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Transportation
Study Guidelines
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ACKNOWLEDGEMENTS cfty c0uincd C0instflta0fl:]l(:!ari'�
Mary[asiUas3a|as, Mayor Fehr& Peers Transportation Consultants, Prime Consultant
John McCann, Counci|memberDistrict l 6atzke Dillon & BaUance LLP, Legal
Jill 6a|ve4Counci|memberDistrict 2 Chen Ryan Associates,Transportation Planning
Stephen Padilla, [ounci|member District ICF]ones&3tokes, Inc., Environmental
Mike Diaz, [ounci|member District
Cfty C0iritext Wal"king Group
Q ty Staff Gary Halbert, City Manager
Kelly Broughton, Director of Development Services William Valle, City Engineer, Director of Engineering&Capita| Projects
TiManyA||en,Assistant Director ofDevelopment Services Scott Donaghe, Principal Planner
Nm Elliott, Facilities Financing Manager Steve Power, Principal Planner
Eddie Flores, CityTraMic Engineer Frank Rivera, Principal Civil Engineer
Paul Dberbauer, Senior Civil Engineer Traffic Mike 3hirey, Deputy CityAtkomey
Scott Barker,Transportation Engineer Cheryl Goddard, Senior Planner
TABLE OF CONTENTS
Introduction...................................................................................................................................................1
1.1 Background..................................................................................................................................................2
1.2 Purpose of the TSG......................................................................................................................................3
1.3 TSG Objectives.............................................................................................................................................3
1.4 CEQA vs. Non-CEQA
Transportation Analysis..............................................................................................4
1.5 Process Overview.........................................................................................................................................5
Transportation Stud Initiation......................................................................................................................8
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2.1 Types of Transportation Studies..................................................................................................................9
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2.2 Transportation Study Screening Criteria...................................................................................................12
2.3 Completing the Project Information Form................................................................................................12
P g J
2.4 Submittal Instructions................................................................................................................................13
CEQA Requirements Re for Transportation VM T..............................................................................................15
3.1 Overview....................................................................................................................................................16
3.2 Metrics and Methodology for Calculating VMT........................................................................................16
3.3 VMT J
Analysis for Land Use Projects..........................................................................................................17
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3.4 VMT AnaI Analysis for Transportation Projects.................................................................................................21
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3.5 VMT Reduction and Mitigation Measures.................................................................................................21
3.6 Cumulative VMT Impacts...........................................................................................................................23
LocalMobility Analysis sis.................................................................................................................................25
4.1 Overview....................................................................................................................................................26
4.2 Process.......................................................................................................................................................26
4.3 Requirements.............................................................................................................................................27
4.4 LMA Outline...............................................................................................................................................28
LIST OF FIGURES
Figure Transportation Study Process for Projects inthe City ofChula Vista.................................................................................................................................................... II
LIST (lFTABLES
Table l: Local Mobility Analysis—Projects Consistent with the General Plan......................................................................................................................................................5O
Table 2: Local Mobility Analysis—Projects Inconsistent with the General Plan...................................................................................................................................................5l
Table 5:Threshold for Determining aProject's Substantial Traffic Effect onVehicular |nteoecdons................................................................................................................52
Table 4: Local Mobility Analysis—Potential Improvements toAccommodate aProject's Vehicular Traffic.......................................................................................................55
Table 5: Local Mobility Analysis—Potential Improvements toAccommodztethe Project's AcLiveTransportation Needs................................................................................54
APPENDICES
Appendix AzScoping Agreement for Transportation Studies
Appendix 8:Transportation Study Required Content Form
Appendix C:VMTScreening Maps—VMT/Capitaand VMT/Emp|oyee
Appendix D: Land Use Designations
Appendix E:Screening Criteria and Threshold Evidence
Appendix F:Transportation Project Screening
Appendix G:Summary of Desired Transit Stop Fea Lure & Local Mobility Analysis Specifications
IN I
Elm
1.1 Background related to infill development, promotion of public
health through active transportation, and the
The City ofChula Vista previously required projects reduction ofgreenhouse gas(6H6)emissions.
undergoing California Environmental Quality Ac
Asa result, the Governor's Office of Planning and
(CEQA) revievvto conduct transportation impact
analysis that focused primarily on metrics related Research (DPR) updated the CEQA Guidelines to
establish new criteria for determining the
to vehicle delay and Level of Service (LOS). These
analysis requirements involved z quantitative significance of transportation impacts. Based on
analysis todetermine whether ornotaprcjectmay feedback with the public, public agencies, and
have asignificant impact onthe roadway network various organizations, DPR decided that Vehicle
pursuant to CEQA. Miles Traveled (VMT) would bethe primary metric
for evaluating transportation impacts under CEQA.
CEQAClmr,qes VMT refers to the amount and distance of
zutomobi|etrave| attributable toa project.
On September 27, 2015, Governor Jerry Brown
signed Senate 8i|| (38) 745 into law and started a 38 745 does not prevent a city or county from
process intended to fundamentally change continuing toanalyze traffic delay orLOS aspart of
transportation impact analysis as part of CEQA other plans (i.e, General Plans), studies,
compliance. 38743 mandates change in the way congestion management and mitigation, etc, but,
thzt public agencies evaluate transportation with limited exception, a project's effect on
impacts.Akeye|ementofthis law istheremoval of automobile delay may no longer constitute a
auto delay, LDS, and other similar measures of significant environmental impact under CEQA.
vehicular capacity ortraffic congestion as basis
for determining significant impacts under CEQA.
The basis for the change was tobalance the needs
ofcongestion managementvvith statewide goals
CEQA refers to the California Environmental Quality Act. This statute requires identification of any significant
environmental impacts of state or local action,including discretionary approval of new development or infrastructure
projects.The process of identifying these impacts is typically referred to as the environmental review process.
LOS refers to"Level ofService'^o metric that assigns o letter grade tonetwork performance. The typical application
of LOS in cities is to measure the average amount of delay experienced by vehicle drivers at an intersection during the
most congested time of day and to assign a report card range from LOS A(fewer than 10 seconds of delay for signalized
intersections)to LOS F(more than 8nseconds ofdelay for signalized intersections).
AM jrefersto "VehideMi|esTrove|ed'^ ometricthotoccountsforthenumbcrofvehidetrips8enerotedondthe
length or distance of those trips. For transportation analysis, VNT is generally expressed as VMT per Capita
(VMV[opito)orVMTper Employee(VMT/Emp|oyee) for otypical weekday.
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Overall, 38 745 includes the following two foundation upon which all land use decisions inthe legislative requirements.The Transportation Study
legislative intent statements: City are based.The General Plan and its associated Guidelines document (T36) provides criteria to
Sectional Planning Area (SPA) Plans include goals evaluate projects for consistency related to the
l. More appropriately balance the needs of and policies that guide the City's growth. The City's transportation goals, policies, and plans, and
congestion management with statewide goals General Plan currently includes many policies that through procedures established under CE[V\ The
related to infill development, promotion of
relate toand support the intent ofS8743. T36 establishes the content requirements and
public health through active transportation,
procedures for preparing aTransportation Study in
and reduction of6H6 emissions. S8 743-RPOtedPolijes
Chula Vista.
2. Ensure that the environmental impacts of
traffic, such air and The General Plan and SPA Plan policies that are
' ' The purpose of the T36 (and a Transportation
concerns continue to be properly addressed most consistent with the intent of38745are those
Study) is to provide applicants, transportation
and mitigated through the California regarding planned improvements, including nevv
professionals, and City personnel with standard
Environmental Quality Act roadways� procedures and puide|inestosupport CEQAreview
and policies and programs to enhance and
V��Tdoes not direcdymeasure traMicoPeration� encourage bicycle, pedestrian, andtrznsitmodes� ofaproject's transportation impacts and aPrcjec�s
instead itisa measure ofnetwork use oreMicienc� For example, the evz|urtion of existin� transit effects on local mobility through a Local Mobility
especia||y if expressed as a function of population Analysis(LMA).
services in order to enhance mobility and
oremployment(i.e, "VMT/Capita").VMT tends to accessibility within Chula VisLa, providing the Reasons toperform aTransportation Study include
increase as land use density decreases and travel provision of sidewalks along arterial roadways, the following:
becomes more reliant on the use of automobiles
providingthe provision of shuttle services on some
due to the long distances between origins and local roads, and the encouragement of the ° To determine the significance of a proposed
destinations. VMT can also serve as a proxy for development of high-density mixed land use project's transportation impacts and
impacts related to energy use, air Pollution projects are among the existing Chula Vista policies associated mitigation for CEQAReview
emissions, 6H6 emissions, traffic safety, and that align with 38745
. ° Todetermine the project's effect ontraffic
roadway maintenance. The relationship between
congestion, transi� andactivetranspo�ation
V��T and energy or emissions is based on fuel � ,� �����8�K��«� K����n�� -���� modes, and provide�uidancefor
consumption. The traditional use of V��T in
environmental impact analysis is to estimate The City of Chula Vista's goal is to achieve a safe, implementing improvements
mobile air pollution emissions, 6H6s, and energy eMicienL,accessible,and sustainable transportation ° To implement City plans and policies related
consumption. system that meets the needs of all users. to transportation
Transportation improvements and mitigation from
Geliiel4� Nan Goa���s and ��Idhdesproposed land development projects should be 1,3 TSG ����ect`ves
consistent with City-adopted plans and policies, as
The City of Chula Vista's General Plan (Adopted ' The following objectives are intended to provide
well as regional and state environmental and
2OO5, and itssubsequentamendments, form the consistency between local, regional, and state
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policies in forecasting, describing, and analyzing ° Ensure that Chula Vista transportation studies ° Identify VIMTreduction measures and
the effects of land development on transportation are in conformance with all applicable City, strategies to mitigate a project's impacts
and circulation for all transportation modes and regional, and state regulations, including below level of significance.
users: legislative requirements aspart ofCE[A.
Nan-CEOAI Alla��Ysis ......
° Provide clear direction toapplicants and 1.4 CE O- A vs, Non-CE0A Loca� Mcdjffllty Ana�YrJs MA)
consultants tobetter meet expectations, �����8�K�����`���� �����K��'� An LIMA required by CityofChu|aVista to
increase the eMiciencyofthe review process, -� "- Analysis
assess a project's localized effects on roadwayandminimizede|ays. The City of Chula Vista TSG is a comprehensive traffic congestion and transit, bicycle, and
° Provide scoping procedures and manual for conducting both CEQAVIMT analysis pedestrian facilities.The authority for requiring this
recommendations for early coordination and non-CEQA Local Mobility Analysis (LIVIA) for non-CEQA transportation analysis resides in the
during the planning/discretionary phases ofa both discretionary and ministerial projects. The City'spolice power to protect public health, safety,
land development project. T36 provides guidance for these two components and welfare,and a|ignsvvithSection 5.5ofthe Land
° Provide guidance for determining when, what of theTransPortztion Study. Use and Transportation Element of the City of
type, and how toprepare aTransportation Chula Vista's General P|an The L��Aanalysis vvi||
Study. �������[�������������/�1�U���� ~ ����'�Aa14Uys�s �accomp|ishthefo||ovvin��
° Enhance consistency, uniformity, and
accuracy in the preparation of a CEQ4requires VIMTanalysis for compliance with ° Ensure that the local transportation facilities
Transportation Study. state policies to evaluate a project's potential will have sufficient capacity toaccommodate
° Promote quality assurance intransportation impacts related to VIMT significance criteria. The the project's demand onvarious modes of
studies byestablishing the assumptions, data VIMTanalysis will accomplish the following: travel, and that improvements identified by
requirements, study scenarios, and analysis the City are constructed when needed
methodologies. ° Enable proposed projects tocomply with consistent with the City's adopted standards
° Provide consistency and equity in the current[EOArequirements asaresult ofthe and policies.
identification of measures to mitigate the imp|ementzLion of38745. ° Address issues related to operations and
transportation impacts generated byland ° Specify the City'sVIMTsignificance thresholds, safety for all transportation modes.
development. screening criteria, and methodology for ° Ensure consistency with the City's Active
° Assist City staff indeveloping objective conducting the transportation VIMTanalysis. Transportation Plan for bicycle and pedestrian
recommendations and project conditions of a Determine if mitigation is required to offset a facilities, asmay beamended from time to
approval aspart ofthe land development project's VIMTimpacts. time.
discretionary review process.
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° Identify the necessary transportation during the Project Information Form' phase of (both total andnet), andmethodsfor
entitlement conditions for land development preparing the study. completing the Transportation Study.The PIP
also includes preliminary screening criteria to
projects. City lieview &I'id DxWde AgelI,wy determine ifthe project isscreened out from
° Specify the City's screening criteria, study Cool i�rd 1 ir,il ati oir,il detailed VIMTanalysis, and information to
area, and methodologies toassess the determine the extent ofLIMA required.
potential need for off-site operation and Transportation Studies will be reviewed by
safety improvements tothe project study appropriate City ofChula Vista staff. ° Step 2—Complete Scoping Review:The
area transportation network. completed PIP will be submitted to the City of
If a project will affect another agency or Chula Vista, along with the required fee
° Establish measures ofeffectiveness to
J urisdiction, such asthe California Department of deposit for review and approval.The PIP will
maintain transportation LOS consistent with Transportation (Caltrans), San Diego Association of preliminarily specifthe type of
the City's Land Use and Transportation Governments (3ANDA6), San Diego Metropolitan Transportation Study that will beneeded.The
Element, asmay beamended from time to Transit System (IMT3), or neighboring cities, City will either provide aletter oremail
time. coordination with that agency orjurisdiction may confirming the scoping identified inthe PIP or
° Facilitate site project access and roadway be required and will be identified in the scoping communicate other project-specific
frontage infrastructure improvements to review process.City ofChula Vista staff can provide requirements.The applicant's consultant may
serve the project vicinity. guidance and contact information for other
request ameeting toclarify the draft scope
agencies orjurisdictions�
and the City's feedback.
