Warren, Lisa 3-9-2018 4-25 p.m. - NOP Agency Lettersc�
Santa Clara Valley
Audubon Society
November 15th, 2015
Department of Community Development City of Cupertino
planning@cupertino.org
Re: Scoping comments Re: Notice of Preparation for the Hills at Vallco project
Santa Clara Valley Audubon Society is a local environmental organization concerned with land
use choices and their impact on our region's biological and natural resources, especially birds.
This letter provides our scoping comments for the proposed Hills at Vallco Project (Project).
The project proposes to demolish the regional Vallco Shopping Mall and replace it with a mixed
use commercial, residential, and office development with a 30 -acre integrated green roof. We are
generally supportive of the creation of habitat on rooftops, but we have concerns with the
following potential impacts:
1. Nitrogen deposition
Nitrogen is a powerful fertilizer that triggers growth among a wide variety of vegetation types.
The fertilizer encourages invasive plant growth that crowds out native plants. The Wildlife
Agencies and scientific researchers agree that vehicle exhaust includes nitrogen oxide that is
airborne and then settles. A 2006 report from the California Energy Commission, Impacts of
Nitrogen Deposition on California Ecosystems and Biodiversity, addressed the impacts of
nitrogen deposition. Also, a notable number of applicable research studies have identified
nitrogen deposition impacts for locations outside California including other parts of the world.
The HCP provides state-of-the-art scientific analysis of the impacts of vehicular emissions,
specifically nitrogen emissions, on sensitive species and habitat.
Nitrogen from vehicle exhaust that settles on the ground also negatively impacts other land cover
types in Santa Clara County including California Annual Grassland, Northern Mixed Chaparral /
Chamise Chaparral, Northern Coastal Scrub / Diablan Sage Scrub, Valley Oak Woodland, Mixed
Oak Woodland and Forest, Blue Oak Woodland, Coast Live Oak Forest and Woodland, Foothill
Pine - Oak Woodland, Mixed Evergreen Forest, Redwood Forest, Coastal and Valley Freshwater
Marsh, Seasonal Wetland, and Pond habitat. Serpentine land cover in Santa Clara County has
been shown to experience adverse indirect impacts due to nitrogen deposition. This land cover
type supports host plants of the threatened Bay checkerspot butterfly. As such, loss of serpentine
22221 McClellan Road, Cupertino, CA 95014 Phone: (408) 252-3748 * Fax: (408) 252-2850
email: scvas@scvas.org * www.scvas.org
vegetation results in loss of habitat for the butterfly, which is a violation of the federal
Endangered Species Act.
Please analyze impacts of nitrogen deposition to baylands, marshlands, grasslands, and
serpentine soil habitats.
The traffic generated by the Project will add to the cumulative impacts of N -deposition on
sensitive habitats. Please provide analysis of increased vehicle trips and vehicle miles traveled,
and an estimate of NO, and NH3 emissions from those vehicle trips. Appropriate mitigations
similar in scale to those provided for power plants and for the Santa Clara Valley Habitat Plan
should be developed.
2. Impacts of glass surfaces on resident and mi rg atory birds
Scientific studies show that collisions with glass surfaces kill 300 million to a billion birds in the
country every year (Loss et. al. 2014, Hager et. al. 2013). Attraction to lights causes additional
mortality. A six-year study at the California Academy of Sciences estimates the toll at 54 birds
per year — all at one building. It seems that many of the fatalities were fledging birds, with little
experience of flight and with less agile navigation skill in their environment. The building that
was monitored does not have expansive glass surfaces, so it is possible that buildings with more
glazing would exert a higher toll. The California Academy of Sciences study (Jack Dumbacher,
personal communication) as well as Hager et. al. 2013 show that spatial building configuration
and building window area are primary concerns and should be considered in the design of
buildings, landscaping and their configurations.
Please provide analysis of cumulative impacts to birds, and mitigate by requiring design criteria
that avoid reduce light pollution impacts and the risk of collision. Please see:
• https:Hdl.dropboxusercontent.cornIW56352315Bird-friendly Building engl.pdf
• http://www.abcbirds.or /g abcprograms/policy/collisions/pdfBird-
friendly Building Guide_WEB.pdf
We thank you for your consideration. Please put SCVAS on the notification list for any updates
or public opportunities to participate and comment as the project moves forward.
Respectfully,
Shani Kleinhaus,
Environmental Advocate
22221 McClellan Road, Cupertino, CA 95014 Phone: (408) 252-3748 * Fax: (408) 252-2850
email: scvas@scvas.org * www.scvas.org
Nov 16 2015 3:31PM HP LASERJET FAX
DEPARTMENT OF TRANSPORTATION
AIsnu6T 4
P.O. BOX 23660
OAKLAND, CA 94623.0660
PHONE (510) 286-5528
FAX (510) 286.5559
TTY 711
www.doc.ca.gov
November 16, 2015
Ms. Piu Ghosh
City of Cupertino
Department of Community Development
10300 Torre Avenue
Cupertino, CA 95014
Dear Ms. Ghosh:
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Help save walerl
SCL280379
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SCH# 2015102004
Vallco Shopping District Specific Plan and The Hills at Vallco Project — Notice of
Preparation
Thank you for continuing to include the California Department of Transportation (Caltrans) in
the environmental review process, after the teleconference call with the Santa Clara Valley
Transponation Authority's (VTA) and developers on April 15, 2015, for the Specific Plan (Plan)
and project referenced above. The mission of Caltrans is to provide a safe, sustainable, integrated
and efficient transportation system to enhance California's economy and livability. Caltrans has
reviewed the Notice of Preparation (NOP) to ensure consistency with its mission and state
planning priorities of infill, conservationism, and efficient development. Caltrans provides these
comments consistent with the State's smart mobility goals to support a vibrant economy and
build communities, not sprawl.
