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129  the existing crosswalk at the California Street/Winklebleck Street intersection would be redesigned with new curb ramps;  new curb ramps and bulb-outs would be constructed to create the new intersection of the proposed Franklin Street extension and James Avenue;  the street corner at the El Camino Real/James Avenue intersection would accommodate the City’s currently under design signal improvement project at this intersection and would accommodate the proposed new bike lanes along north side of James Avenue;  new El Camino Real Class IV separated bicycle lanes on the north side along the project component frontage;  a new James Avenue Class IV separated bicycle lane (one-way or two-way)  a SamTrans bus shelter/bus stop/bus boarding island on El Camino Real;  new double-head street lighting fixtures along the El Camino Real frontage and new single-head street lighting fixtures along the other project component frontages;  a variety of floodlights, flexible LED tubes (“flex-qubes”), recessed steplights and downlights, wall sconces, and in-grade lighting; and  37 new trees along the project component perimeter (12 along El Camino Real; 15 along Winklebleck Street/Franklin Street extension; 10 along James Street). A Transportation Demand Management (TDM) plan was prepared for the proposed Commercial Component (“901 El Camino Real Mixed Development Transportation Demand Management [TDM] Plan,” October 2024). According to the TDM plan (p. 14), proposed TDM measures include: providing onsite information about alternative modes of transportation; an employee pre-tax deduction option for expenses related to alternative transportation; an annual commute survey; participation in area- and city-wide monitoring and promotional activities; long-term and short-term bike parking and bike racks for employees and customers; well-lit pedestrian paths to transit; the construction of a SamTrans bus stop at El Camino Real/Winklebleck Street; onsite ground floor retail that serves as an onsite amenity that would reduce trips to other retail locations; shared parking with the new teen center; information marketing measures; showers and lockers for cyclists on Level B1; a carpool/vanpool/shuttle drop-off area near the Winklebleck Street entrance; and EV plug-in stations. The proposed Commercial Component would not conflict with a program, plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities, and this impact would be less than significant. The Commercial Component would not generate new or more severe impacts beyond those analyzed in the DTPP program EIR and the DTPP Plan-Wide Amendments program SEIR, and there is no new information of substantial importance for CEQA purposes. b. The DTPP Plan-Wide Amendments SEIR found implementation would not conflict or be inconsistent with CEQA Guidelines Section 15064.3(b). The adjusted VMT results, after taking into account mandatory compliance with the City’s TDM Ordinance, would not exceed the applicable threshold. Thus, the Plan-Wide Amendments would result in a less than significant VMT impact for both residential and office components. The following is based on a traffic study prepared for the applicant by Kimley Horn, “Local Transportation Analysis 901 El Camino Real,” August 2024. The study provides a local transportation analysis based on the guidelines in the Redwood City Transportation Analysis Manual, reviews the screening criteria for Vehicle Miles Traveled (VMT), and provides an overview of the existing pedestrian, bicycle, and transit facilities in the vicinity of the Commercial Component site. The study also prepared a trip generation and distribution analysis for City use in assessing anticipated Commercial Component traffic. The Commercial Component site is directly adjacent to the Redwood City Caltrain station and Redwood City Transit Center. The traffic study (Kimley Horn, pp. 27-29) determined that the project component meets the VMT screening criteria of being located in a Transit Priority Area of the Redwood City Transportation Analysis Manual. The traffic study (Kimley Horn, p. 27) concluded the project component does not require a VMT analysis and no additional VMT analysis was conducted. Therefore, the Commercial Component’s VMT impact would be considered less than significant. The Commercial Component would not generate new or more severe impacts beyond those analyzed in the DTPP program EIR and the DTPP Plan-Wide Amendments program SEIR, and there is no new information of substantial importance for CEQA purposes. c. The DTPP Plan-Wide Amendments found implementation would not substantially increase hazards due to a geometric design feature or incompatible use and the impacts were less than significant. The Commercial Component would utilize the existing roadway system with the exception that a portion of California Street would be vacated to allow for a parcel assembly and the extension of Franklin Street (see Project Description, item #8 above, for more details). The Commercial Component proposes onsite parking to accommodate 513 vehicle ATTY/RESO.0031/CC RESO CEQA GUIDELINES (901 EL CAMINO REAL) REV: 04-22-25 VR Page 129 of 148