1.5 Process Overview
Step 3—Conduct Transportation Study and
�����ine of Sb�dy �reparatio� a�d Submit Draft The app|ican�sconsultant vvi||
�������� ���U��������� ������������� Review Process prepare the Transportation Study consistent
The CEQA Portion of Transportation Studies must The following summarizes the typical process for with the requirements established in Steps l
be prepared under the responsible charge of a and 2 (and asoutlined inthe T36), and will
completing a Transportation Study in the City of
registered Traffic Engineer oraregistered Civil Chula Vista: submit adra�tothe City.The City vvi||
� provide written comments on the draftstudy
Engineer with expertise in transportation .
°
During this process,
the applicant's consultant
engineering' or an A|CP with expertise in
Step may request ameeting with City staMto
transportation planning.The LIMA portion mustbe applicant's consultant will complete aProject clarify study requirements and/or comments
prepared under the responsible charge of z
Information Form (PI F) (Appendix A—Project received on the draft study.
registered Traffic Engineer or' Information Form)that summarizes the
Engineer with expertise in transportation proposed project description, location, site ° ��p4—�ubmitRevisedTr Transportation
engineering. Other certifications may be plan, site access, estimated trip generation ��udY:Theapp|icant'sconsu|tant»»i|| address
appropriateandshou|dbeconfirmedvvithCitystaff a|| Citycommentsandproducearevised
oTheProect1nforma0onForm\A/111determ1ne\Mhata1 l�;requ1redforaSec,Chopter2andAppendiuAforaddl0onaldetafflb
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Transportation Study tobereviewed and, if document for various project types are provided in
complete, approved bystaff.The submittal Chapter 2.
will include comment resolution table,
which lists each City comment and the The T36 is not binding on any decision maker and
proposed response to each comment, and a should not be substituted for the use of
track changes version of the document to independent professional judgment and evaluation
facilitate review. Multiple iterations of study ofevidence inthe record.The City also reserves the
review may benecessary inorder to right to request further, prcject' specific
adequately address all staff comments. It is information in its evaluation that may not be
critical that staff and the transportation identified or described in the TSG.
consultant/applicant coordinate closely
during the review process toensure
productive and efficient communication in
achieving the mutual goal offinalizing the
Transportation Study. Depending onwhether
the Transportation Study included aVMT
analysis, the final mitigation
recommendations or required improvements
will be incorporated into the CEQA Findings
and/or the discretionary Conditions of
Approval.
|tshould benoted thattheCitymayupdztetheTSG
on an as-needed basis to reflect the state-of-
practice methodologies and changes in CEQA
requirements. Updates and revisions will be
approved bytheCity Manager ordesignee.Assuch,
the City will continually review the TSG for
applicability and coordinate with other jurisdictions
and professionals to ensure the most recent
guidance and best practices are being applied for
land development review and transportation
analysis. Additional information regarding the
applicability of the procedures outlined in this
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If a project requires a discretionary or ministerial LIMAasdescribed inChapter4ofthisT36, only
action, the applicant, through coordination with anLIMA would berequired.The findings ofthe
City staff, will determine the Transportation Study screening analysis must bedocumented in the
requirements. Transportation Study.
5. LIVIA and Detailed CECA VMT Analysis:
The Transportation Study process begins by filling Transportation Studies that include both an
out a PIP (Appendix A), which out|ines the LIMA and CEQAVIMT analysis are required for
requirements for the transportation study. projects that are not screened out based on
the City's screening criteria, as outlined in
2,1 Fypes of Franqpartaflari following sections.
���K���
�� �.
~'� Figure 1 illustrates the expected process for
CEQA and LIMA requirements should be ministerial and discretionary projects. A land
determined separately, as [EQA VIMT analysis development project oraCity-initiated plan review
and/or LIMA may apply to any type of should reviewChapter 3 and Chapter 4 to
transportation study. The following types of determine if the project is screened from CEQA
transportation studies (or z combination thereof) analysis and/or the LIMA. If the project has an
maybe required: existing environmental document, the project
should only complete an updated CEQA analysis
I. NoTransportation Analysis Required: If CEDA and/or an LIMA if the project will change the land
does not apply to z project (i.e. the project is use or substantially increase the project trip
ministerial) and the PIF indicates that LIMA is generation, atthe discretion ofCity staff.
not required, the completed PIP would be the
extent of Transportation Analysis for that I ymes Of MAS
project.
The LIMA study requirements in the City of Chula
2. LIMA Only:These are Transportation Studies in
Vista are dependent ontwo project characteristics
which only anLIMA isrequired, because the
(refer to Chapter 4):
project isministerial and therefore not subject
to[EQAreview. l. Project Consistency with the City ofChula Vista
5. No Detailed CECA VK8T Ana|Ym|a or LK8A General Plan, and
Required:� If project meets screening criteria
2. Average Daily Trips (ADT) generated by the
for CEQA VIMT analysis and LIMA, a detailed project orthe net new ADT generated by the
CEQAVMTanalysis would not berequired.The project after removing any existing
findings of the screening analyses must be
development on the project site (regardless of
documented inthe Transportation Study. any entitled trip generation for the site's
4. No Detailed CECA VAAT Analysis, but LIMA planned land use).
Required: If the project meets screening
criteria for CECIAVIMTanalysis but triggers an
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If a project is consistent with the City's General
Plan, the study extents and analysis scenarios are
limited. As net ADT generated by the project
increases, both the study extents and the analysis
scenarios will expand. The most extensive LIMAs
will be for projects that are inconsistent with the
City's General Plan and whose traffic generation
exceeded the maximum ADT threshold listed in
Table inSection zi3.
The Transportation Study should be submitted to
the City with the Project Information Form and the
Transportation Study Required Content Form,
Appendix B. As specified in Appendix 8, the
Transportation Study should be prepared in two
vo|umes,thefirst including only CEQAVMTanalysis
and the second including only LIMA analysis.
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Complete PIF
LMA
Ministerial Screening ifnot Complete LMA
Project (Appendix A) screened out (Chapter 4)
CEQA Screening
Not Required
Project In the Complete
City of Chula Vista CFQA VMT
Land Analysis
Development Cscreened
(Chapter 3)
Project/ Complete PIF Plan Update (Appendix A)
(City-Initiated) Complete LMA
Discretionary (Chapter 4)
Project
Transportation/ See Transportation Project Screening
Infrastructure (Appendix D)
Project
Figure 1-Transportation Study Process for Projects in the City of Chula Vista
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2.2 Transpartat,an Sb idy Project Location I rl�p Gerwraflor,�
Screening Criteria ° Project location and vicinity map ° The applicant's consultant should identify the
Discretionary projects will need to complete a ° Zoning and General Plan land use designation number ofnew daily and peak hour driveway
Transportation Study asidentified inSection 3.3.A ofthe project site (to demonstrate vehicle-trips added bythe project as
project's location, land use, and other project consistency) in thissection..
characteristics will determine the type ofstudythat ° Trip generation rates are commonly
is required based on CEQA VIMT screening criteria. ~
��eta��ed Rr `ect DescliptialIi expressed intrips per unit ofdevelopment
for example, trips per housing unit ortrips per
Projects whose traffic generation exceeds the ° Land uses and intensities thousand square feet and are derived by
minimum ADT threshold described in Section 4.3 ° Gross and developable acreage, building averaging trip generation data collected from
will be required to provide an LIMA, although the square footage, or number of proposed existing land uses.
requirements for small projects are limited and residential units
For the City ofChula Vista, the following trip
local in nature. LIMA study requirements are ° Number ofparking spaces:vehicle, accessible, generation sources should be used:
specified in Chapter 4, which describes the bicycle (racks and secure storage),
scenarios and study extents ofanLIMA based onthe motorcycle, and electric vehicle
° The current version ofSAN DA6's(Not So)
project's consistency with the City's General Plan
Brief Guide qfVehicle TnGfficGenerotionRotes
Site Han and trip generation Developers and consultants� for the JonDiego Region.The 3ANDA6guide
must consider both the CEQA study requirements � provides average trip generation rates for a
° Drivevvay|ocationsand access type (e� full
and the LIMA requirements when scoping �
vvidevariety ofland use categories.
transportation studies.
access partial ri�htin/outon|y)' '
° Pedestrian access, bicycle access, and on-site ° |fthe proposed use isnot included inthe
�.�� ��K�00k�K���^���� ���«� ��� ^���� pedestrian 3ANDA60VotJo/8�eƒGuide qfNyh/deTn��c
— — — "- - ^� - -� - GenerotionRotesfbrthe JonDiego Region,
I"fo��r��m a"t^o n F ��r00 ° Location/distance ofclosest existing transit City staff, attheir sole discretion, may
stop (measure aswalking distance toproject consider anapplicable rate published bythe
The applicant's consultant will prepare a PIP entrance/or middle ofparcel)
Institute ofTransportation Engineers(ITE) in
(Appendix A) before coordinating with the City. ° Location ofany planned sidewalks or the most recent edition ofthe ITE Trip
This ensures that all the information necessary to bikevvaysidentified in the City ofChula Vista Generotion manual.
determine study requirements is compiled and Active Transportation Plan within X mi|e of ° Where uses are not included in either the
readily accessible. the project location 3ANDA6orITE documents, trip generation
The following main items are required to complete should be derived from locally observed data
the PIF: that includes trip generation samples from at
least three (5)similar facilities atthe City's
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The as ° Pass-by trips should bededucted from the
and the timing and methods ofdata number ofdaily project trips used to
collection, must beapproved byCity staff determine ifsmall project screening is
prior todata collection. appropriate and what level ofdetail the LIMA
°
For existing facilities that are being expanded, should include. Pass-by trips should be
trip generation should bedetermined by assigned tothe driveway intersections when
surveying the existing use to generate a determining appropriate improvements at
project-specific trip generation rate.The these locations.
survey ofthe existing use should be
conducted using driveway counts or 2.4 Submit"t"al Knstri ict`ons
3ANDA6/REpublished rates atthe City's
discretion. The Scoping Agreement will be submitted as
°
For existing facilities that are being follows:
redeveloped, the trip generation rate ofthe
existing site development(provided that it ° Applicant/Consultant submits a completed PIP
was active and occupied within the two years including afee deposit tothe Development
prior tothe PIP submittal date atthe City's Services Department.
discretionz) may bededucted from the ° Staff begins the PIP review processes.
proposed project trip generation rate to ° Staff sends acompleted and approved PIP to
create the net proposed trip generation. the Consultant.
Proposed net trip generation rates that result
in negative numbers shall be considered net
zero for trip generation.
° The most detailed project information should
beused todetermine aproject's trip
generation estimate. For example, ifthe
project's building square footage and the
project acreage are both known, the building
square footage ismore detailed;therefore, it
should beused toestimate the trip
generation.
zTV00 todie �tartofal�; Ohio StandardforOhio Um1tat�hkchdie rateofdie bcdedudedhnomdie
pmpo��dtr�pQenerat�on ratetocreateOhio netpmpo�edtr�pQenerat�on rate
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3.1 Overview VM�[/Cap8�a
V��T/[apita is established by summing upthe tot |
38745chan��sthefocusoftranspo��honimpact ~
analysis in CEQA from measuring the delay related daily VMTgenerated by residents of geographic
impacts (LOS), to measuring the impact of the area and dividing the resulting number by the
population ofthat geographic area Total daily V��T
distance travelled (V��T)� New [E�A Section �
�
1SD64.3,subdivision (b), requires aUtrznspo� includes all trip tours made by residents: home-
analyses
ana|ysesto consider VMT, rather than LOS, based and non-homebased �iptours (i
as the (i.e. aUVMT
metric for determining if vehicle-travel related for a resident for the entire day regardless of trip
impacts associated with a development project purposeorori�in/destination)
ectzre .
considered significant vvithinthe meaning ofCEQA
. |o calculate the VMT/Capita for a proposed
The purpose ofconducting a VMTana|ysis is to
project, total daily VMT generated by project
determine the significance ofthe project's impacts
residents is divided by the project resident
per criterion b, [E4A Guidelines Appendix G,
population.
JectionXN/.
3ANDA6 has procedure to produceVMT/Capita;
This chapter presents the methodology, screening
however, itis important to note that the 3ANDA6
criteria and analysis procedures that should be
' procedure to produce this metric only includes
considered when conducting an analysis pursuant
VMT generated within the 3ANDA6 region by
to the referenced Criterion 8 in the City of Chula
residents of the 3ANDA6 region. Thus, depending
Vista. onthe project type, itmay benecessary toaccount
[EOAVMTanalysis prepared in accordance with for VMTgenerated from outside the region.
the requirementsoudined inthis chapter should be
This metric is used to evaluate residential projects
included inVolume IoftheTransportation Study.
MM I/���,�Jlln�pbyee
3,2 Metrics and Methodology
� V��T/Emp|oyeeisestab|ishedbysummin�thetota|
��� �~�K���K��^���� \���lF
^� ~~ ^ ^ ~^ "� ~ ^~^ ^ dai|yVMT generated by resident employees' of a
Detailed VMT analysis for CEQA review should be geographic area and dividing the resulting number
conducted using the latest 3ANDA6 Regional by the number of employees of that geographic
Acivifty+8ased Model. The model outputs can be area.Tot |dai|yVMTindudesaUtriptoursmadeby
used to produce both existing and project employees, not just trips related to work (i.e,
VMT/Capita,VMT/Emp|oyee, and Total VMT. includes all VMT for a resident employee for the
entire day regardless oftrip purpose or.