Project Understanding
The proposed project is located immediately south of Interstate (I•) 280 in the southwest and
southeast quadrants of the I -280/S. Wolfe Road interchange. It would demolish an approximately
1.2 million square feet (sq. ft.) regional shopping mall and associated parking and construct a
mixed use commercial, residential, and office development with the following uses:
625,000 sq. ft. of commercial and civic areas, including retail and entertainment uses, such
as, restaurants, a movie theater, an ice skating fink, bowling alley, health club and civic uses
including a 10,000 sq. ft. High School Innovation Center and a 5,000 sq, ft, community
center;
800 residential units, including 680 market rate units, 80 below market rate units and 40
senior age -restricted units;
2,000,000 sq. ft. of office uses;
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Nov 16 2015 3:31PM HP LASERJET FAX P.2
Ms. Piu Ghosh/City of Cupertino
November 16, 2015
Page 2
• A 30 -acre integrated green roof with public and private open space and.recreational uses;
• Two town squares, approximately 2.98 acres total;
• Amenity space for residential and office uses;
• Loading, facility and security management areas;
• Transit center;
• Central plants; and
• Associated underground, surface and structured parking for 9,175 vehicles.
Lead Agency
As the lead agency, the City of Cupertino (City) responsible for all project mitigation, including
any needed improvements to State highways. The project's fair share contribution, financing,
scheduling, implementation responsibilities and lead agency monitoring should be fully
discussed for all proposed mitigation measures.
Traffcl»tpactAnalysis (TIA)
The environmental document should include an analysis of the travel demand expected from the
proposed project. Caltrans recommends using the Caltrans Guide for the Preparation ofTrafc
Impact Studies for determining which scenarios and methodologies to use in the analysis,
available at: www.dot.ca,gov/hq/tpp/offices/ocp/igr_cega_files/tisguide.pdf.
Please ensure that a TIA is prepared providing the information detailed below;
1. A vicinity map, regional location map, and site plan clearly showing project access in
relation to nearby State roadways. Ingress and egress for all project components should be
clearly identified. Clearly identify the State right-of-way (ROW); Project driveways, local
roads and intersections, car/bike parking, and transit facilities should be mapped.
2. Project -related trip generation, distribution, and assignment including per capita use of
transit, rideshare or active transportation modes such as existing bus service; new bus
service, such as service to major transit centers like the Lawrence Station and the Sunnyvale
Station; and vehicle miles traveled (VMT) reduction factors. The assumptions and
methodologies used to develop this information should be detailed in the study, utilize the
latest place -based research, and be supported with appropriate documentation.
3. 2035 Cumulative Conditions and 2035 Cumulative Plus Project Conditions,
4. The project.site's building potential as identified in the General Plan. The project's
consistency with both the Circulation Element of the General Plan and the Congestion
Management Agency's Congestion Management Plan should be evaluated.
5. A schematic illustration of walking, biking and auto conditions at the project site and study
area roadways, trip distribution percentages and volumes as well as intersection geometries,
(i.e., lane configurations, for AM and PM peak periods). Potential safety issues for all road
users should be identified and fully mitigated,
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system to enhance CalVornla's economy and lieabUltp"
Nov 16 2015 3:31PM HP LASERJET FAX P.3
Ms, Piu Ghosh/City of Cupertino
November 16, 2015
Page 3
6. Freeway segment analysis for Interstate (1-) 280 northbound and southbound from El Monte
Road to State Route (SR) 87. The segment analysis should include demand volumes.
Freeway high -occupancy vehicle (HOV) lane capacity of 1,650 vehicles/lane must be used
for the analysis.
7. Intersection analysis for the following locations:
• I-280/Ae Anza Boulevard (on- and off -ramps);
• I-280/Wolfe Road (on- and off -ramps);
• 1-280/Stevens Creek Boulevard (on- and off -ramps);
• 1.280/Lawrence Expressway (on- and off -ramps);
• Pnmeridge Avenue/North Wolf Road intersection; and
• North Wolf Road/Apple Campus Road intersection.
The adequacy of queuing length versus storage capacity should be examined using 95
percentile queuing analysis Poisson Probability distribution,
8. Elements of the Silicon Valley Intelligent Transportation System (SV -ITS), such as fiber
optics along Wolfe Road, may exist within the proposed project limits. Please consult with
City of San Jose, who is the lead agency for the SV -ITS Program.
9. There are Traffic Operations Systems (TOS) elements along 1-280 that may be affected by
the project. At the I-280/Wolfe Road Interchange, this would include closed circuit television
(CCTV), extinguishable message sign (EMS), off -ramp detection, etc. Cabinets, conduits,
connections to service points and other elements would be part of these installations.
10. All active TOS elements must be kept operational throughout the construction phase of this
project. The existing and operational TOS elements that may be affected by this project must
be relocated, modified, or fully replaced as necessary.
11. Mitigation for any roadway sections or intersections with increasing VMT should be
identified. Mitigation may include contributions to the regional fee program as applicable
(described below), and should support the use of transit and active transportation modes.
Potential mitigation measures that include the requirements of other agencies such as
Caltrans are fully enforceable through pen -nit conditions, agreements, or other legally -
binding instruments under the control of the City.
12. The project's effect on pedestrians, bicyclists, and transit performance should be based on
any projected VMT increases and evaluating mitigation measures and tradeoffs. The analysis
should describe any pedestrian and bicycle mitigation memures and safety countermeasures
that would be needed as a means of maintaining and improving access to transit facilities and
reducing vehicle trips (described below).
"Provide a safe, sweaMmbla, M iagraled and efl?ctenl (ransportallon.
system to enhance Cal[lornta's eeommy and ftvabllhry,
Nov 16 2015 3:31PM HP LASERJET FAX p.4
Ms. Piu Ghosh/City of Cupertino
November 16, 2015
Page 4
Vehicle Trip Reduction
Caltrans encourages the City to increase the number of housing units in the Plan and project, to
achieve a better housing to jobs balance and reduce vehicle trips. Adding housing to the Plan and
project may also help to offer greater flexibility for any transportation mitigation required as a
result of this project. This would promote mass transit use, walking, and bicycling, thereby
reducing regional vehicle miles traveled (VMT) and traffic impacts.
Travel Demand Management (TDM) measures can include lower parking ratios, car -sharing
programs, transit subsidies for employees and residents, bike racks and storage. 'TDM programs
should be monitored and documented with annual reports by an onsite TDM coordinator to
demonstrate effectiveness. This smart growth approach is consistent with MTC's Regional
Transportation Plan/Sustainable Community Strategy goals of both increasing non -auto mode
transportation, and reducing per capita VMT by 10 percent each.
