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<br />policies and the programs included in RWCmoves and RWC Walk Bike Thrive would provide sufficient guidelines,
<br />standards, and specifications to guide future development. In particular, the Focused GPU program EIR (p. 4.17-35)
<br />concluded that with preparation of the City-required local transportation analysis and compliance with the policies
<br />and actions in the General Plan and RWCmoves, and all applicable City guidelines, standards, and specifications,
<br />future development facilitated by the Focused GPU would not conflict with adopted goals, policies, plans or programs
<br />for transit, roadway, bicycle, or pedestrian facilities and would result in a less than significant impact.
<br /> A transportation analysis was prepared for the Housing Component by Hexagon Transportation Consultants, Inc.
<br />(Hexagon) (“Transportation Analysis for the Proposed Residential Development at 920 Shasta Street in Redwood
<br />City, California,” February 12, 2025). The transportation analysis includes a summary of the vehicle miles travelled
<br />(VMT) screening criteria, project trip generation, and a review of site access and onsite circulation that considers
<br />motor vehicles, transit users, bicycles, and pedestrians. Based on ITE trip generation rates and the Housing
<br />Component site, it is estimated that, with trip credits for existing uses, the Housing Component would generate 444
<br />new daily vehicle trips, with 33 new trips occurring during the AM peak hour and 42 new trips occurring during the
<br />PM peak hour (Hexagon, p. 3). Hexagon concluded that based on the City’s adopted Local Transportation Analysis
<br />Manual, a full Local Transportation Analysis (LTA) is not required for this component because the Housing
<br />Component would generate fewer than 100 net new peak hour vehicle trips (p. 3). Also see (b) below.
<br /> The proposed Housing Component includes a TDM plan prepared by Hexagon (“920 Shasta Street Residential
<br />Development Transportation Demand Management (TDM) Plan,” February 12, 2025). According to the TDM plan
<br />(p. 10), proposed TDM measures include: providing orientation, education, and promotional programs/materials to
<br />new residents; providing a TDM coordinator/contact person;; offering tenants passes or subsidies for public transit or
<br />ridesharing costs; providing a well-lit pedestrian path to transit; and providing secure bike storage, bike parking, and
<br />bike racks for residents and visitors.
<br /> The transportation analysis concluded the Housing Component would not remove any existing, nearby pedestrian or
<br />bicycle facilities, nor would it conflict with any adopted plans policies for new pedestrian or bicycle facilities
<br />(Hexagon, pp. 9-10).
<br /> The proposed Housing Component would not conflict with a program, plan, ordinance or policy addressing the
<br />circulation system, including transit, roadway, bicycle and pedestrian facilities. This impact would be less than
<br />significant. The Housing Component would not generate new or more severe impacts beyond those analyzed in the
<br />Focused GPU EIR, and there is no new information of substantial importance for CEQA purposes.
<br />b. The Focused GPU EIR found that the VMT impact would be significant, but that individual residential development
<br />projects may generate VMT at a rate that is below the City’s threshold. The Focused GPU EIR (p. 4.17-43) identified
<br />two mitigation measures but determined that this impact would remain significant and unavoidable with
<br />implementation of these measures for the following reasons:
<br /> Mitigation Measure TR-1 requires all future residential development projects that do not meet the City’s VMT
<br />screening criteria and that exceed the City’s home-based residential VMT threshold to develop a TDM Plan and
<br />quantify VMT effectiveness. Because not all residential projects will be able to fully reduce their VMT impact due to
<br />the specific land use context (low-density suburban area, low transit access, etc.), the City cannot demonstrate that the
<br />VMT from each future residential development project would be reduced to the degree needed to eliminate the VMT
<br />impact, so this impact would be considered significant and unavoidable with Mitigation TR-1.
<br /> Mitigation Measure TR-2 requires the City to create a community-wide multimodal transportation impact fee program
<br />in the future and/or support and work cooperatively with C/CAG to implement a countywide or sub-regional VMT
<br />mitigation program. Because the City has no specified timeline for a community-wide multimodal transportation
<br />impact fee program and the City has no control of C/CAG’s process and outcome of a regional VMT mitigation
<br />program outside its jurisdiction, this impact would be considered significant and unavoidable with Mitigation TR-2.
<br /> Regarding Housing Component VMT impacts, the following is based on the VMT analysis contained within the
<br />Housing Component’s LTA prepared by Hexagon. The Hexagon screening analysis provides an evaluation of the
<br />Housing Component in terms of the pre-screening thresholds listed in the CEQA Technical Advisory (Governor's
<br />Office of Planning and Research “Technical Advisory on Evaluating Transportation Impacts in CEQA”) and the City’s
<br />Transportation Analysis policy to determine if the Housing Component would have a less-than-significant VMT
<br />impact and therefore whether or not the project would require a more detailed VMT analysis. The VMT screening
<br />analysis determined that because the project component is a 100 percent affordable housing project and is near transit
<br />(located within ½-mile of transit stops along El Camino Real and Middlefield Road,) the project component meets the
<br />affordable housing screening criteria and is presumed to result in a less-than-significant VMT impact (Hexagon, p. 3).
<br />ATTY/RESO.0031/CC RESO CEQA GUIDELINES (901 EL CAMINO REAL)
<br />REV: 04-22-25 VR
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