�
ReddentemfloyTS both ve and\A/ork1ntheSANDAG reQJon
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C TY OF
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origin/destinahon). Employees whose work area, orVMTwithin the market area to be served a less than significant VMT impact due to project
locations are specified ashome are not included in bythe project. characteristics and/or location. Note, however,
the calculations. To calculate the VMT/Emp|oyee that the City staff may, in its discretion, require
for a proposed project, the total daily VMT This metric is used to analyze regional retail, project applicants to provide evidence that the
produced by the project's employees is divided by service, recreational, regional public facilities, and presumption is in fact applicable in a given case'
the total number of employees. Note that the transportation infrastructure projects. and may ultimately determine the presumption is
procedure developed by 3ANDA6 to calculate ������- �not applicable.Thus, screening vvi|| be determined
�
VMT/Emp|oyeebyTransportation Analysis Zone atthe City's discretion onacase'by-casebasis.
(TAZ) only accounts for VMTgenerated within the Total dai|yVMT(Drigin-Destination Method)within
3ANDA6 region by employees who are also agiven area can becalculated directly from model L Smo8Res/de»Lio/and EmPloyme»LpoolecL,,
residents of the 3ANDA6 region. Employees that outputs bymultiplying the origin-destination (D-D) Projects generating 200 or less daily vehicle trips
live outside of the region and travel into the trip matrix by the final assignment skims^ (D-D maybe presumed to have less than significant
3ANDA6 region for work are not accounted for Method VMT). The total VMT value should be impact absent substantial evidence tothe contrary.
because of the nature of the calculation. appended to include VMT from all trips that enter Trips are based on the number of vehicle trips
This metric is used to evaluate employment �
orexit the SAN DAG region. calculated using 3ANDA6 (Not So) 8rieƒGu/de of
projects. This metric is used to evaluate a regional project if Nyh/culrr Tnc7ffic Generotion Rotes for the Jon
D/egoReg/onvvith any alternative modes/|ocation
that project isexpected todrzvvtrips from outside
'I ota�� VM'I the region (for example, anamusement park). based adjustments applied.
Total VMT can be calculated by either of two »
2, Po�ec�LocaLed/na
methods-Boundary Method orOrigin Destination 3~� � �� " ��UysKs far �� �d
Projects located in a transit priority area (TPA) or
Method. KK�«� ���-j -^�����
- half-mile vva|kshedofanexisting stop along ahigh
�otxndary Met�md ��������� ��������� �oir CE,QA VK41[
Ar,lMysis
Total daily VMT(Boundary Method) within agiven
area can be measured by multiplying the daily The requirements to prepare a detailed
volume onevery roadway segment bythe length of transportation VMT analysis apply to all
every roadway segment within the area. This is discretionary land development projects, except
called Boundary Method VMT. Examples of Total those that meet at least one of the following
VMT (Boundary Method) are VMT within the screening criteria.Aproject that meets atleast one
3ANDA6 region, VMT within a defined planning ofthe screening criteria below ispresumed tohave
�11nal Iment�;klm�;l�;theInce aoockated\A/Ith each11 1theor!QJn-de�;01 a0onmatr!x
Ch��V���|mnopo��onSiody����ines
C TY OF
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quality transit corridor' may bepresumed tohave 3, Pn?ecb, LoorLedif) aNA/lT-EffidenL Area the contrary.AVMTeMicientarea for employment
a less than significant impact, absent substantial projects (excluding industrial employment
AVMTefcientareaisanyareavvithinthe cityvvith
evidence to the contrary.This presumption is only projects) is any area with an average
an average VMT/Capita orVMT/Emp|oyee below
appropriate if the project meets the following V��T/Emp|oyee 15% below the baseline regional
the thresholds as compared to the baseline
conditions: average for the census tract itislocated within.
regional average for the census tract it is located
a. Hasa Floor Area Ratio (FAR) ofmore than within, as shown inAppendix Cs. Industrial Employment projects located within a
0.75; VMT'eMicientarea may bepresumed tohave aless
b� Includes no more than the minimum Re�oem�a//���o�|ocated »»ithinaV��T-efficient than significant impact absent substantial evidence
parking for use byresidents,customers,or area may be presumed to have a less than tothe contrary. AVMT-eMicientarea for industrial
employees of the project as required by significant impact absent substantial evidence to employment projects is any area with an average
the City ofChula Vista; the contrary. A VMT'eMicient area for residential yMT/Emp|oyee at or below the baseline regional
c. Is consistent with the City of Chula Vista projects is any area with an average VMT/Capita average for the census tract itislocated within.
General Plan; and 15% below the baseline regional average for the
d. Does not include a smaller number of census tract itislocated within. Mixed-&@e projects located within a VMT-efficient
units that previously on the project site area for each of its land uses may be presumed to
e. Does not replace affordable residential have a less than significant impact absent
units with moderate- or high-income ���[ ����[����� ���r ����� ������� ��0������/ substantial evidence to the contrary. Refertothe
residential units ''ba�m��nm'' �� dmtmrm�nmdus�ngthmBa�mYmarofthm
� appropriatesectionforeach |anduseindudedasa
currmntSANDA6trawel demandformca�t�nC modml
Projects must be entirely within a TPA or have a All bwmlinm aweraCmVIMT i�; thmrefnrmthm avmraCm part ofthe mixed-use project inorder todetermine
half-mile vva|kshed from all points within the VIM TProducmdfiomthe BwmYew SANDA6modml the definition ofaVMT'eMicientarea for each land
project site to qualify for this screening. Screening use.
will bedetermined atthe City's discretion. Employment projects located within a VMT'
eMicientarea maybe presumed to have a less than
significant impact absent substantial evidence to
sAtrandtpr�or�tyareaISthearea\A/ItIII Dmlleofama]ortrandt .thatl�;. anQorpkanled PubRemurce�;[ode §21099(a)(7) Atrandt�;top^ mean�; adteconta1III Qany
0�thefoUo\A/11 Q:: (a) an exi�;01 Q raU or bu�; trandtutaOon' (b)afenyterm1nal �;crved byold hel, a bu�;or raU trandt�;cr'/ce.or (c)the 11 �Ion oftA/o or more mo�or bu�; muhe�;\A/Ith a
hnequenmofSer,/ce1ntema1of15Inuhe�;orleo durinJthemoIII Qandafflemoonpeakcommu�eIubRe�;ouI�:e�;[ode § 21064lAhiQh-quaUtytrandtconIdorl�;de� led a�; a
conIdor\A/Ith�xed-mutebu�;�;cr'/ceha,/nQ�;er,/ce1ntemabnoonQerthan 15Inute�;dur1nQpeakcommutehouI�; pub8c�oun��[odc§211B(b)
oTheNNT/( pflaandV""IT/1 ScreTIII Qmap�; arecreatedudnQ1nformatlonhnomthecurrentverdonoftheSANDAGmodeiAsSANDAGupdate�;theItorsfle�development
11 Idpbn1 111 QthmuQhouthereQJon.the�crecIII Q \A/U1Lie updatedandmayc[mi QeInQ1ndevelopmentthatmayhaveatonekmebcen�creeled tonoonQerbc,�crecled and
,/ce verSaAS the I l�; upd�lhed. ea1'11er verdon�; ofthe I \A/111 abo I to be mppoiled by SAN1)AG. meanInQ that model mn�; can no onQer be compfleOed \A/Ith the pre�ou�
verdonSofthe modei 1f pro�e� bs��In�;thetran�;poila0on SUudypmceo udnQoneverdonofthe I th� bccome�; III mppoileddur1nQthe pm�: thepro�e� can u011zeI
ouIpuI hnomtheolderIverdon. a�; onQa�;noaddlOona1modeUnQ\A/ork\A/U1bc,Idol ecannotcompfleOethell,tra1 11 JdnQmukipleIverdon�;
K�K 21 2O2O 18
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4. Loor8yServkgReta0pn?leoL,, ° Government offices ° |sclose toatransit stop orstahon;and
Local serving retail projects less than 125,000 ° Passive public uses, including communication ° Project-provided parking does not exceed
square feet' and that would serve the local and utility buildings,water sanitation, and parking required bythe Chula Vista Municipal
community may be presumed to have a less than waste management Code.
significant impact absent substantial evidence to ° Other public uses asdetermined byCity staff
If an infill project includes both deed-restricted
the contrary. The City may request a market
capture study that identifies local market capture Community Purpose Facility is a land use affordable housing units and market-rate housing
to the City's satisfaction. Local serving retail designation in a planned community intended for units, the deed-restricted affordable housing units
generally improves the convenience of shopping non-profit and certain for-profit land uses as listed would be screened from further VMT analysis
dose to home and has the effect of reducing in the Chula Vista Municipal Code Section under this screening criteria. If applicable, the
vehicle travel. 19.48.025(C). remaining market rate housing units would be
considered for screening using other applicable
oor/ServkgPublic Rrc§Liesand Commun/ty 6Redeve1oPmenLpn?leoL,, withG/eaLevNA/lT screening criteria. |fthe market-rate housing units
Pu/pose/ Lffide»cY were not screened out, the applicant isrequired to
Public facilities that serve the surrounding Aredevelopment project may bepresumedtohave conduct a complete VMT analysis for VMT
community or public facilities that are passive uses a less than significant impact absent substantial associated with the project's market-rate housing
may be presumed to have a less than significant evidence to the contrary if the proposed project's units .
impact absent substantial evidence tothe contrary. total prcjectVMTisless than the existing land use's Additional information regarding the screening
The following are examples of locally serving tota|VMT. criteria presented here is provided inAppendix E.
facilities:
7Affi)rd(ib�Housng
MM I..........I��������� �������������
° Transit centers Any portion ofaproject that iscomposed ofdeed-
Projects that do not meet the above screening
° Public schools restricted affordable housing units may be
criteria must include a detailed evaluation of the
presumed to have a less than significant impact
° Libraries VMT produced by the project. The significant
° Post offices �
absent substantial evidence to the contrary. This
thresholds and specific VMT metrics used to
presumption is only appropriate if the project
measure VMT are described by land use type
° Park-and-ride lots meets the following conditions�
� below.
° Police and fire facilities
° Is an infill project;
Parksandtrai|heads
/ 12�0OO�quarefe,gl�;thema�6mumdzethatacommerckaldevelopmentcanbc,\A/hUe�;tU1Lich nQcol dderedNelQhborhoodShopp1nQ[enterbySAN1 "V8ngnflv/�h/( io
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° Residential: l5%below regional average The threshold isl5%below the existing must provide a detailed evaluation of the VMT
VMT/Capita �
re�iona| avera�eV��T/Capita produced by the project, guidance is provided
° Employment: l5%below regional average ° Employment:Aggregate all employment land below on how to conduct transportation VMT
VMT/Emp|oyee uses for the build-out year ofthe plan and analysis given the project type.
° Industrial Employment: comparetheresu|tingbui|d-outyearAtorbe|mmre�iona| 1 Res/den�a/P��ec�
V��T/Emp|oyeetothe existing regional
�
averageVMT/Emp|oyee average.The threshold is 15%below the For projects that generate |eaa than I,400 daily
° Mixed-Use: Each project existing regional avera�eV��T/Emp|oyee
- � . unadjusted driveway trips: Identify the location of
evaluated per the appropriate metric based
° Industrial Employment:Aggregate all the project on the City's VMT/Capita map. The
onland use type (i.e. residential, employment land uses for the build-out year project's VMT/Capitawill beconsidered the same
employment, and retail) ofthe plan and compare the resulting build- asthe VMT/Capitaofthe census tract itislocated
° Regional Retail, Regional Recreational,or out year VMT/Emp|oyeetothe existing in. Alternatively, the project's VMT can be
Regional Public Facilities.Anet increase in regional average.The threshold isatorbelow determine by inputting the project into the
total regional VMTusing the boundary the existing regional average VMT/Emp|oyee. 3ANDA6 Regional Travel Demand Model as
method
° Retail: Evaluate the effect that adding these described in the following paragraph. Whether
° Other Project Types:Appendix Dprovides a land uses has onregional VMT.The threshold either method is used, compare the project's
list with unique land use categories and their isany increase inregional VMT. VMT/Capitatothe threshold todetermine ifthe
appropriate VMT metric orthresholds of Additional information regarding the significance impact is significant.
significance thresholds presented her isprovided inAppendix
E. For projects that generate greater than 2,4QOdaily
For large land use plans, such as Specific Plans or unadjusted driveway trips: Input the project into
General Plan Amendments- The land use plan MM'I AI,4�ysis �')rocedtjres the 3ANDA6 Regional Travel Demand Model to
should be compared to the region overall. determine the project's Capita. To performForprc�ectsthatmeetoneofthescreenin�criteria '
Comparison to the region is appropriate because for CEDAVMTana|ysi� nodetailed V��Tanalysis is the analysis, all project land uses should be
large land use plans can have an effect on regional inputted, and the V�T/[apita should be
necessary. The Transportation Study must
VMT (akin to how a regional retail project affectsdocument the screening process and findings, determined using the same method/scripts that
regional VMT). The following procedures and including attaching screening maps, market 3ANDA6 utilizes to calculate the V��T/Capita
thresho|dsapp|yto|arge |andusep|ans: metric
studies, and/or other relevant supporting data.