The project should also study improvements to pedestrian, bicycle, and transit infrastructure and
services as a way to decrease vehicle trips and impacts to the State Highway System, such as
development of the shared bike/pedestrian path along the Calabazas Creek, The shared path
would help promote active transportation travel and help better connect the project site to the
surrounding neighborhoods,
A fully connected network of bicycle and pedestrian facilities will provide a viable alternative to
driving, facilitate transit use, and help reduce air pollution and greenhouse gas emissions. The
project should propose clear, actionable language for the proposed bicycle and pedestrian
facilities, to ensure improvements are constructed as specified in the proposed project. Sidewalks
"must" (not'°should") comply with the Americans with Disabilities Act (ADA) and ensure ADA
accessibility.
Design
Please provide five (5) complete sets of preliminary Plan and project design plans for
Caltrans' review.
Traffic Impact Fees
Given the project's contribution to area traffic and its proximity to I.280, the project should
contribute fair share traffic impact fees. These contributions would be used to lessen future
traffic congestion and improve transit in the project vicinity. The following projects have been
submitted by VTA to MTC to be considered for the next Regional Transportation Plan (RTF),
They are located within close proximity to the Vallco Mall project site and, therefore, should be
considered as potential mitigation projects toward which the City can contribute mitigation fees:
• I-280 Express Lanes. Leland Avenue to Magdalena Avenue, which is already in the current
RTP Plan Bay Area, RTP ID 240513 and to be rolled into the next RTP;
• 1-280/Stevens Creek Boulevard/Lawrence Expressway Interchange Improvements;
• 1-280/De Anza Boulevard Interchange Improvements; and
• I-280/Wolf Road Interchange Improvements.
"Provide a sgfa, saetaanabk, lniagraled and ggicioni transportation
,wstetn to enhance California's econarrty and Uvahtltiy"
Nov 16 2015 3:31PM HP LASERJET FAX P.5
Ms. Piu Ghosh/City of Cupertino
November 16, 2015
Page 5
Voluntary Contribution Program
Caltrans encourages the City to participate in the VTA's voluntary contribution program and
plan for the impact of future growth on the regional transportation system.
Transportation Management Plan (TMP)
Since it is anticipated that vehicular, bicycle, and pedestrian traffic along I-280 will be impacted
during the construction of theproposed project requiring traffic restrictions and detours, a
Caltrans -approved TMP or construction TIA may be required for approval by Caltrans prior to
construction to avoid project -related impacts to the State Highway System. These must be
prepared in accordance with Caltrans' TMP Guidelines. Further information is available for
download at the following web address:
ww,A,.dot.ca.govlhq/lxa.ffops/trafmgmt/tmp_lcs/index.htm.
Please ensure that such plans are also prepared in accordance with the TMP requirements of the
corresponding jurisdictions, In addition, pedestrian access through the construction zone must be
in accordance with the ADA regulations (see Caltrans' Temporary Pedestrian Facilities
Handbook for maintaining pedestrian access and meeting ADA requirements during construction
at: www.dot.ca.goit/hq/construe/safety/Temporary_Pedestrian_ Facilities Handbook.pdf) (see
also Caltrans' Traffic Operations Policy Directive 11-01 "Accommodating Bicyclists in
Temporary Traffic Control Zones" at: www. dot, ca. govihq/traffops/policy/11-0l.pdf). For further
TMP assistance, please contact the Caltrans District 4 Office of Traffic Management Operations
at (510) 286-4579.
Transportation Permit
Project work that requires movement of oversized or excessive load vehicles on State roadways
requires a transportation permit that is issued by Caltrans. To apply, a completed transportation
porn -tit application with the determined specific route(s) for the shipper to follow from origin to
destination must be subirutted to: David Salladay, District Office Chief, Office of Permits,
California Department of Transportation, District 4, P.O. Box 23660, Oakland, CA 94623-0660.
See the following website for more information: www.dot.ca.gov/hq/traLffops/permits,
Cultural Resources
Caltrans requires that a project's environmental document include documentation of a current
archaeological record search from the Northwest Information Center of the California Historical
Resources Information System if construction activities are proposed within State ROW, Current
record searches must be no more than five years old. Caltrans requires the records search, and if
warranted, a cultural resource study by a qualified, professional archaeologist, and evidence of
Native American consultation to ensure compliance with CEQA, Section 5024,5 and 5097 of the
California Public Resources Code, and Volume 2 of Caltrans' Standard Environmental
Reference (www,dot.ca.gov/ser/vol2/vol2.htm),
These requirements, including applicable mitigation, must be fulfilled before an encroachment
permit can be issued for project -related work in State ROW. Work subject to these requirements
includes, but is not limited to: lane widening, channelization, auxiliary lanes, and/or modification
of existing features such as slopes, drainage features, curbs, sidewalks and driveways within or
"Provide a sgfa, mnatijable, iNegrated mrd e,(jktonr tramportattan
system to en0iarrce Caljfornla's eemmmv and 11 abtlrty"
Nov 16 2015 3:32PM HP LASERJET FAX P.6
Ms. Piu Ghosh/City of Cupertino
November 16, 2015
Page 6
adjacent to State ROW.
Encroachment Permit
Please be advised that any work or traffic control that encroaches onto the State ROW requires
an encroachment permit that is issued by Caltrans. To apply, a completed encroachment permit
application, environmental documentation, and five (5) sets of plans clearly indicating State
ROW must be submitted to. David Salladay, District Office Chief, Office of Permits, California
Department of Transportation, District 4, P.O. Box 23660, Oakland, CA 94623-0660, Traffic -
related mitigation measures should be incorporated into the construction plans prior to the
encroachment permit process. See this website for more information:
www.dot.ca.gov/hq/tmffops/developserv/permits;
Should you have any questions regarding this letter, please contact Brian Ashurst at (5 10) 266-
5505 or brian.ashurst@dot.ca,gov.
