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112 The proposed Commercial Component is not a residential project, and therefore railroad vibration impacts would be less than significant, and DTPP EIR Mitigation Measure 11-2 (DTPP-Related Permanent Ground-Borne Vibration Impacts) would not be required. With respect to historical buildings, Illingworth & Rodkin (pp. 35-37) reviewed the Historical Resource chapter of the City’s General Plan to identify the historical buildings closest to the subject site and determined that, if applicable, they would be located in the Sequoia High School Historic District, across El Camino Real to the southwest of the project site. Illingworth & Rodkin reviewed project groundborne vibration impacts based on California Department of Transportation (Caltrans) groundborne vibration limits of 0.5 in/sec PPV [Peak Particle Velocity ] for new residential and modern commercial/industrial structures, and a vibration limit of 0.3 in/sec PPV for older residential structures. A vibration limit of 0.25 in/sec PPV would apply to historical and some older buildings. Illingworth & Rodkin conservatively noted, “All buildings associated with the high school would be considered historical and subject to the 0.25 in/sec PPV threshold. All other buildings surrounding the site would be subject to the 0.3 in/sec PPV threshold.” According to Illingworth & Rodkin (p. 36), “Project construction activities, such as drilling, the use of jackhammers, rock drills and other high-power or vibratory tools, and rolling stock equipment (tracked vehicles, compactors, etc.), may generate substantial vibration in the immediate vicinity.” Groundborne vibration levels would be at or below 0.09 in/sec PPV at the nearest non-historical buildings, approximately 55 feet from and adjoining the project site, which is below the 0.3 in/sec PPV threshold and therefore less than significant. For the nearest historical building on the Sequoia High School campus, approximately 275 feet from the property site, vibration levels would be up to 0.02 in/sec PPV, which is below the 0.25 in/sec PPV threshold and therefore less than significant. For the reasons noted, the 901 El Camino Real project component would not create new impacts or increase impacts, and there is no new information of substantial importance for CEQA purposes. c. The DTPP area is located (on the fly) within two miles of San Carlos Airport, but is outside the projected 55dB CNEL contour shown in the Redwood City General Plan (Figure PS-9: San Carlos Airport Noise Contours, June 2002) and the San Mateo County Comprehensive Airport Land Use Plan (DTPP EIR p. 11-30). No significant impacts related to airport operations were identified in the DTPP, and no additional noise mitigation was required (DTPP EIR p. 11- 30). The DTPP Plan-Wide Amendments program SEIR (pp. 11-28 through 11-29) generally concurred with the DTPP conclusion with respect to impacts from aircraft noise exposure and concluded that because the 60, 65, 70, and 75 CNEL noise contours for San Carlos Airport do not extend into the City of Redwood City, noise from aircraft operations at the airport would not exceed the 60 CNEL “normally acceptable” level (per San Mateo County Comprehensive Airport Land Use Compatibility Plan [ALUCP] Table 11-7). The DTPP Plan-Wide Amendments program SEIR (p. 11-29) also noted that the ALUCP requires a Real Estate Disclosure for projects located within the Airport Influence Area A, which includes the entire DTPP Area. The Illingworth & Rodkin noise study (p. 38-39) noted, “[T]he project site lies well outside the 60 dBA CNEL noise contour for the San Carlos Airport…. Therefore, the proposed project would be compatible with the exterior noise standards for aircraft noise.” The Commercial Component is in compliance with all applicable DTPP standards relevant to airport noise and will be subject to the Real Estate Disclosure, and as a result, no additional airport noise-related impacts are anticipated. Therefore, the Commercial Component would not result in new or more severe impacts with respect to airport noise than identified in the EIR/SEIR and there is no new information of substantial importance for CEQA purposes, and this impact would be less than significant. CONCLUSION: With regards to the issue area of Noise and Vibration, the following findings can be made: (1) no peculiar impacts to the Commercial component or its site have been identified, (2) there are no potentially significant effect or off-site and/or cumulative impacts which were not discussed by the EIR/SEIR, (3) no substantial new information has been identified which results in an impact which is more severe than anticipated by the EIR/SEIR, and (4) feasible mitigation measures contained within the EIR/SEIR would be applied to the Commercial Component and render its specific impacts less than significant. For these reasons, the noise and vibration impacts of the proposed Commercial Component would be consistent with the impacts identified in the EIR/SEIR and this project component does not require additional environmental review under CEQA Guidelines section 15183. ATTY/RESO.0028/CC RESO CEQA GUIDLINES (920 SHASTA) - EXHIBIT A REV: 04-22-25 VR Page 112 of 148