°
Residential:Aggregate all residential land uses Additionally, a conclusion that the transportation 2, EmploymenLpoolecb�
for the build-out year ofthe plan and
impact in accordance with criterion b' Section XVII
compare the resulting build-out year of the Appendix 6 to the CEGA Guidelines is For projects that generate less than 2\400 daily
VMT/Capitatothe existing regional average. presumed to be less than significant must be unadjusted driveway trips- Identify the location of
included. For projects that are not screened and the project on the City'sVMT/Emp|oyee map. The
��uy11 2020 20
Ch��V���|mnopo��onSiody����ines
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project's VMT/Emp|oyee will be considered the AppliczLionqfNA/lTReducLions screened from performing analysis. A list of
same asthe VMT/Emp|oyeeofthe census tract itis transportation projects that do not require V��T
|f the project includes transportation demand
located in. Alternatively, the project's VMTcan be analysis is provided inAppendix F.
management (TDM) measures, the reduction in
determined by inputting the project into the
3ANDA6 Regional Travel Demand Model in the V��Tdue to each measure shall be calculated and If a transportation project is not screened from
manner previously described. Compare the can be applied to the project analysis. See Section performing analysis, a V��Tana|ysis must be done.
3G(V��TReduction and Mitigation ��easures) for a To calculate the change in V��T (Boundary
project's V��T/Emp|oyee to the threshold to `
discussion of TDM measures and resources
Method),ethod),theprcjectshou|dbeinputintothetrave|
demand model. The "with project" area V��T
The V��T reductions associated with pr�ectTD��
For projects that generate greater than 2\4Q0daily produced bythe model run iscompared tothe "no
should be applied to the appropriate metric(s)
unadjusted driveway trips: Input the project into project" area VMT. A net increase in area VMT
based on the project land uses. If the project does
the 3ANDA6 Regional Travel Demand Model to indicates that the project has asignificant impact.
not include any TDM, then no reduction would be
determine the project's V��T/Emp|oyee. To '
taken.� 3,5 VM7FRed�ict^an and
inputted, and the VMT/Emp|oyee should be The resulting VMTvalues should be compared to M`�`����^K�rl ����as�ir«�s
��
^� _
determined using the same method/scripts that the appropriate threshold in Section 3.3 to
3ANDA6 utilizes to develop the VMT/EmP|oYee determine whether the project results in a To mitigate VMT impacts, the Project applicant
metric significant CEQA transportation impact due to must reduce VM7, which can be done by either
y��T� reducing the number of automobile trips
3� Reg/on�/Ret�//Po�ec� generated by the project or by reducing the
Calculate the change toarea VMTusing the latest 3.4 VM . Analysis far distance that people drive.The following strategies
�
3ANDA6 Ac i��+8ased Model. To calculate the -�r ����`���� �I _^��cts are available toachieve this�
change in areaVM7, the regional retail component
l. Modify the project's built environment
of the project should be inputted into the mode| For� characteristics to reduce VMT generated by
The "with project regional retail" area VMT in an increase in additional motor vehicle capacity
the project.
produced bythe model run iscompared tothe "no (such as constructing a new roadway or adding 2. Implement TDM measures to reduce VMT
project" area VMT. additional vehicle travel lanes on an existing generated bytheproject.
roadway) has the potential to increase vehicle
4, AllixedUseprolecL,, travel, referred to as "induced vehicle trave|." As Strategies that reduce sing|e'occupantautomobi|e
Evaluate each individual project component per described above' many types of transportation trips or reduce travel distances are called TDM
the appropriate metric based on land use type (i.e. projects that enhance travel for bicyclists, strategies. There are several resources for
residential, employment, and retail) as described
pedestrians' and transit vehicles are presumed to determining the reduction in VMT attributable to
above. have aless than significant impact onVMTand are TDM measures, such asthe[4P[{AQuonbficution
I 21 2020 21
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Report and the I4NOAG Mobility Monogement Both ofthe resources above include equations that
Gu/debooklVYWTReduction [UbslrtnrTool. dampen the effectiveness ofTDM measures when
those measures are used in combination. The
° equation below should be used by applicants to
° SANDAG Molbilljty Mana ement accurately quantify the effectiveness ofaproposed
guidelboo2kVMT Reduction Calculator Tool TDM program.
Quantifying
Greenhouse Gas Total VM7Reduction~(l—P,) * (l—Pb) * (l—
Mitigation Measures P") * —
to A660"En'lsqw Roluoms fro. Where:
Ai�gvst 2010 f,~ percent reduction ofeach VMTreduction
strategy
c«pcoAQuantification Re*urtwmu*muuasvuonWuouuncf
mwrreducing measures. Additionally,applicants should beaware oflimits to
overall program effectiveness(i.e,VMTreduction)
that may be achieved from TDM strategies
dependent on the project's land use context.
Projects that are in urban areas have a higher limit
of effectiveness (i.e. they can result in higher VMT
reductions)than those in suburban areas.
Special attention should be given to ensuring that
measures are not double counted through the
transportation analysis process. For example, if a
project identifies telecommuting as a reduction
strategy, care should be taken to identify the level
oftelecommuting that has already been assumed
aspart ofthe travel demand model.
SAwcwsMobility Management Guidebook which includes
recommendations cfmwrredurmomeasures.
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3~6 Q irnuKat`ve VMTUl npacts
A project would result in a significant pnoject-
generated VMT impact under cumulative
conditions if the applicable cumulative project-
generated VMT thresholds are exceeded.
noject-generatedVMTthresho|dsareexceeded.
Measuring the project's effect onVMTisnecessary,
especially under cumulative conditions to fully
explain the project's impact. A project effect on
VMT under cumulative conditions would be
considered significant if the cumulative link-level
boundary VMT/Capitaoremployee(City boundary)
increases under the plus project condition
compared tothe noproject condition.
Please note that the cumulative no project shall
reflect the adopted Regional Transportation Plan
(RTP)/Sustainable Communities Strategy (3C3); as
such, if a project is consistent with the regional
RTP/SCS, then the cumulative impacts shall be
considered less than significant.
��uy21 2020 28
oil
4,1 Overview staff phortoproject initiation toensure anefficient
review process.
Although VIMT is now the metric used for
determining the significance of vehicle travel- 4,2 Process
related impacts under CE[A, the City nevertheless
needs to ensure that transportation network The LIMA process consists of the following three
operations are consistent with adopted standards steps:
and policies. Proper vehicular, trznsiL, and non-
motorized mode operations will sti|| beneeded to ° Project initiation and scoping: During this
accommodate the travel demand generated by step, the project applicant will prepare atrip
generation estimate as partofits PIP
future development, as well as to ensure
submi�a| andcoordinatevvithCitystaMto
implementation of the City's Land Use and
Transportation Element and Active Transportation determine the appropriate project study area
Plan. Therefore, it is necessary to conduct and study scenarios, as outlined inTables 1
additional transportation analyses such as and 2.
intersection delay, LOS, and queuing. Additional ° Project effect:This step will determine a
analyses are also necessary to assess the project's project's effect on the local transportation
network,effects on transit, pedestrian, and bicycle faci|ities. ne ' asoutlined inTable 3.
These analyses are documented within an LIMA. ° Improvements: |nthis step, the applicant will
The LIVIAshould beprepared asapart ofthe coordinate with City staff toreview proposed
project's Transportation Study process and improvements toaccommodate the project's
included inVolume 2ofthe Transportation Study. off-site traffic, asoutlined inTables 4and 5.
A Transportation Study Required Content form,
Projects that are not anticipated to generate
Appendix B, should also be submitted tothe City
additional trips, such as a project requesting an
with the Transportation Study.
additional access point or a change to existing
The LIMA is intended to provide both the project intersection/roadway geometrics, should
applicant and the City with an understanding of coordinate with City staff to develop a prcject-
hovv the local transportation network will operate specific LIMA, as deemed necessary byCity staff.
with the implementation of the proposed project
and to identify facilities that may require
improvements to maintain acceptable operating
conditions. Detailed information on the analysis
methodologies, standards, and thresholds are
discussed in the following sections. As discussed
previously and in Section 2.3, all projects will be
required tosubmit a PIP and coordinate with City
2O
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4~3 Re ��^�����«���l� contained vvithinthe latest edition of the Additional detail regarding the analysis
` Highway Capacity Manual (HCM), orother methodologies and specifications are provided in
The required study scenarios and scope will vary practices developed incoordination with City Appendix G.
depending on the project's consistency with the staff. City staff may require additional project-
City's General Plan, as well as the total number of
rcject-Cit/s6enera| P|an, asweUasthetot | numberof specific analyses asthey deem necessary. d enird"fy!Ing'I��ra I'is�partatl alli
daily trips itisanticipated togenerate. ° Pedestrian&Bicycle:The pedestrian and �I'lin p rovelin ents
bicycle analysis should focus onsubstandard In general, a project should consider feasible
Therequiredstudyscenariosandscopeoffaci|ities and missing faci|itie� based onthe Cit�s improvements to accommodate the addition of the
that need to be analyzed, for projects consistent Design and Construction Standard Drawings proposed project's vehicular, pedestrian, and
with the City's General Plan, are displayed in Table and relevant planning documents(e�
� . bicycle traffic, and both the transit access and
1, while the same information for projects that are General Plan,Active Plan).. increaseddemand for transit services and facilities.
inconsistent with the City's General Plan is
° Transit:The transit analysis should focus on
displayed inTable 2. transit amenities and connectivitytotransit, The following sections provide guidance for
Both the analysis scenarios and the facilities that especially for projects located completely identifying when a transportation improvement is
need tobeanalyzed are tobeconfirmed with City
within aTransit Priority Area (TPA)' orhave all necessary byfacility type:
staff aspart ofthe PIP prior toconducting anLIMA.
points within the pnojectsite within a hz|f-
mi|evva|kshedfrom a high-quality transit /ntexsecLions
T it amenities should b
,�������� ������������ corridor.' rans ess ou e Typically, a project is considered to have a
consistent or exceed the requirements in the
substantial vehicular traffic effect on the
The LIMA should use the current state-of-the- |atestSzn Diego MeLropo|itanTransit System
transportation network ifanythefollowing criteria
practice analysis methodologies to analyze traffic (MTS) Design for Transitguidelines.Asample
are met:
conditions. General requirements for analysis in cfthe amenityrequirements isprovided in
the LIMA are outlined below: Appendix B. Pnojectapplicants should always
°
coordinate with City and ��T3staMto Theproject contributes vehicular traffic toa
°
Vehicular Analysis: Peakhour intersectionand determine appropriate transit amenities and signalized intersection asidentified inTable 2.
queuing analyses must use the methodologies applicable guidelines.
SB-743 define a TPA as"an area within one-half mile of a major transit stop that is existing or planned, if the planned stop is scheduled to be completed within the planning horizon included a Transportation
Improvement Program adopted pursuant toSection 4so.z1so,4sn.szzofnuersormeCode ofFederal nesu|auon.^
Section 450.216 addressed development and content ofthe statewide transportation improvement program,STIPs cover a period of no less than fouryears.
Section 4soazzrefer todevelopment and content of the metropolitan transportation plan.The RTP has at least 20-year planning horizon.
Major Transit Stop,asdefined/nSection zxos4a means: ^asite containing anexisting rail transit station,aferry terminal served uveither a bus o,rail transit service,o,the intersection oftwo o,more major bus
routes with afrequency ofserv/ueof 1sminutes o,less during the morning and afternoon vealkcommute periods.
For the purpose of the City of Chula Vista,an area is considered to be a TPA if there is an existing Major Transit Stop(within one-half(1/2) mile)ofthe site o,naMajor Transit Stop uidentified/nthe sAwoAs's
xeomncilnron^purtouunImprovement pmorom(RnP).
��uy21 2O2O 27
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impn�vementsapr�ectvviUimp|emen�shou|dthe
° The prc�ectcon�ibutes5��or more vehicular ° Introduction: Discusses the project location,
traffic ascompared to preexisting traffic to project have a substantial vehicular traffic effect. setting, access, and land uses.
the critical movement ofan unsigna|ized
Consistent with the City of Chula Vista General ° Analysis Methodology:Outlines and
intersection as identified inTable 3
. Plan, the City of Chula Vista Active Transportation documents the analysis methodologies and
° Project traffic either contributes tooris Plan, and the City ofChula Vista Local Roadway standards used to conduct the LMA.
responsible for the 95thpercentile queue Safety Plan, all projects are required to provide ° Project Trip Generation:Calculates the
length ofaturning movement exceeding the non-vehicular improvements tocomplete the City's project's anticipated trip generation,
available storage length, creating safety or multi-modal network, including upgrading distribution, and assignment.
traffic operational concern for through traffic.
substandard facilities to ensure high-quality and ° Project Setting orExisting Conditions:
° Project traffic contributes toorisresponsible safe facilities for the project's multimodal users. Documents the existing transportation
for the 95thpercentile queue ofafreeway Table G displays a list of recommended active facilities(all modes)within the identified
off-ramp extending past the ramp length and transportation improvements. project study area. Discusses the current state
onto the freeway mainline. of the identified facilities, including the
The recommended improvements Provided fo||ovving:existing traMicoperations,
Pedes���n� 8/cyde comprise a limited list of potential improvements
excessive queue lengths, traffic volumes(e.g.