Sincerely,
PATRICIA MAURICE
District Branch Chief
Local Development - Intergovernmental Review
c: Scott Morgan, State Clearinghouse
Robert Swierk, Santa Clara Valley Transportation Authority (VTA) - electronic copy
Robert Cunningham, Santa Clara Malley Transportation Authority (VTA) — electronic copy
Trwf& asofa, soelatnable, integrated and q&fenitransporffiHan
system to enhance CalUornfa's econanry and hwbtllty"
County of Santa Clara
Roads and Airports Department
101 Skyport Drive
San Jose, California 95110-1302
1-408-573-2400
November 16, 2015
Piu Ghosh
Senior Planner
City of Cupertino, Community Development Department
10300 Torre Avenue
Cupertino, CA 95014
SUBJECT: Notice of Preparation of a Draft Environmental Impact Report
Vallco Shopping District Specific Plan and The Hills at Vallco Project
Dear Ms. Ghosh:
The County of Santa Clara Roads and Airports Department appreciates the opportunity to review to the Notice of
Preparation (NOP) of a Draft Environmental Impact Report (DEIR) and is submitting the following comments.
A Transportation Impact Analysis (TIA) should be prepared for the proposed project following the latest
adopted Congestion Management Program (CMP) TIA Guidelines to identify significant impacts for the
DEIR. County requests, at a minimum, to include the following intersections for analysis:
• All CMP and non -CMP intersections along Lawrence Expressway between Homestead Road and
Saratoga Avenue.
• All CMP and non -CMP intersections along San Tomas Expressway between Homestead Road and
Moorpark Avenue.
The analysis should be conducted using most recent counts and County signal timing for County study
intersections. Please contact Ananth Prasad at (408) 494-1342 or Ananth.Prasad@rda.secgov.org for the
correct signal timing.
The preliminary Comprehensive County Expressway Planning Study — 2040 project list should be consulted
for a list of mitigation measures for significant impacts to the expressways. Should the preliminary
Expressway Plan 2040 project list not include an improvement that would mitigate a significant impact, the
TIA should identify mitigation measures that would address the significant impact. Mitigation measures
listed in the TIA should be incorporated into the EIR document.
Board of Supervisors: Mike Wasserman, Cindy Chavez, Dave Cortese, Ken Yeager, S. Joseph Simitian
County Executive: Jeffrey V. Smith ,E
The Hills at Vallco NOP-DEIR
November 16, 2015
Page 2 of 2
If you have any questions or concerns about these comments, please contact Aruna Bodduna at (408) 573-2462 or
aruna.bodduna@rda.sccgov.org.
Sincerely,
Dawn S. Cameron
County Transportation Planner
cc: MA, AP
SANTA CLARA V A L r r Y
HABITAT AGENCY
City ofGiIroy I City of Morgan Hill I City of San Jose I County of Santa Clara I Santa Clara VaIIey Water District I Santa (IaraVaIIeyTransportation Authority
November 16, 2015
Piu Ghosh
City of Cupertino, Community Development Department
10300 Torre Avenue Cupertino, CA 95014
RE: Nitrogen Deposition Impacts from The Hills at Vallco Project
Dear Mr. Ghosh:
The Santa Clara Valley Habitat Agency (Habitat Agency), as a responsible public agency tasked with conserving
natural communities and the recovery of state and federal special status species covered by the Santa Clara
Valley Habitat Plan (Plan), wishes to bring to the City of Cupertino's attention Project impacts that could
detrimentally effect the Habitat Agency's ability to implement several of the Plan's conservation goals and
objectives.
The development of 1.2 million square feet of mixed use commercial, residential, and office units represents
an increase in project -specific nitrogen deposition in the area. Construction of additional units will increase
daily vehicle trips, which will cause an increase in locally promulgated ambient nitrogen resulting in indirect
harm species covered by the Santa Clara Valley Habitat Plan. The Habitat Agency believes the City of
Cupertino, as the CEQA lead agency, has the responsibility to ensure proper mitigation for all project impacts.
The Hills at Vallco Project development will result in both project -specific and a cumulative increase in nitrogen
deposition.
Impacts of Nitrogen Deposition
The additional vehicle trips associated with the Project will result in increased nitrogen deposition which will
have significant impacts on the local serpentine grassland communities. Atmospheric nitrogen deposition is a
complex process by which reactive nitrogen (N) – nitrogen oxides (NOX), ammonia (NH3), and their reaction
products – are deposited onto surfaces and enter ecosystems as N -fertilizer. N -deposition estimates (from
varied studies) for the Santa Clara Valley range from 8-20 kilograms of nitrogen per hectare per year (kg-
N/ha/y). In Santa Clara County, N -deposition threatens serpentine grasslands that support numerous covered
species, including the threatened Bay checkerspot butterfly (Euphydryas editha bayensis). The added nitrogen
allows nutrient -poor serpentine soils to be invaded by non-native annual grasses and other weeds that displace
the native forbs that provide caterpillar food and adult nectar for the butterfly. N -deposition is the largest
indirect impact of urban development on the serpentine grassland ecosystem.
In addition to impacts on serpentine grasslands, the effects of N -deposition on non -serpentine annual
grasslands and the grassland understory of oak woodlands are similar to those on serpentine grassland—
increased annual grass growth displaces native fortis. Non -serpentine annual grasslands and oak woodlands in
the study are extensive (310,875 acres, or 60% of the Plan area), so these adverse effects could be widespread.
The Santa Clara Valley Habitat Plan provides a recovery strategy for serpentine habitats and the plant and
animal species that depend on them, but the strategy is not entirely self -contained. The Plan both mitigates
for impacts from covered activities within the Plan area over the Plan term and also provides additional
535 Alkire Avenue, Suite 100 • Morgan Hill, CA 95037 • Phone (408) 779-7261 • Fax (408) 778-7869
conservation to meet the State of California standard for species recovery. However, this strategy alone is
insufficient to completely restore local serpentine communities or to offset any conceivable future nitrogen
deposition impacts. The primary reason for this is that the Plan is necessarily limited to mitigating for impacts
from Plan -covered activities, while the impacts come from projects distributed over a much broader area and
over a much greater period. Studies reveal that a significant portion of N -deposition affecting covered species
within the Plan area can be traced to sources outside the Plan area. The amount that various sources contribute
to deposition was assessed with different modeling approaches. The most complete of these methods was the
use of the Particle Precursor Tagging Methodologies (PPTM) tagging approach in Community Multi -scale Air
Quality Model (CMAQ). In the base year, the CMAQ PPTM simulation attributes 30% of the total nitrogen
deposition to mobile sources within the study area. Another 16% of the nitrogen deposition comes from
stationary sources in the study area.
