREA SCREENING

Low VMT areas are defined as Transportation Analysis Zones (TAZs) in the Orange County Transportation Analysis Model (OCTAM) which produce a VMT per service population which is more than 15% below the County of Orange average VMT per service population.

The Project is located in a Low VMT Area, as identified in Attachment B Daily VMT per Service Population in Anaheim TAZs as Compared to the Orange County Average (2012). The Project is located in TAZ 248 which is bound by Beach Boulevard, Lincoln Avenue, Dale Avenue and Crescent Avenue, as shown in Attachment D Eastern Anaheim OCTAM TAZs. Attachment C OCTAM Socioeconomic Data shows that the baseline assumptions for TAZ 332 include 646 households. The households within the TAZ 332 boundary include market rate apartments and single-family homes. The Project, which proposes to build more apartments, are similar to the existing housing types within the Project TAZ. Therefore, it can be concluded that the Project would result in a similar VMT

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per resident which is more than 15% below the County of Orange average VMT per service population and would result in a less-than-significant impact related to VMT.

The Project TAZ also includes five retail employees and 68 service employees assumed in the baseline assumptions. The retail use is anticipated to generate VMT in a similar manner as the assumptions in the model and existing uses, which is more than 15% below the County of Orange average VMT per service population and would result in a less-than-significant impact related to VMT.

TYPE 3 PROJECT TYPE SCREENING

The City’s traffic impact analysis guidelines specify that certain project types are eligible to screen from VMT assessment as they are assumed to be low-VMT generating projects.

The retail component of the project is less than 50 KSF and is therefore eligible for project screening as it is considered local-serving retail and would result in a less-than-significant impact related to VMT.

Affordable housing is eligible for this type of screening, of which the project is approximately 45% affordable housing. Though, the project is not eligible for this type of screening, it should be noted that affordable housing projects are anticipated to be low-VMT generators.

VMT IMPACT CONCLUSION The Project is located within a TPA, is located within a Low-VMT generating area, and is 45% affordable housing with a local-serving retail use less than 50 KSF. The Project can be screened from full VMT assessment under the presumption that it will result in a less-than-significant impact related to VMT based on Type 2 Low VMT Area Screening.

We hope this information is helpful. If you have any questions or concerns, please do not hesitate to contact Paul Herrmann (p.herrmann@fehrandpeers.com or 949-308-6318) with questions or comments.

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ATTACHMENTS A. Transit Priority Areas (TPAs) in Anaheim B. Daily VMT per Service Population in Anaheim TAZs as Compared to the Orange County

Average (2012) C. OCTAM Socioeconomic Data D. Eastern Anaheim OCTAM TAZs

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ChinoHills SP

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Transit Priority Areas (TPAs) in AnaheimAttachment A

Anaheim

Metrolink Stations

HQT Bus Stops Buffer(0.5 mile)

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Source: OCTA, March, 2020, http://www.octa.net/Bus/Routes-and-Schedules/Overview/

Project

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Source: OCTAM Version 5, Base Year (2016), March, 2020

Attachment B

Daily VMT per Service Population in Anaheim TAZs as Compared to the Orange County Average (2016)

Anaheim City No Service Population

< -15% below the Orange County Average

0 to -15% below the Orange County Average

Higher than the Orange County Average

Project

SCENARIO ZONE TOT_POP HH_POP EMP_POP TOT_HH MDN_INC RET_EMP SVC_EMP BAS_EMP SCH_ENR UNIV_ENR POPDEN

Base Year 2016 332 2,533 2,450 1,127 646 37,355 5 68 235 0 0 38.3

Future Year 2045 332 2,720 2,637 1,763 714 37,355 8 71 235 0 0 41.2

Attachment C: OCTAM Socioeconomic Data

Attachment :