Aproject isconsidered tohave asubstantial traffic tothe local transportation network. Other types of vehicular, bicycle, and pedestrian), gaps inthe
effect'onthe pedestrian and bicycle network along improvements can be recommended by project current active transportation network, and
the project's frontage, adjacent facilities, and applicants or requested by the Ci Ly. All transit ridership (which can be obtained from
within X mile of the project. improvements shall be implemented to the City staM).
satisfaction ofthe City Engineer ordesignee. ° Substantial Traffic Effects: Documentsand
Aproject isconsidered to have a substantial effect
summarizes the Local Mobility Analysis results
onthe transit network ifatransit stop vvithinthe 4.4 1M Outline aswell asany potential substantial effects to
project's study area is substandard or missing the to the surrounding transportation
amenities Ata minimum, an LIMA must include the following� network for the required analysis scenarios.
sections:
�Necessary Necessary Improvements: Identifies and
Executive Provides summary of describes the transportation improvements
°
Substantial vehicular traffic effects should be that vvou|dbenecessary toaccommodate the
thepr�ect's|anduses,trip�eneration,
remedied through appropriate improvements, to substantial traffic effects, and necessary project, based onTables 4and 5.
the extent feasible (as determined in coordination improvements. Since the scope of the LIMA varies based on a
with City staff), to accommodate a project's traffic.
Table 4 displays a list of recommended project's size and General Plan consistency,
ooAmb�tant�a�tra��ce��ct��defineddependentonFac���tyType�nI@b|e3
��uy11 2020 28
Ch��V���|mnopo��onSiody����ines
C TY OF
CHURVISTA
additional analysis and sections may be
required. It is recommended that the project
applicant develop a draft outline and
coordinate with the City's staff prior to
conducting an LIMA.
Whereas in CE[V\ mitigation measures alleviate a
significant impact, in the LIMA an operational
improvement alleviates a substantial effect, and
such terminology should be used consistently in
the LIMA to differentiate it from CEQA VIMT
analysis.
CIN OF
CHUB VISTA
I abs I o(AI°✓IoIbHkyAnaly'ai'a Hhe Genr rA flan
U �
pliqJ"Iq�ullll, III�D��J��IIIIl11D��1�� ����� �� ��piiuijiuju,�ll,,�� �. IIS �� 1 ��������0���)))))��� J//�//
��l�
� 1
V p
e I II II++IIIIII I((I II IffI IffII IIQIQI IQI I YI I IttI IQII II ��II II II �� IffI IffI I��II I��IQQIII IQQIII I��III II IIIIII ��II qq pp.e,,, E ff^r, I III��II��II IIIIIYYIQQIII IffII II I�I If IfIf ��II III I��II++III II I((III IIIII I I I
lllll�����l� � �
0-200 None required i None i No i None None
Signalized,All-Way Stop Control (AWSC),and Side 0 Existing 0 No i Bicycle and pedestrian facilities along the
201-500
Street Stop Control (SSSC)3 Intersections nearest to . Existing+Project project frontage.
the project driveway.
All project driveways
All Signalized,AWSC,and SSSC3Intersections i Existing i No i Bicycle and pedestrian facilities along the Driveway sight
X01-1,000
within % mile of the project to which the project Opening Year' project frontage. distance and
adds 50 or more peak hour trips. queuing analysis
Opening Year-F Project
� Adjacent transit facilities and services.
• All project driveways Use City-provided
signal
• All Signalized,AWSC,and SSSC3Intersections 0 Existing ! No i Bicycle and pedestrian facilities along Mobility timing/phasing
1,001- within 1 mile of the project to which the projectElement facilities within l mile of the project
2,400 adds 50 or more peak hour trips.` ` Opening Year site. � Provide Synehro
0 Opening Year+Project files to City with
• All project driveways i Transit facilities and services within l mile.' submittal
• All Signalized,AWSC,and SSSC3 Intersections i Existing i Yes i Bicycle and pedestrian along Mobility Element
2,401+
within 1 mile of the project,to which the project 0 Opening Year Facilities within%mile of the project site.
adds 50 or more peak hour trips.
0 Opening Year-F Project ` Transit facilities and services within Y4 mile.'
• All project driveways
Notes:
i Distance from the project site is measured From the nearest project limit.Analysis should include queuing analysis for all critical turning movements,for example,queuing analysis should be conducted for left-turn
pockets onto a Freeway on-ramp.
Distance should be measured based on walking distance.Analysis should include substandard bicycle and pedestrian facilities,as well as proposed improvement to each facility.
Only Side Street Stop Control intersections where a Mobility Element roadway intersects with another Mobility Element roadway should be included in the project study area.
° If no intersections are located within the specified distance, then analyze the nearest signalized or AWSC intersection(s) in each direction, to which the project adds 50 or more peak-hour trips. If any SSSC
intersections are located between the project and the nearest signalized or AWSC intersection,they must also be analyzed.
s If the project is located Y,mile from a major transit stop or a stop along a high quality transit corridor and no transit Facility is within l mile,then the distance should be expanded to the closest transit stop that is a
major transit stop/stop along a high quality transit corridor.
Roadway segment analysis or other additional analyses may be requested at the City's discretion.
Opening Year refers to the year that the certificate of occupancy is expected.
'If the proposed project's opening year is within 2 years of the project's application,the Existing+Project scenario is considered to be the same as the project's Opening Year+Project scenario.
CITY OF
CHUB
I abe o(A MobHkyAnays�s 'ria ed.s (fle General Man
0-200
0 None Required None 0 No 0 None None
201-500
0 Signalized,All-Way Stop Control(AWSC),and Side Street 0 Existing and Existing+Project' 0 No 0 Bicycle and pedestrian facilities along
Stop Control(SSSC)'intersections nearest to the project the project frontage.
driveway.
0 All project driveways
501-1,000 , All Signalized,All-Way Stop Control(AWSC),and Side Street * Existing 0 No 0 Bicycle and pedestrian facilities along
Stop Control(SSSC)'intersections within Y,mile of the 0 Opening Year'and Opening Year the project frontage.
project in which the project adds 50 or more pealk-hour Project 0 Adjacent transit facilities and services. Driveway sight
'
trips. distance and
0 All project driveways queuing analysis
1,001-2,400 Use City-
All Signalized,All-Way Stop Control(AWSC),and Side Street Existing No 0 Bicycle and pedestrian facilities along provided signal
Stop Control(SSSC}'intersections within 2 miles of the Mobility Element facilities within X timing/phasing
Opening Year and Opening Year+
project in which the project adds 50 or more peak-hour Project mile of the project site.
4
trips. Provide Synchro
Horizon Year and Horizon Year+ 0 Transit facilities and services within X files to City with
0 All project driveways mile.' submittal
Project
2,401-F 0 All Signalized,All-Way Stop Control(AWSC),and Side Street Existing Yes 0 Bicycle and pedestrian along Mobility
Stop Control(SSSC)'intersections to which the project adds 0 Element Facilities within Y,mile of the
50 or more peak-hour trips. Opening Year and Opening Year+ project site.
Project
0 All project driveways 0 0 Transit facilities and services within
Horizon Year and Horizon Year+ X
mile.'
Project
Notes:
'Distance from the project site is measured from the nearest project limit.Analysis should include queuing analysis for all critical turning movements,for example,queuing analysis should be conducted for left turn pockets onto a freeway on
ra rn p.
Distance should be measured based on walking distance.Analysis should include substandard bicycle and pedestrian facilities as well as proposed i rn prove ment to each facility.
OnlySide Street Stop Control intersections where a Mobility Element roadway intersects with another Mobility Element roadway should be included in the project studyarea.
4 If no intersections are located within the specified distance,then analyze the nearest intersection(s)in each direction,in which the project adds 50 or more peak lioLir trips to.
If the Project is located Y,mile from a major transit stop ora stop along a high quality transit corridor and no transit facility is within Y mile,then the distance should be expanded to the closest transit stop that is a major transit stop/stop along
a high qualitytransit corridor.
6 Roadwaysegment analysis or other additional analyses may be requested at the City's discretion.
7 If the proposed project's opening year is within 2 years of the project's application,the Fxisting i Project scenario is considered to be the same as the project's Opening Year I Project scenario.
8 Opening Year refers to the year that the certificate of occupancy is expected.Horizon Year refers to the ultimate year of the transportation model.
CITY OF
CHULA VISTA
I bs ,. ..I hre sPir'N For a 4'roa ecl's subs(,arrtial I ra'ffic I ffec( rare VePiir u�ar bile rsec( or'ls
u i
uul u u ��ra
1 I J
P
f'
1����1�11�111111111111IJEmll9 �llllllllllll������ �������� VIII IIIIIVIII I�IlI�111�I �1����I���II ��Dllllllll�l l��llllllllj����������������
Proposed project contributes to an intersection that currently operates or is projected to operate at LOS E or below.
Whole Intersection
Signal Proposed project causes an intersection's operations to degrade to LOS E or below.
Turning Movement Proposed project traffic either contributes to or is responsible for the 95th percentile queue length exceeding available storage length.
Freeway Freeway Off-Ramp Proposed project traffic either contributes to or is responsible for the 95th percentile queue length exceeding available off-ramp storage length
Interchange and extending onto the freeway mainline.
All-Way Stop Proposed project contributes to an intersection that currently operates,or is projected to operate,at LOS E or below.
Control Whole Intersection
Proposed project causes the intersection's operations to LOS E or below during one or more peak hours.
Side-Street Stop Proposed project contributes to a critical movement of an intersection that currently operates,or is projected to operate,at LOS E or below.
Control Critical Movement
Proposed project causes the intersections critical movement to degrade to LOS E or below.
Pedestrian All facilities within a project study area
Bicycle All facilities within a project study area
Transit All facilities within a project study area
h,/l i .I 10"'ff "�
CITY OF
CHUB VISTA
Iabt e/1.: o(A I lraPtHkyAnaa y,i<; lo(.e,rl(JaI Innprovennen(.s WAr,connrnoda(. a Ilroa ecf'svehicular 11-a'f'f c
u VIII191UIIU 111111 Ul!U�f���>YiY� uuuNNY�YrIrIrI�I,YYYrrrr� uuuu000�������a
1
ll
��I II � 111111»
1
Whole Intersection Signal Retiming' Signal Retiming' Signal Upgrade/ITS' Signal Retiming' Signal Upgrade/ITS'
(100%) (100%) (Fair share) (100%) (100%)
Signal Extend existing turn
Add additional turn lane Extend existing turn pocket Add additional turn lane
Turning Movement None (Fair share)' (Fair share)' (100%) pocl<et
(100%)
All-Way Stop Control None Coordinate with City staff to evaluate alternative control,including signalization, roundabout,turn restriction,
Side-Street Stop Control None additional turn lanes
Notes:
'All projects are expected to pay applicable impact Fees in addition to implementing the project specific improvements.
'Certain improvements may not be Feasible due to constraints;alternative improvements can be considered with the approval of the City Engineer.
'Project that contributes between 51 and 191 of the overall intersection peak hour traffic volumes can make fair share contributions toward the cost of the improvement, in addition to paying applicable impact
fees.
°Project that contributes 201 or more peak hour traffic volumes to an intersection is required to pay 100%of the improvement cost.
'Project is expected to pay 1001 of all signal retiming cost.
'Signal upgrade/Intelligent Transportation System(ITS) improvements should be consistent with the City of Chula Vista Traffic Signal Communications Master plan and recommendations from City staff. Project's
applicant should coordinate with City staff to identify feasible signal upgrade/ITS improvements.
'Coordinate with City staff to determine the appropriate improvement measure.Refer to the City of Chula Vista Design and Construction Standard Drawings for turn pocket requirements.
'Project added peak hour trips is relative to pre-existing pre-project peak hour trips.
CITY OF
CHUB VISTA
I ab ':f: Lo(A I°✓oblh(yAialysls Po(.errlial hnnprovennen(.s WAcc nnnnoda(e Uhe Prttlec('sAcUvr Irarit,lporla(Jo i I1Irer,:9s
luau mtn
fir ii
.r
i �
k II 1111111
III
N U �
1 �f
k
0 Close sidewalk gaps 0 Upgrade substandard bike Facilities Add missing transit amenities according
0 Remove pathway obstructions 0 Fill gaps in the Planned Bikeway Network to MTS Designing for Transit Guidelines.
High-quality transit amenities(shelter,
Project Frontage&Adjacent Facilities' 0 Construct curb ramps per current ADA trash can, benches,street trees)are
standards encouraged.
0 Implement identified traffic calming
measures
i Close sidewalk gaps i Upgrade substandard bike facilities
Within 1/4 Mile of Project i Remove pathway obstructions i Coordinate with City staff to pay fair
i Implement identified traffic calming share towards Planned Bikeways
measures
Note:
Adjacent Facilities are defined as intersections immediately adjacent to the project site.Location of adjacent facilities should be identified in coordination with City's staff prior to conducting an LMA.
/� I " 0"?U ,y-
A E I"�J,D II X A
CITY OF Project Information Form for Transportation Studies
CHULAVISTA
The Project Information Form(PIF)is to be completed by the applicant.The PIF is subject to change as new project information
arises.
Gerb&14� �Y*ct i arbd
nfoirrnaflon�
Name:
Address:
Phone Number:
Email:
Project Name:
Project Address:
APN:
Land Use Designation: Zoning Designation:
Land Uses and
Intensities
(units,square feet, etc.):
Gross and Developable
Acreage:
Vehicle Parking Vehicle Parking Spaces
Required (per CVMC Proposed:
Chapter 19.62):
Accessible Spaces: Bicycle Storage
Capacity
(racks and secure storage):
Motorcycle Spaces: EV Parking Spaces:
Consukant
Name of Firm:
Project Manager: Credentials:
Address:
Telephone:
"'Ip GelrwiratiolrP�
[Use the SANDAG(Not So)Brief Guide of Vehicular Trip Generation]
Total Daily Trips: Pass-by Trips:
Existing Development Trips:
Internal Capture Rate:
(Driveway count or published
SANDAG11TE rate at City's
discretion):
Alternative Modes: Net Daily Trips:
Page 1 of 3
CITY OF Project Information Form for Transportation Studies
CHULAVISTA
_;rII'lfe I'°''II%rin
Attach 11x17 copies of the project location/vicinity map and site plan containing the following.