Therefore, only 46% of nitrogen deposition on the habitat areas comes from existing development and vehicle
traffic generated locally within the study area. The areas of Santa Clara County not covered by the Plan
contribute 17% of the nitrogen deposition while 11% of the deposition comes from other Bay Area counties.
The CMAQ simulation indicates that the remaining 26% of the N -deposition comes from anthropogenic
emissions in the remainder of the modeling domain (i.e., most of the remainder of California other than Bay
Area counties and a portion of Nevada), initial and boundary concentrations (i.e., effects from outside of the
modeling domain), and biogenic emissions within the Bay Area counties" (Habitat Plan, p. 4-71).
A complete conservation strategy would rely upon project specific mitigation contributions from cities outside
the Plan area as those projects do create additional impacts which are not covered by the Plan conservation
strategy. This is because additional nitrogen deposition, over and above that covered by the Plan, will likewise
result in even more invasive weed encroachment on serpentine habitats. In other words, the Plan assumes a
set amount of weed encroachment based on Plan covered activities and provides mitigation and recovery for
that, but there will always be additional weed encroachment impacts to be mitigated as long as there are nitrogen
emitting sources outside of those covered by the Plan. Those impacts should be considered, analyzed and
mitigated as part of the CEQA review from any Lead Agency proposing a project that results in increased
nitrogen emissions.
Conclusion
The additional vehicle trips associated with the Project present significant impacts to N -deposition and
consequently covered species under the Plan. The Plan's conservation strategy does not mitigate for all of the
impacts to N -deposition and must rely on project specific contributions from cities outside the Plan area. The
Plan requires all projects to mitigate for indirect impacts to N -deposition through a nitrogen deposition fee.
The Plan's nitrogen deposition fee is based upon new daily vehicle trips. This project will generate
approximately significant new daily vehicle trips, which will result in significant nitrogen deposition that is not
offset by Plan mitigation fees.
The Habitat Agency will accept voluntary fee payments received from applicable public and private entity
projects, such as the The Hills at Vallco development, to mitigate said project impacts associated with N -
deposition. Each voluntary fee payment would be applied to the Plan conservation strategy and tracked by the
Habitat Agency. Nitrogen deposition voluntary fee payments will be applied toward land acquisition,
management, and monitoring for Bay checkerspot butterfly and serpentine covered plant species. See full
Voluntary Fee Policy Here.
If you have any questions concerning the Habitat Agency's comments specific to the The Hills at Vallco Project
or Plan implementation please do hesitate to give us a call. Thank you.
Sincerely,
Edmund Sullivan
Executive Officer
SIERRA
CLUB
FOUNDED 1892
Loma Prieta Chapter serving San Mateo, Santa Clara & San Benito Counties
Piu Ghose, Senior Planner,
Community Development Department
City of Cupertino
10350 Torre Ave
Cupertino, CA 95014
Via email: planning@cupertino.org
Reference "The Hills of Vallco" EIR Scoping Comments
Dear Sir or Madam:
Thank you for providing the opportunity for the Sierra Club Loma Prieta Chapter's Sustainable
Land Use committee to comment on the NOP for The Hills at Vallco. As an environmental
organization working towards reducing local greenhouse gas emissions, the Sierra Club
encourages the development of higher density mixed-use development near major transit.
There is much in the proposed project that is laudable and meets our Guidelines for Mixed Use
Development.' The ingenious creation of open space in the heart of the city center, on the large
green roof makes this development proposal uniquely attractive.
Once the draft environmental impact report is released to the public, and further details on the
proposed development are made available, we will evaluate it using our Guidelines to decide
whether it could qualify for Sierra Club endorsement.
At this time, we have some issues that we ask you to include in the upcoming draft environmental
impact report.
There are two issues that stand out that require serious rethinking:
The problem of transportation and traffic caused by the development: The site is
located adjacent to highway 280 but far any regional transit hub. Highway 280 is currently
at or near capacity. Stevens Creek Boulevard is anticipated to receive bus rapid transit in
the near future, however the percentage of mode shift it will carry will not cover the
anticipated increase in traffic. In addition, there is the cumulative effect of several large
developments in the area.
2. Jobs housing imbalance: 2,000,000 sf of office area and 1,000,000 sf of retail and event
space are balanced by only 800 units of housing within the proposal. It is clear that the
development will generate a severe jobs/housing imbalance. The project will generate
8,000- 10,000 jobs yet there are only 800 homes proposed at this location, to balance these
'Sustainable Land Use Committee Guidelines: http://lomaprieta.sierraclub.org/sustain/guidelines
jobs. This will clearly generate a great deal of traffic as well as greenhouse gas emissions.
When this development is considered along with Apple's mega office development, across
the freeway, and other nearby development, the traffic implications in the area are
extremely serious.
Jobs Housing Fit ALTERNATE : We request that one of the alternates that is studied in the EIR
will be an better balance of housing to commercial and office space. It is critical that large
developments be looked at in the context of the traffic and greenhouse gas emissions that they
generate and we expect that the EIR will look at an option that aims to reduce new traffic impact to
a minimum.
"No net new trips": Many peninsula cities are developing specific plans for theirrip oritX
development areas, allowing higher densities along transit, Cities are realizing that it is critical to
include housing within the new specific plan areas to balance the jobs that new commercial/office
developments are creating. At the same time, the peninsula is in a serious housing crisis and it is
reasonable to require that large developments provide workforce housing to support the jobs they
are creating.