• Driveway locations and access type
• Pedestrian access, bicycle access, and on-site pedestrian circulation
• Location and distance to closest existing transit stop (measure as walking distance to project
entrance or middle of parcel)
• Location of any planned sidewalks or bikeways identified in the City of Chula Vista Active
Transportation Plan within % mile of the project
II �foE ffli a°���Ila ii I��iii iii AI,4y^Aug arc a e&Niing
To determine if your project is screened from WMT analysis,review the Project Type Screening and the Project Location
Screening tables below. If"No" is checked for any project type or land use applicable to your project,the project is not screened
out and must complete WMT analysis in accordance with the analysis requirements outline in the City of Chula Vista
Transportation Study Guidelines(TSG)Chapter 3.
I`ir�ject IIy',`r2^Screerflrrojg
1 Select the Land Uses that apply to your project Not
Screened
2. Answer the questions for each Land Use that applies to your project Out Screened
(if"Yes"is indicated in any land use category below, then that land use(or a Out
portion of the land use)is screened from CEQA Transportation Analysis)
Note:All responses must be documented and supported by substantial Yes No
evidence.
F-11. Locally Serving Retail Project
a. Is the project less than 125,000 square feet and serving the local
community?The City may request a market capture study that ❑ ❑
identifies local market capture to the City's satisfaction.
r_12. Locally Serving Public Facility or Community Purpose Facility
a. Is the project a public facility or Community Purpose Facility that ❑ ❑
serves the local community?(see TSG Section 3.3)
F-13. Small Residential and/or Employment Project ❑ ❑
a. Does the project generate less than 200 net daily trips?
F-14. Infill Affordable Housing
a. Is the project composed of deed-restricted affordable housing
units,and has the following characteristics:
i. Is an infill project;
ii. Is close to a transit stop or station;and
iii. Project-provided parking does not exceed parking ❑ ❑
required by the Chula Vista Municipal Code?
F-15. Redevelopment Project
a. Does the project result in a net decrease in total Project WMT than El F]the existing use?
Page 2 of 3
CITY OF Project Information Form for Transportation Studies
CHULAVISTA
1 Select the Land Uses that apply to your project Not
2. Answer the questions for each Land Use that applies to our project Screened
q pp y p � Out Screened
(if"Yes"is indicated in any land use category below, then that land use(or a portion Out
of the land use)is screened from CEQA Transportation Analysis)
Yes No
F-11. Residential
a. Is the project located in a VMT-efficient area(15%or more below
the regional average)using the Chula Vista screening maps for
VMT/Capita?
View VMT/Capita map here:
https://cygis.maps.arcgis.com/apps/webappviewer/index.htmI?id=f ❑ ❑
0d05a4a014841d588bb66891500b34d
❑ 2. Employment(not including Industrial Employment)
a. Is the project located in a VMT-efficient area(15%or more below
the regional average)using the City of Chula Vista screening maps
for VMT/Employee?
View VMT/Employee map here:
https://cygis.maps.arcgis.com/apps/webappviewer/index.htmI?id=d ❑ ❑
80a3cddc1964f8c88dafef234147e98
F-13. Industrial Employment
a. Is the project located in a VMT-efficient area(at or below the
regional average)using the City of Chula Vista screening maps for El ❑
VMT/Employee?
❑ 4. Within a transit buffer
a. Is the project in a transit priority area or within%mile of a stop
along a high quality transit corridor,and has the following project
characteristics?
i. Has a Floor Area Ratio(FAR)of more than 0.75
ii. Includes no more than the minimum parking for use by
residents,customers,or employees of the project than
required by the jurisdiction
iii. Is consistent with the City of Chula Vista General Plan
iv. Does not include a smaller number of units that
previously on the project site
v. Does not replace affordable residential units with ❑ ❑
moderate-or high-income residential units.
o Ec C M V,.Yr,,,PI II II t A II Yi a 0°�' II efl Scr e o,;'7II II I1n g
Does this project generate less than 200 ❑ Yes ❑ No
daily trips(after adjustments)?
If yes, the project does not need to complete an LMA. If no, continue to next question to determine
study extents.
Is this project consistent with the General ❑ Yes ❑ No
Plan?
Refer to the City of Chula Vista Transportation Study Guidelines (TSG), Chapter 4, to determine study
extents based on the project's trip generation and consistency with the General Plan.
Provide attach a list or map of proposed study intersections in accordance with the requirements
outlined in the TSG,Chapter 4.
Page 3 of 3
���� IIIIIIU
CITY OF
CH'ULAVISTA Transportation Study Required Content Form
This document is to be prepared by Consultant and submitted with Transportation Study.
Name of Transportation
Study:
Preparer:
Date Submitted:
Date 'bo�
Received:
� 11 11 11 11 11 11 11 11 11
�,n,�;k��U�IIII`'m'�� ,��IIU��G�mfi�.�� (completedbyCit11�M1
(completed by
preparer) YES P4,0
Required Content, all Transportation Studies
Project Information Form, including required attachments F] F]
Cover Page Listing Preparers(Analyst, Project Manager)for El F]CEQAAnalysisand LMA
Table of Contents, Lists of Appendices, Figures, and Tables F] F]
List of Acronyms F] F]
Executive Summary, including:
• Project Screening Results
• Significance of CEQA Impacts
• Mitigation Measures
• Residual Impacts with Mitigation Incorporated
• Required Improvements from LMA
• Preparer Qualifications for CEQA and/or LMA
Introduction, including:
• Purpose of the Transportation Study
• Regional vicinity map
• Map showing local transportation facilities, all modes
• Site plan 0
Page 1 of 4
CITY OF
CHK]LAVISTA Transportation Study Required Content Form
l3age#oii, Satlsfactoiry"'�)
Apl',',',t,eindN: Req ii dired Ca ltelrrt �11 11 o 11 mp11�11 11�11 e 11 db11 y211�
(completed by
���
prcpo/e4 YES
�
Required Content, all Transportation Studies(cont.)
General project description and background information:
* Proposed project description (land use type, intensity,
etc]
* Projected opening year
* Total (and net) daily and peak hour traffic generation
* Existing and proposed zoning and land use designation
* Consistency with General Plan Land Use Map
* Parking requirements and proposed parking provided
Required Content, CEQA Anakm|sK/K8T1
(if Project Meets Screening Criteria)
See TSG chGpter 3 GndAppendix s
csQA Analysis(vmn)should brincluded inVolume Infthe Transportation Study.
Documentation ofscreening analysis and conclusions, citing
relevant guidance inTSG Chapter 2 | U | U
Project's consistency with S8743alegislative intent ��| U |�]
CEQACondusion (i.e., presumed less than significant) |LU |LU
' --� --�
Documentation mfV&8Testimation, citing TSG Chapter 3 L| U |LU
--� --�
Document significance ofVKnTimpacts ��| U |�]
Identify mitigation measures |LU |LU
' --� --�
Determine residual impacts with mitigation incorporated | U F-1
�� �
Required Content, Non-CEOhAAnalysis(LW1/)
(Assuming No LIVIA is Required)
See TSG Chop ter4
mnn'csQA Analysis should brincluded inVolume znfthe Transportation Study.
Documentation that no LK8/\is required, citing relevant
guidance inTSG Chapter 4
Page 2of4
CITY OF
CHK]LAVISTA Transportation Study Required Content Form
l3age#oii, Satlsfactoiry"'�)
Apl',',',t,eindk Req ii dired Ca ltelrrt �11 11 o 11 mp11�11 11�11 e 11 db11 y211�
(completed by
���
prcpo/e4 YES
�
Required Content, Non-CEQAAnalysis(L&8/)
(Assuming No LIVIA is Required)
See TSG Chop ter4
mnn'csQA Analysis should brincluded inVolume znfthe Transportation Study.
Analysis methodology, including:
* Statement that LIVIAisnot a [EOAAnalysis(note: do
not use [EOAterms in LIVIA)
* Identification ofanalysis scenarios, citing TSG Chapter
4
* Analysis procedures, per TSG Chapter
* Examples ofsubstantial traffic effects that would
trigger improvements
* Studyarea definition, citing TSG Chapter(Exhibit) | U | U
Existing conditions, including:
* Existing intersection lane geometry and traffic control
(Exhibit)
* Existing pedestrian, bicycle, and transit facilities
(Exhibit)
* Existing peak hour traffic, pedestrian, and bicycle
counts (Exhibit,Appendix) | U | U
Project traffic, including:
* Traffic generation (Table)
* Documentation of method used for traffic distribution
* TrafMcaoignment (Exhibit) | U | U
Future conditions, including:
* Documentation of estimated baseline traffic volumes
(e.g, Opening Year without Project, Horizon Year
without Project)
* Baseline traffic volumes (Exhibits)
* Baseline plus Project traffic volumes (Exhibits) | U F]
Page 3of4
CITY OF
CHULAVISTA Transportation Study Required Content Form
[;Iage tylf,oii, &,,�,flsfactoily?
(completed by QjtJ
Req ii dired Ca ltelrrt
(completed by
prepGrer) YES 11"J,0
Required Content, Non-CEQA Analysis(LMA)
(Assuming No LMA is Required)
See TSG Chop ter 4
Non-CEQA Analysis should be included in Volume 2 of the Transportation Study.
Capacity analysis, including:
• Baseline Level of Service (LOS) (Table,Appendix)
• Baseline plus Project LOS (Table, Appendix)
• Substantial traffic effects per TSG Chapter 4
• Necessary improvements per TSG Chapter 4
• Residual Effects with Improvements Implemented
Page 4 of 4
CITY OF Screening Maps:VMT/Capita and VMT/Ernployee
CHULAVISTA
VIVIT Screening Tool 1001 NN
0 IN 10
.........�/
01
g/g/g/s
pi/p/pl/ City Boondary
NAOMI CRY
wwCrll� 1'11
Nw
Tract VMT/Resident
oU to 65 Percent of Reg,onal M-i
85.I UU F--,of Rj.,ol J xM—
"I "
-- o-
00 to 125 Pof%qi—1 i4
More th— 25 Perla t of M—,
,31
mv
Interactive map(with Transit Priority Areas and High Quality Transit Stops identified) available at the following link:
https://cvgis.maps.arcgis.com/apps/webappviewer/index.htmI?id=fOd05a4a014841d588bb66891500b34d
CITY Screening Maps:VMT/Capita and VMT/Employee
CHUTAVISfA
VMTEmpIoyee Screening Too] it 0
----------------------
onCity Boundary
ernit,
National CityCityTract VMT Per Capita of Ern pla�yees
>,
Less,; 50 Conant of Rag,—I Ewen
58 to 85 Percent of Rea onai f.%ean
85 to 1 Or Percent of Reg oral Mean
18T1t i 2 Percent'o R.eg:nrel11—
PtFlare then'€25 Perw rr of Regncrl°Aeen
Chula Vista
in,pariai
Interactive map (with Transit Priority Areas and High Quality Transit Stops identified) available at the following link:
https://cvgis.maps.arcgis.com/apps/webappviewer/index.html?id=d8Oa3cddcl964f8c88dafef234147e98
CITY OF Land Use Designations
CHULAVISTA
U and K Use ����^����^����
Specific land use designations that fit within residential, non-industrial employment, industrial employment, public
facilities, and retail are provided inTqb|eAppendix C-1 below.
TalbUe G"I,: Lairid Use DemAgirim'Hoiifj,,�,,;,
Land Use Type
Estate' Urban' or Rural
Single Family Detached
Condominium
Apartment
Military Housing(off'base' multi-family)
Mobile Home
Retirement Community
Congregate Care Facility
Agriculture
Hospital: General
Hcupita|: [onva|escent/Nursing
Industrial/Business Park (commercial included)
Science Research & Development
Hotel (with convention faci|ities/restaurant)
Motel
Resort Hotel
Business Hotel
Military
Standard Commercial Office
Large(High-Rise) Commercial Office
Office Park
Single Tenant Office
Corporate Headquarters
Government Offices(Use is Primarily Office with Employees; not Providing In-Person Customer Service)
Industrial Park (no commercial)
Industrial Plant(multiple shifts)
Man ufacturing/Assemb|y
Warehousing
Storage
Airport: Commercial
Airport: General Aviation
Airport: Heliports
Cemetery
Church (or Synagogue)
University(4 years)
Junior College (2years)
High School: Private
Middle/Junior High School: Private
Elementary School: Private
CITY OF Land Use Designations
CHULAVISTA
Parks: Regional (developed)
Parks: State
Bus Depot
Waterport/Marine Terminal
Truck Terminal
Beach, Ocean, or Bay
Beach, Lake (fresh water)
Landfill & Recycling Center
� r
1 1 111 rt r „ 1
1 1 ,
l JJl, 1
1
High School: Public
Middle/Junior High School: Public
Elementary School: Public
Day Care
Library
Park: City
Park: Neighborhood/County
Post Office
Department of Motor Vehicles
Government Offices(Providing Primarily In-Person Customer Service)
Transit Station (Light Rail w/Parking)
Park &Ride Lots
11 ,1�111J111 11 i 1J�, � 1+J rrr rl�rr 11Ji1ui 11111111 1,u11 1111, �1�� ll�
1l 1 1U
�.