Therefore we expect the EIR to consider an option with "no net new trips". This has been
successfully implemented most notably at Stanford University which has about a 55% drive alone
ratio. The City of Mountain View has recently put in place a goal for 45% drive alone ratio for its
North Bayshore area with monitoring to ensure that this goal is achieved. It is critical for the EIR
to examine how new developments need to approach development with this mindset
Transportation demand management: The EIR should evaluate the effect of a robust
transportation demand management (TDM) program and analyze the traffic reduction that can be
achieved by putting one in place. An effective TDM program can reduce traffic significantly and
shift mode share to more transit usage and active transportation. A Transportation Management
Association (TMA) is one of the most effective means of achieving mode shift goals, with active
monitoring and reporting and penalties for missing targets. A TMA also has the added benefit of
providing an umbrella group for small business owners and apartment buildings to benefit from the
economies of scale. There are several successful TMAs currently operating in the Bay Area.
Cumulative effects: Apart from the proposed development in this location, there are many other
projects that will be going up in the nearby area, within the next several years. In addition to the
new Apple campus and Hampton Apartments, there is development on the Oaks, Target and
Marina Market sites. We expect the EIR to consider the cumulative impacts of these developments
on traffic.
Additional issues:
a. Residential Permit Parking Program: Given the traffic and parking issues related to the
development, the EIR should evaluate the benefits of instituting a Residential Permit
Parking Program in the adjacent neighborhoods to prevent excessive driving around the
neighborhoods, and resultant greenhouse gas emissions, by visitors to the Hills at Vallco,
looking for free parking.
b. Smart Parking: The EIR should consider the reduction in GHG that can be achieved by the
development adopting Smart Parking where drivers can easily find an empty parking space
without driving around, pay fast and efficiently using auto -pay systems (using
transponders) to avoid idling, and that uses congestion pricing to use parking space most
efficiently.
c. Greenhouse gas emissions: Consider lifecycle greenhouse gas emissions in the construction
methods and materials used.
d. Consider the ability of the green roof vegetation to absorb carbon dioxide: In addition,
where native plants are used, which have deep and extensive root systems, they have the
benefit of generally providing greater carbon sequestration than non-native plants.
e. Consider the mitigation value of smart windows which can change reflectivity and
transmission in reducing the heating and energy demands of the different buildings.
f. Solar Energy: Consider the possibility of replacing some of the planting, such as the
vineyard, with energy generating usage such as solar panels. It is possible that the shade
from elevated panels can be used to support other food crops that prefer shade.
g. Water supply: We have a water shortage in California that is going to become increasingly
severe in the coming decades. The EIR should consider a gray water system for all the
buildings in the complex to recycle 100% of the gray water for landscaping irrigation. It is
also important, at the same time, to keep in mind that not all planting can accept gray water
or recycled water for healthy growth.
h. Storm water: The EIR should consider that storm water needs to be managed using low -
impact development in brackets and IP techniques. These techniques help to recharge the
groundwater basins and prevent pollution from reaching base and creeks.
i. Smart city2_ the smart city is a standard developed by an association of cities and uses 17
performance indicators on the efficiency of its resource usage reducing long-term costs and
aiming towards the sustainable development. In the EIR we ask that these performance
indicators be considered in order to promote environmental energy and resource efficiency.
Thank you for considering our recommendations for what should be included in the draft
environmental impact report we look forward to reviewing the draft when it is issued
Respectfully submitted,
2 Smart City under iso:37120. http:Hsmartcitiescouncil.com/article/dissecting-iso-37120-why-new-
smart-city-standard-good-news-cities
Gita Dev, Co -Chair
Sustainable Land Use Committee
Sierra Club Loma Prieta Chapter
S AN T A C l A R A
o Valley Transportation Authority
November 16, 2015
City of Cupertino
Public Works Department
10300 Torre Avenue
Cupertino, CA 95014
Attention: Piu Ghosh
Subject: Vallco Shopping District -Hills at Vallco
Dear Mr. Ghosh:
Santa Clara Valley Transportation Authority (VTA) staff have reviewed the NOP for a specific
plan and a development project that includes up to 2 million square feet of office, 625,000 square
feet of commercial, and 800 residential units on the north side of Stevens Creek Boulevard, on
both sides of Wolfe Road. We have the following comments.
Land I ke
VTA supports the proposed land use intensification of these important sites in the Stevens Creek
Boulevard corridor, where VTA is planning to implement Rapid 523 enhanced bus service as a
near term improvement and early deliverable of the Stevens Creek Boulevard Bus Rapid Transit
(BRT) Project. The site is currently served by the VTA Local Bus Line 23 and Limited Line 323
along Stevens Creek Boulevard and four additional VTA bus lines on North Wolfe Road and
Vallco Parkway. Besides intensifying land uses near this key transit corridor, by including a mix
of office, retail, residential and recreational uses in a walkable design the project will create
greater opportunities for residents and employees to accomplish daily tasks by walking and
bicycling, thereby incrementally reducing the vehicle miles traveled and greenhouse gas
emissions associated with the project.
Stevens Creek Boulevard is identified as Corridors in VTA's Community Design &
Transportation (CDT) Program Cores, Corridors and Station Areas framework, which shows
VTA and local jurisdiction priorities for supporting concentrated development in the County.
The CDT Program was developed through an extensive community outreach strategy in
partnership with VTA Member Agencies, and was endorsed by all 15 Santa Clara County cities
and the county.
Proposed Transit Center
The Project Description posted to the City's website (September, 2015) notes that "The Hills at
Vallco will be designed with the north side of Stevens Creek Boulevard between Wolfe Road
and Perimeter Road as transit center location. The complimentary community shuttle, VTA local
3331 North First Street • Son Jose, CA 95134-1927 • Administration 408.321 .5555 • Customer Service 408.321.2300 • www.vta.org
City of Cupertino
November 16, 2015.. --
Page 2
and express buses, future Bus Rapid Transit, corporate shuttles, and sharing economy
transportation services will all make regular stops at the transit center. The transit center will
specifically accommodate the existing VTA's existing Stevens Creek Boulevard bus lines 23 and
323." (pg. 16)
VTA appreciates and supports the applicant's effort to accommodate transit service at this
location. However, based on the Civil Plans for the project, the proposed Transit Center design
appears to require buses to enter a "duck out" and then re-enter traffic. This design would not be
appropriate for VTA's existing Stevens Creek Boulevard bus lines 23 and 323 or future Rapid
523/Bus Rapid Transit (BRT) service. These through services need to maintain acceptable travel
speeds and service reliability in order to attract transit ridership. As such, a bulb -out or in-line
transit stop which does not require buses to wait to re-enter traffic would be more appropriate for
these services. A bus duck -out design may be more appropriate for transit services that terminate,
originate or lay over at the Hills at Vallco, such as the other (non-VTA) transit services identified
in the Project Description.
Starting in the fall of 2017, VTA will be providing the Rapid 523 service to connect DeAnza
College and the Berryessa BART Station. Both lines 23 and 523 will have 60 -foot articulate
buses. As a result, this bus stop will need to accommodate two articulate buses at the same time.
We recommend the project construct a bulb -out or in-line stop, with a minimum of 165' bus pad
and a 133' passenger loading area.
VTA requests a meeting with the City and project applicant to discuss how VTA transit will be
accomrnodated at this location.
Potential Congestion Impacts on Transit Travel Times
The Transportation analysis in the DEIR should address any potential impacts that increased
motor vehicle traffic and congestion associated with the project may have on transit travel times,
particularly in the Stevens Creek Boulevard corridor. While VTA is supportive of increasing
development densities along this corridor, increased congestion could degrade the schedule
reliability of transit and increase travel times, making transit a less attractive option for travelers
in the corridor. If increased transit delay is found, transit priority measures, such as dedicated
transit lanes, queue jump lanes, transit priority signal timing, and/or improvements to transit
stops and passenger amenities, would constitute appropriate offsetting measures.
Relationship to North Wolfe Road/I-280 Interchange Project
The Project Description notes that "The Hills at Vallco will spearhead the widening and
rebuilding of the Wolfe Road/Hwy. 280 bridge and interchange" (pg. 16). VTA requests that the
City and applicant ensure that project designs preserve all existing right-of-way at the
interchange and that the City and applicant stay in close coordination with VTA and Caltrans
about the design and right-of-way requirements for the interchange improvements.
City of Cupertino
November 16, 2015
Page 3
Pedestrian and Bicycle Accommodations
VTA commends the City and applicant for taking a thoughtful approach to pedestrian and bicycle
accommodations, as detailed in the application materials. VTA recommends that the City pay
close attention to the treatment of pedestrians and bicyclists along the project's arterial roadway
frontages (e.g. Stevens Creek and South Wolfe Road) in addition to internal roadways, as well as
crossing improvements at the Stevens Creek/S Wolfe Road intersection and the I-280/Wolfe
interchange.
VTA has the following specific continents related to pedestrian and bicycle accommodations:
Pedestrian Connectivity
• VTA commends the applicant for proposing additional at -grade crossings of S. Wolfe Road
along with the Perimeter Road Tunnel.
It does not appear that sidewalks will be provided on inside of Perimeter Road for entire
length. VTA recommends including sidewalks on inside of Perimeter Road for entire length
in addition to the proposed two-way shared use path on outside of Perimeter Road.
No pedestrian connections to adjacent residential neighborhoods are proposed. VTA
suggests providing pedestrian connections to the site at Amherst Drive and Wheaton Drive,
to connect the development to the community and encourage access to the site by foot and
bike rather than by car.
Bicycle Facilities
• Wolfe Road is a Cross -County Bikeway Corridor, as identified in VTA's Countywide
Bicycle Plan (2008). It provides connections from Sunnyvale to Saratoga. VTA suggests
seeking opportunities to improve the bike lane along Wolfe, above and beyond the proposed
green paint.
• VTA suggests separating bicycle and pedestrian uses along Perimeter Trail by providing
Class I bike path with adjacent sidewalk.
• VTA notes that the nomenclature for bicycle facilities is inconsistent and does not always
match Caltrans' nomenclature. (E.g. the bike path on outside of Perimeter Road is labeled on
Architectural drawings as Class II bike lanes, Class I Bike Lane, etc.)
• It should be assumed that bicyclists might be using all roadways, including those with
parallel trails. See VTA's Bicycle Technical Guidelines for recommendations for shared
roadways, especially recommended lane widths and speeds.
Vehicle Lanes & Widths
Several interior roadways have three and four -lane cross-sections. VTA recommends using
two-lane cross sections whenever possible. This improves pedestrian and bicyclist safety by
reducing speeds, reducing crossing widths, and reducing conflict points.
City of Cupertino
November 16, 2015
Page 4
Transportation Demand Management (TDM) Program
The Project Description notes that the Specific Plan will include a "Transportation Demand
Management plan/memo, which may include a parking policy and management plan" (pg. 22).
The Project Description later notes that the project TDM Program will include bicycle
improvements, circulation improvements, carpool/car share programs, financial incentives, and
transportation management (pgs. 28-29).
VTA commends the City and applicant for committing to adopt a TDM Program as part of the
project. VTA also recommends that the TDM Program include specific vehicle trip reduction
targets for both office and retail employees, as well as third -party monitoring of trip generation
upon project completion and a Lead Agency enforcement/penalty structure.
Transportation Impact Analysis (TIA) Report
VTA's Congestion Management Program (CMP) requires a Transportation Impact Analysis
(TIA) for any project that is expected to generate 100 or more net new peak -hour trips. Based on
the information provided on the size of this project, a TIA may be required. The updated 2014
VTA TIA Guidelines, which can be found at http://www.vta.or /g cmp/tia-guidelines, include
updated procedures for documenting auto trip reductions, analyzing non -auto modes, and
evaluating mitigation measures and improvements to address project impacts and effects on the
transportation system. For any questions about the updated TIA Guidelines, please contact Robert
Swierk of the VTA Planning and Program Development Division at 408-321-5949 or
Robert. S wierkgvta. org.
Trip Generation Assumptions
The assumptions about the project's trip generation and any trip reductions for the existing uses
should be clearly documented. The proposed project is described in the NOP as 2 million square
feet of office uses, 625,000 square feet of commercial uses and 800 residential units, replacing
existing retail development on the site. Please see sections 2.1 (6) and 7.2 of the updated 2014
TIA Guidelines for guidance on trip generation assumptions for project sites with existing uses
and/or development rights.
Freeway Analysis
Based on the project's location, there may be impacts to one or more freeway segments. If the
freeway analysis indicates significant impacts based on CMP criteria, VTA suggests early
coordination with the appropriate agencies in identifying potential mitigation measures and
opportunities for voluntary contributions to regional transportation improvements in or near the
impacted facility in the latest Valley Transportation Plan (VTP).