1l
( !
�„ _ » ,,
�Proo�r //Jl�„roD�„I, �������������� ��������������������������
Super Regional Shopping Center
Regional Shopping Center
Community Shopping Center
Marina
Parks:Amusement(includes San Diego Zoo and Sea World)
Golf Course (includes driving ranges)
Campground
rrr, 1�, fru . iuuluui. Ili�irrrrrrrr r»i»rrr 11»» 1 rrlrlr �� rr,a,i ««i«i«�r«ra«� iiiiai, «,ia i a, rrr, rrr r i«r
r
r r
Ali i�f���r1�i11�1 y1/����f�i111rI��li�i�li�lr, ir1�r��a lili)11 �y111�11111.1111111�1�1�, 111 �/rlr�arr. �1rrr/�a»�//rllo 11f������������������
� 1 J
l
,
1
l�l������11111�I1/I 11i��1%1�111111��>11 J�111J1JJ11J1�11�111�111JfllllJJ1%�l/IJI/1»11111.,. (���1»Ir J�11��
I !><1J1�1 1�l �/111�11111>flJlllll����111111/1J �1�1 �1„1l1 1 1.1�111.11�
l
Car Wash
Gasoline
Sales(Dealer&Repair)
Auto Repair Center
Auto Parts Sales
Quick Lube
Tire Store
Neighborhood Shopping Center
Commercial Shops
Mixed Use: Commercial (with supermarket)/Residential: considereach land use type separately for screening
Bowling Center
Multi-purpose (miniature golf,video arcade, batting cage, etc.)
Racquetball/Health Club
Tennis Courts
Sports Facilities(indoor/outdoor)
Theaters(multiplex with matinee)
Restaurant
Financial (Bank or Savings&Loan)
* Land use designations match the categories in the SANDAG (Not So)Brief Guide of Vehicular Traffic Generation
Rates for the San Diego Region.
Page 2 of 2
Hill
11111101111111111
AIP���'B,,JUN E
CITY OF- - -- Screening Criteria and Threshold Evidence
CHULAVISTA
Sclreel' `r'�g Criteria ar�d -I vres[mH E'Mdelr�ce
This appendix provides context and evidence for the screening criteria and thresholds for the transportation VMT
[EDAana|ysis.
Scireen�ng Cir,lterl,,,,,,�,
Development projects are presumed to have less than significant impacts to the transportation system, and
therefore would not be required toconduct aVMTanalysis ifany ofthe following criteria are established, based on
the evidence presented below.
A, ��
If a residential development is located in an area where VMT/Capita is 15%or more below the regional average, or a
commercial employment development is located in an area vvhereVMT/Emp|oyee is I5Y4or more below the
regional average, or an industrial employment development is located in an area where the VMT per employee is at
or below the regional average, the project is presumed to result in a less than significant CEQA impact.
The City ofChula Vista screening maps were created usingSANDAG'pub|ished information from,the current version
of the SAN DAG model for the base year(2012),ABM 1 (also known as Series 13, the version used is ABM 13.3.2).As
new model versions are released (for example ABM 2)' SANDAG will produce VMT screening maps consistent with
the final OPR Technical Advisory and Updated CEQA Guidelines(December 2018)for use by its member agencies. In
addition' SANDAG will follow its typical peer review protocols, which will allow them to publish the maps on its
welbsite without the disclaimer.Therefore,the City of Chula Vista will default tousing the screening maps that
SANDAGproduces for future model versions.
Evidence—This presumption is consistent with the Office of Planning and Research Technical Advisory on Evaluating
Transportation Impacts in CEQA(December 2018) (OPR Technical Advisory),which provides that, "residential and
office projects that locate in areas with low VMT, and that incorporate similar features(i.e., density, mix of uses,
transit accessibi|ity)'will tend toexhibit similarly low VMT. Maps created with data from atrave| survey ortravel
demand model can illustrate areas that are currently below threshold. Because new development in such locations
would likely result inasimilar level ofVM71 such maps can beused toscreen out residential and office projects from
needing to prepare a detailed VMTana|ysis.^
Evidence—Purely industrial uses are desired to be located in |essVMT'efficient' higher4/MTareas inthe City of
Chula Vista. Placing these land intensive uses in areas with less efficient VMTallows land in efficient VMT areas to be
more effectively utilized as high density residential and commercial uses.This threshold will encourage industrial
uses todevelop in locations appropriate for industrial and agricultural uses' leaving infill and moreVMT'efficient
areas available for more dense uses.
Specifically, the OPRTechnical Advisory provides that, "of land use projects, residential, office, and retail projects
tend to have the greatest influence on VMT. For that reason, OPR recommends the quantified thresholds described
above for purposes of analysis and mitigation. Lead agencies, using more location-specific information, may develop
theirovvnmorespecificthresho|ds'vvhichmayindudeother|andusetypes.^
Page IofG
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CITY Screening Criteria and Threshold Evidence
CHUTAVISfA
Local Serving Retail is defined in the City of Chula Vista as retail that is less than 125,000 square feet of total gross
floor area and has a market area study that shows a market capture area that indicates a local customer base as
determined by the City. Local serving retail includes the Neighborhood Shopping Center land use from the SANDAG
(NotSo)Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region. If the specific retail business is a
regional serving business, City staff may require a VMT analysis. Hotels and motels are not considered local serving
retail (such uses are employment uses for CEQA VMT analysis).
Evidence—The OPR Technical Advisory provides that, "because new retail development typically redistributes
shopping trips rather than creating new trips,' estimating the total change in VMT(i.e.,the difference in total VMT
in the area affected with and without the project) is the best way to analyze a retail project's transportation
impacts." Local serving retail generally shortens trips, as longer trips from regional retail are redistributed to new
local retail.The 125,000 square foot of total gross floor area threshold for local serving retail is consistent with the
upper square footage threshold of the Neighborhood Shopping Center land use from the SANDAG (NotSo)Brief
Guide of Vehicular Traffic Generation Rates for the San Diego Region.The Neighborhood Shopping Center land use is
by definition locally serving.
f c!t„'✓' /
Community-purpose facilities serve the community and either produce very low VMT or divert existing trips from
established local facilities.A replacement/remodel of an existing local serving public facility with no net increase in
VMT would not require a VMT analysis for CEQA.
Evidence—Similar to local serving retail, local serving community-purpose facilities would redistribute trips and
would not create new trips.z Thus, similar to local serving retail, trips are generally shortened as longer trips from a
regional facility are redistributed to the local serving public facility.
'�rI/717r�"IU��i °�r4/;��("G;d(Oa�fl a✓00�'1����"ll"OQ7O P�(01/4�°/I6(O1/�""'R�" lf.:�
In addition, small projects, which are whole residential and/or employment projects with independent utility that
would generate less than 200 net average daily vehicle trips(ADT),would also not result in significant VMT impacts
on the transportation system.
Evidence—The OPR Technical Advisory states that, "projects that generate or attract fewer than 110 trips per day
generally may be assumed to cause a less than significant impact."This is supported by the fact that CEQA provides
a categorical exemption for existing facilities, including additions to existing structures of up to 10,000 square feet,
so long as the project is in an area where public infrastructure is available to allow for maximum planned
development, and the project is not in an environmentally sensitive area [CEQA Guidelines, § 15301(e)(2)].Typical
project types for which trip generation increases relatively linearly with building footprint(e.g., general office
building, single tenant office building, office park, or business park)generate or attract an additional 110-124 trips
1 Lovejoy, et al., Measuring the Impacts of Local Land-Use Policies on Vehicle Miles of Travel:The Case of the First
Big-Box Store in Davis, California,The Journal of Transport and Land Use, 2013.
z Lovejoy, et al., Measuring the Impacts of Local Land-Use Policies on Vehicle Miles of Travel:The Case of the First Big-
Box Store in Davis, California,The Journal of Transport and Land Use, 2013.
Page 2 of 6
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1111101�IIIIIIIIIIII�������IIIIIIII���������IIII
CITY Screening Criteria and Threshold Evidence
CHUTAVISfA
per 10,000 square feet.Therefore, absent substantial evidence otherwise, it is reasonable to conclude that the
addition of 110 or fewer trips could be considered not to lead to a significant impact.
The OPR Technical Advisory uses the Institute of Transportation Engineers(ITE)trip generation rates. In Chula Vista,
the trip generation for a small project was determined utilizing the SANDAG (Not So)Brief Guide of Vehicular Traffic
Generation Rates for the San Diego Region trip generation rates for Standard Commercial Office following the same
OPR Technical Advisory rationale.These rates are listed below.
Trip Generation Rate
Land Use Unit Rate
Standard Commercial Office 1,000 square feet(KSF) 20 Trips
Trip Generation for 10,000 SF Office
Standard Commercial Office 10 KSF 200 Trips
Using SANDAG's trip generation rates for a 10,000-square-foot standard commercial office,the daily trip generation
is calculated as 200.This number was used to define a small residential or employment project.
Residents of affordable residential projects typically generate less VMT than residents in market rate residential
projects.This pattern is particularly evident in affordable residential projects near transit.' In recognition of this
effect, and in accordance with the OPR Technical Advisory, deed-restricted affordable housing projects that meet
the following conditions meet the City's screening criteria and would not require a VMT analysis.
• Is an infill project;
• Is close to a transit stop or station;and
• Project-provided parking does not exceed parking required by the Chula Vista Municipal Code.
The City has discretion to limit screening following review of the proposed affordable housing.
Evidence—Affordable residential projects generate fewer trips than market rate residential projects.4 This research
also supports the assumption that the rate of vehicle ownership is expected to be less for persons that qualify for
affordable housing.
Additionally, the OPR Technical Advisory states, "Adding affordable housing to infill locations generally improves
jobs-housing match, in turn shortening commutes and reducing VMT."
3 Newmark and Hass, "Income, Location Efficiency, and VMT:Affordable Housing as a Climate Strategy,"The
California Housing Partnership, 2015.
4 Newmark and Hass, "Income, Location Efficiency, and VMT:Affordable Housing as a Climate Strategy,"The
California Housing Partnership (2015).
Page 3 of 6
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CITY Screening Criteria and Threshold Evidence
CHUTAVISfA
11/tIn6n, f 1',aunsht Zh;,l/ffe,'1/r /c„°u+/ 11"u+%G r//!! %'%/l„D//l,p/„'-GD ,'. r' and
Projects located in a half-mile transit buffer near major transit stops, or a Transit Priority Area (TPA), and stops along
high quality transit corridors are screened out in the City of Chula Vista, given that the project has the following
characteristics:
a. Has a Floor Area Ratio(FAR) of more than 0.75
b. Includes no more than the minimum parking for use by residents, customers, or employees of the
project than required by the jurisdiction
c. Is consistent with the City of Chula Vista General Plan
d. Does not replace affordable residential units with a smaller number of moderate-or high-income
residential units
Evidence-Projects located in a TPA and a half mile from stops along high-quality transit corridors can help reduce
VMT by increasing capacity for transit-supportive residential and/or employment densities in low VMT areas.The
increased density that is associated with projects in a TPA can increase transit ridership and therefore justify
enhanced transit service which would in turn increase the amount of destinations that are accessible by transit and
further increase transit ridership and decrease VMT.
Additionally,the OPR Technical Advisory states, "generally should presume that certain projects(including
residential, retail, and office projects, as well as projects that are a mix of these uses) proposed within'/mile of an
existing major transit stop or an existing stop along a high-quality transit corridor will have a less-than-significant
impact on VMT.”
A redevelopment project that demonstrates that the total project VMT is less than the existing land use's total VMT
is not required to complete a VMT analysis.
Evidence—Consistent with the OPR Technical Advisory, "[w]here a project replaces existing VMT-generating land
uses, if the replacement leads to a net overall decrease in VMT, the project would lead to a less-than-significant
transportation impact. If the project leads to a net overall increase in VMT, then the thresholds described above
should apply.”
If a residential or office project leads to a net increase in VMT, then the project's VMT/Capita (residential) or
/Employee (office)should be compared to thresholds recommended above. Per Capita and per Employee VMT are
efficiency metrics, and, as such, apply only to the proposed project without regard to the VMT generated by the
previously existing land use.
5 A transit priority area is the area within'/ mile of a major transit stop,which is defined as 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 defined as a corridor with fixed-route bus service,with
service intervals no longer than 15 minutes during peak commute periods. Pub. Resources Code§21064.3
6 Pub. Resources Code, §21155:"For purposes of this section, a high-quality transit corridor means a corridor with
fixed route bus service with service intervals no longer than 15 minutes during peak commute hours."
Page 4 of 6
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1111101�IIIIIIIIIIII�������IIIIIIII���������IIII
CITY Screening Criteria and Threshold Evidence
CHUTAVISfA
"If the project leads to a net increase in provision of locally-serving retail, transportation impacts from the retail
portion of the development should be presumed to be less than significant. If the project consists of regionally-
serving retail, and increases overall VMT compared to with existing uses, then the project would lead to a significant
transportation impact."—OPR Technical Advisory on Evaluating Transportation Impacts in CEQA(December 2018).
II,,,[iII"ed,",lidlC;A;
If a project is required to complete a VMT analysis,the project's impacts to the transportation system would be
significant if the VMT would exceed any of the thresholds below.
Threshold—15%below regional average VMT/Capita.
Evidence—The OPR Technical Advisory provides that, "residential development that would generate vehicle travel
that is 15 or more percent below the existing residential VMT per capita, measured against the region or city, may
indicate a less-than-significant transportation impact."
��,lr�'rJli�Ji tc„U<.,xDl lrr�;rl/r;y li�Jrut°.
Threshold—15%below regional average VMT/Employee
Evidence—The OPR Technical Advisory provides that, "office projects that would generate vehicle travel exceeding
15 percent below existing VMT per employee for the region may indicate a significant transportation impact.”
11n, a"ill4,7, {l'l7/l%i i?V"'ll'7/irTE1
Threshold—At or below regional average VMT/Employee
Evidence— The OPR Technical Advisory provides that, "[o]f land use projects, residential, office, and retail projects
tend to have the greatest influence on VMT. For that reason, OPR recommends the quantified thresholds described
above for purposes of analysis and mitigation. Lead agencies, using more location-specific information, may develop
their own more specific thresholds,which may include other land use types." Purely industrial uses are desired to be
located in locations that are less dense and not within urban areas,which typically have higher VMT/Employee.
Industrial land uses are land intensive;therefore, placing industrial land uses in less urban areas characterized by
having higher VMT/Employee allows land in efficient VMT areas to be more effectively utilized as high density
residential and commercial uses.This threshold is consistent with achieving an overall reduction in Regional VMT as
it recognizes that industrial uses, which are relatively lower total VMT generating uses, are most appropriate in
areas that have a lower potential to reduce VMT because it results in more available land within areas with a high
potential to achieve VMT reductions available for more dense development.
Regional retail uses are retail uses that are larger than 125,000 square feet of total gross floor area.
Threshold—A net increase in total regional VMT
Evidence—The OPR Technical Advisory provides that, "because new retail development typically redistributes
shopping trips rather than creating new trips, estimating the total change in VMT(i.e., the difference in total VMT in
the area affected with and without the project) is the best way to analyze a retail project's transportation
impacts...Regional-serving retail development,...which can lead to substitution of longer trips for shorter ones, may
tend to have a significant impact.Where such development decreases VMT, lead agencies should consider the
impact to be less than significant."
Page 5 of 6
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1111101�IIIIIIIIIIII�������IIIIIIII���������IIII
CITY Screening Criteria and Threshold Evidence
CHUTAVISfA
Retail within the City of Chula Vista will be analyzed consistent with the OPR technical advisory.The City of Chula
Vista has retail uses that attract trips from beyond a neighborhood,which are defined in the SANDAG (Not So)Brief
Guide of Vehicular Traffic Generation Rates for the San Diego Region as"Community Shopping Center," "Regional
Shopping Center," and "Super Regional Shopping Center," and are all characterized as being greater than 125,000
square feet.
Page 6 of 6
- - - -CITY OF Transportation Project Screening
CHULAVISTA
['�Ir ^ect Scr'eer ^r'�Ig
The following complete list is provided in the OPR Technical Advisory(December 2018, Pages 20-21)for
transportationprWectsthat, ^wou|dnot|ike|y|eadtoasubstantia| ormeasurab|eincreaseinvehidetrave|' and
therefore generally should not require an induced travel ana|ysis.^
* Rehabilitation, maintenance, replacement, safety, and repair projects designed toimprove the condition of
existing transportation assets(e.g., highways; roadways; bridges;culverts;Transportation Management
System field elements such as cameras, message signs, detection' orsigna|ztunne|ztransit systems;and
assets that serve bicycle and pedestrian facilities) and that do not add additional motor vehicle capacity
* Roadside safety devices or hardware installation, such as median barriers and guardrails
* Roadwayshou|derenhancementstopnzvde ^breakdomnspace'^ dedicatedspaceforuseon|ybytransit
vehicles,toprovide bicycle access, ortootherwise impnzvesafety, butvvhichvvi|| not beused as
automobile vehicle travel lanes
* Addition of an auxiliary lane of less than one mile in length designed to improve roadway safety
* Installation, removal, or reconfiguration of traffic lanes that are not for through traffic, such as left, right,
and U-turn pockets,two-way left-turn lanes, oremergency breakdown lanes that are not utilized as
through lanes
* Addition ofroadway capacity on local orcollector streets, provided the project also substantially improves
conditions for pedestrians, cyclists, and, ifapplicable, transit
* Conversion ofexisting general purpose lanes(including ramps)to managed lanes or transit lanes, or
changing lane management in a manner that would not substantially increase vehicle travel
* Addition of a new lane that is permanently restricted to use only by transit vehicles
* Reduction innumber ofthrough lanes
* Grade separation to separate vehicles from rail, transit, pedestrians or bicycles, or to replace a lane in order
toseparate preferential vehicles(e.g, HOV HOT ortrucks)from general vehicles
* Installation, removal, or reconfiguration of traffic control devices, including Transit Signal Priority(TSP)
features
* Installation oftraffic metering systems, detection systems, cameras, changeable message signs, and other
electronics designed tooptimize vehicle, bicycle, orpedestrian flow
* Timing ofsignals tooptimize vehicle, bicycle, orpedestrian flow
* Installation ofroundabouts ortraffic circles
* Installation orreconfiguration oftraffic calming devices
* Adoption of or increase in tolls
* Addition oftolled lanes, where tolls are sufficient tomitigate VMTincrease
* Initiation ofnew transit service
* Conversion of streets from one-way to two-way operation with no net increase in number of traffic lanes
* Removal or relocation ofoff-street oron-street parking spaces
* Adoption or modification ofon-street parking orloading restrictions(including meters,time limits,
accessible spaces, and preferential/reserved parking permit programs)
* Addition oftraffic vvayfinding signage
* Rehabilitation and maintenance projects that do not add motor vehicle capacity
* Addition ofnew orenhanced bike or pedestrian facilities on existing streets/highways orwithin existing
public rights-of-way
Page Icf2
�4 / .i ., q G I�������IIIIIIIIIIIIIIIIIIIIII������IIIIIIIIIIIIIIIIIIIIII������IIIIIIIIIIII�������IIII�
amu.-+w.-�►.�'i.
CITY OF Transportation Project Screening
CHU VISTA
• Addition of Class I bike paths, trails, multi-use paths, or other off-road facilities that serve non-motorized
travel
• Installation of publicly available alternative fuel/charging infrastructure
• Addition of passing lanes,truck climbing lanes, or truck brake-check lanes in rural areas that do not
increase overall vehicle capacity along the corridor
Page 2 of 2
Afll���'D`JDN G
Summary of Desired Transit Stop Features &
CITY OF Local Mobility Analysis Specifications
CHULAVISTA
SUl,"ril"'nalry of Desh,ed Tralns�t Stq,::,i) ���'eatulres
The summary of desired transit stop features provided below was obtained from the San Diego Metropolitan Transit
System (MTS) Design for Transit Guideline (February 2018). Project applicants should always coordinate with City's
staff and MTS to ensure the latest guideline is used.
D:11:I, 11, :11,
( shred I ransft Stop R:1atulires Bas(::Id cmiiiii Numbeil"of Peqljlle BoairdhingJEAthing at Stop
<SO People 50-100 101-200 201-500 >SOO People
Feature People People People
Sign and Pole X X X X
Built-in Sign TPA X
Expanded Sidewalk TPA TPA X X X
Accessible X X X X X
Seating X** X X X X
Passenger Shelter TPA TPA X X X
Route Designations X X X X X
Scheduled Display TPA TPA TPA X X
Route Map TPA TPA TPA X X
System Map TPA TPA X
Trash/Recycling Receptacle TPA TPA TPA X X
Real Time Digital Display TPA TPA TPA
Bud Pads(Street) X
Red Curbs X X X X X
Note:
X=Required
TPA=Only if the transit stop is located within a TPA(Existing or Future)
Required for stops with four or more buses per hour.Bus pads(street)are a specification of the jurisdiction that controls the right-of-way.
=Varies from MTS standard,however,this is an important feature that should be provided.
Not applicable
Actual deployment of features depends upon individual site conditions and constraints.
Page 1 of 4
A[11 IIS,'DJ DG 111
. Summary of Desired Transit Stop Features &
CITY OF Local Mobility Analysis Specifications
CHULAVISTA
:aalll a:dll i1111i1ty °�alll sills SIII' ';^aifmaati �°� elll*klllaur.
Vehicular
Scenarios our
Peak H
Traffic Volumes Factor our Signal Timing Queueing Geometrics
Existing Collected within 2 years or if warranted by other changes in built
environment conditions.AM& PM counts should be collected on
Tuesday,Wednesday,or Thursday between 7:00-9:00 AM and Existing
Use existing PHF
4:00-6:00 PM during a non-holiday periods and not on the week of (overall Coordinate with City staff to Observation- Field Conditions
a holiday under fair weather conditions.Counts should be taken obtain existing signal timing. note any excess
when school is in session.Coordinate with City's staff prior to intersection) queue
conducting counts to determine if a seasonal adjustment is
required.
Use Existing signal timing
Existing W/ Use existing PHF unless the project includes Field Conditions
Existing Traffic Volumes+Project's Traffic (overall +Project
Project intersection) updating the signal timing as Features(if any)
a project-specific feature.
95th Percentile
Developed based on cumulative projects or ambient growth. Use existing PHF Queue from
Near-Term (overall Use Existing signal timing. traffic analysis
Coordination with City's staff required. intersection) software.
Use Existing signal timing Queuing results
Use existing PHF should be
Near-Term unless the project includes Coordinate with
Near-Term+Project's Traffic (overall reviewed for
W/Project updating the signal timing as City staff to
intersection) a project specific feature. reasonableness determine if any
when compared improvements
Developed based on City's General Plan, Regional Model,or to Existing(field)
Use.95 PHF or are anticipated.
Horizon Year Specific Plan.Coordinate with City's staff to determine the existing PHF, Optimize signal timing is conditions.
appropriate source. whichever is acceptable with
Horizon Year greater(overall concurrence from City staff.
w/Project Horizon Year+Project's Traffic intersection)
Note:If a project is redeveloping an existing site,trips associated with the existing uses should be calculated by conducting driveway counts at all existing site driveways,or estimated using published
traffic generation rates from the SANDAG(Not So)Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region or the Institute of Transportation Engineers(ITE)Trip Generation Guide,at
the City's discretion..
Page 2 of 4
A[11 IIS,'DJ DG 111
. Summary of Desired Transit Stop Features &
CITY OF Local Mobility Analysis Specifications
CHULAVISTA
Localll Mo h°4llysdls SIllsecfficatioiiil......Active..I..rauiislll3ol,tatiii uin
Pedestrian Bicycle Transit
Scenarios �� .
Volumes Facilities Volumes Facilities Amenities
Existing Counts for each Existing Counts for each
Document existing facilities Document existing facilities Document existing facilities
Existing crosswalk leg at each study turning movement at each
along the project's study area along the project's study area along the project's study area
intersection intersection
Document any proposed
Existing w/ Document any proposed Document any proposed Document any proposed improvement per Table 1
N/A improvement per Table 2 improvement per Table 2 improvement per Table 2 through Table 5 of the TSG
Project through Table 6 of the TSG through Table 6 of the TSG through Table 6 of the TSG and Desired Transit Stop
Features in Appendix E.
Document any anticipated
Near-Term N/A N/A N/A improvements(not proposed N/A
by the project)
Document any proposed
Near-Term Document any proposed improvement per Table 1
N/A N/A N/A improvement per Table 2 through Table 5 of the TSG
W/Project through Table 6 of the TSG and Desired Transit Stop
Features in Appendix E.
Document planned facilities
per the City of Chula Vista
Horizon Year N/A N/A N/A plans(General Plan,Specific N/A
Plan,ATP)
Document any proposed
Horizon Year Document any proposed improvement per Table 1
N/A N/A N/A improvement per Table 2 through Table 5 of the TSG
W/Project through Table 6 of the TSG and Desired Transit Stop
Features in Appendix E.
Page 3 of 4
A[11 IIS,'DJ DG 111
. Summary of Desired Transit Stop Features &
CITY OF Local Mobility Analysis Specifications
CHULAVISTA
:ealll a:dll i1111i1ty °�alllysdls FIll eeil 'iiiaatil:ui Geineirall
Parameter Guidance
Peak Hour Factor • Use the measured PHF by intersection approach that is obtained during traffic data collection.
• For new intersections or to analyze conditions beyond five years of commencing the LMA, refer to
the HCM and maintain consistency across analysis periods, scenarios, and intersections.
Saturation Flow Rate • Use 1,850 vehicles per hour per lane.
• Other Saturation Flow Rates in accordance with the HCM or other justification may be used with
approval of the City Traffic Engineer.The current typical saturation flow rate in the HCM is 1,900
vehicles per hour per lane.
Signal Timing • Obtain signal timing plans from the appropriate agency and use the timing(by time of day if
provided)for the analysis.
• For new traffic signals, typically use a maximum cycle length of 120 seconds for intersections near
freeway interchanges or at the intersection of two arterial roadways.
• For all other conditions use a maximum of 90 seconds, unless directed otherwise by City staff.
• For all conditions, ensure that the minimum pedestrian crossing times are utilized.
Conflicting Pedestrians and Pedestrian Calls • Use pedestrian count data if available.
• If not available, refer to the HCM for appropriate minimum values.
Heavy Truck Percentage • If available, use observed values from field observations or traffic counts.
• If unavailable,the minimum recommended value is 3%. Heavy truck percentages should be higher on
truck routes.
Lane Utilization Factor • If applicable, adjust the lane utilization factor based on field observations.
• If unavailable, refer to the HCM.
Page 4 of 4