City of Cupertino
November 16, 2015
Page 5
Thank you for the opportunity to review this project. If you have any questions, please call me at
(408) 321-5784.
Sincerely,
F
Roy Molseed
Senior Environmental Planner
cc: Patricia Maurice, Caltrans
Brian Brandert, Caltrans
CU1501
From: Cunningham, Robert [mailto:Rob.Cunningham@vta.org]
Sent: Thursday, November 12, 2015 12:54 PM
To: City of Cupertino Planning Dept.; David Stillman
Cc: Swierk, Robert
Subject: Transportation Impact Analysis (TIA) Requirements
Hi Piu,
Thanks again for meeting with us to discuss land use projections in Cupertino. We will get you
updated development assumptions based on the conversation soon.
As promised, I am sending further information about the Transportation Impact Analysis (TIA)
Notification step I discussed in the meeting. The TIA Notification Form is attached. As you can see, it
is a single -sided form meant to provide basic information about the transportation analysis that will
be conducted. The purpose is to give interested agencies a chance to comment on the scope of
analysis and hopefully alert the Lead Agency of any major issues before the TIA/DEIR is released,
potentially saving time and effort in the long run. Therefore we recommend that the City circulate
the TIA Notification when scoping the TIA to VTA and other agencies with jurisdiction over facilities
that will be included in the transportation analysis, e.g. nearby Cities, Caltrans, County Roads and
Airports, etc.
I have also attached the full TIA Guidelines, which include the overview of the TIA process on pages
11-14. Your transportation consultants will most likely already have the Guidelines. Let me know if
you have any further questions about the TIA process.
As I mentioned at the meeting, VTA would like to meet with the City sooner rather than later to
discuss potential transportation solutions for the Hills at Vallco project, including but not limited to
the proposed transit center, the Wolfe/1-280 interchange, and pedestrian/bicycle treatments along
the external arterials. Please use my contact information in my signature below to get in touch when
the City is ready to meet.
Lastly, please see my quick email on SCCAPO from earlier this morning and get back to me when
you get the chance.
Thanks,
f..
Robert Cunningham
Transportation Planner
Planning and Program Development
Santa Clara Valley Transportation Authority
(408) 321-5792 Robert.Cunningham@vta.org
Two PDFs attached to this email.
14T/' Congestion Management Program CMP ID:
Valley iransportation�Aathority Transportation Impact Analysis (TIA) NOTIFICATION FORM
Lead Agency:
This form sent to:
Lead Agency File Number:
Agency Name of Person(s)
❑ City of Campbell
Project:
❑ City of Cupertino
Project Size (SF or DU):
❑ City of Gilroy
Net New Trips:
❑ City of Los Altos
❑ Town of Los Altos Hills
Project Address:
❑ Town of Los Gatos
Analysis Periods:
❑ City of Milpitas
❑ City of Monte Sereno
Analysis Scenarios:
❑ City of Morgan Hill
Study Intersections:
❑ City of Mountain View
(continue in attachment if
necessary)
❑ City of Palo Alto
Study Freeway Segments:
❑ City of San Jose
(continue in attachment if
necessary)
❑ City of Santa Clara
Agency Contact:
❑ City of Saratoga
Telephone:
❑ City of Sunnyvale
E-mail:
❑ County of Santa Clara
Developer:
❑ Caltrans
Transportation Consultant:
❑ VTA
Form Prepared By:
Date:
* SF=square feet; DU=dwelling units
Note: The Lead Agency is encouraged to submit the draft TIA work scope along with this form when circulating it to
other agencies. Comments from interested agencies on the TIA scoping must be received by the Lead Agency within
15 calendar days of the mailing of this TIA Notification Form.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines B -I October 2014
Last updated 11/412014
Santa Clara Valley Transportation Authority
CONGESTION MANAGEMENT PROGRAM
TRANSPORTATION IMPACT ANALYSIS GUIDELINES
October 2014
TABLE OF CONTENTS
PART I - STATUTE AND AUTHORITY.................................................................................................................1
CHAPTER 1. CMP STATUTE AND INTENT OF VTA TIA GUIDELINES.....................................................................1
1.1
Background...........................................................................................................................................1
1.2
Definition of Transportation Impact Analysis.....................................................................................2
1.3
Legislative Requirement.......................................................................................................................2
1.4
CMP Transportation Impact Analysis Requirements..........................................................................3
1.5
Benefits of CMP Transportation Impact Analysis Guidelines............................................................3
1.6
Exemption Process................................................................................................................................4
1.7
CMP Technical Standards and Procedures Amendment Process.......................................................4
1.8
Local Transportation Model Consistency............................................................................................5
1.9
Document Conventions.........................................................................................................................5
CHAPTER2. TIA SCOPING.......................................................................................................................................6
2.1
When Must a TIA be Completed?........................................................................................................6
2.2
Which Roadway Facilities Should be Included in a TIA?..................................................................8
PART II - NOTIFICATION AND REVIEW.........................................................................................................11
CHAPTER 3. TIA NOTIFICATION, PREPARATION AND REVIEW PROCESS...........................................................1 l
3.1 Overview of Process............................................................................................................................11
3.2 Key Lead Agency Responsibilities......................................................................................................14
3.3 VTA Review for Conformance...........................................................................................................1 S
PART III - TIA CONTENTS AND METHODOLOGY.......................................................................................16
CHAPTER 4. RECOMMENDED TIA TABLE OF CONTENTS.....................................................................................16
CHAPTER 5. ANALYSIS PERIODS AND METHODOLOGIES.....................................................................................19
5.1
Analysis Period...................................................................................................................................19
5.2
Analysis Methodologies......................................................................................................................19
5.3
Use of Transportation Models............................................................................................................23
CHAPTER 6. EXISTING CONDITIONS......................................................................................................................24
6.1
Counts and Data Collection................................................................................................................24
6.2
Description of Existing Roadways......................................................................................................
25
6.3
Description of Existing Transit System..............................................................................................25
6.4
Description of Existing Bicycle and Pedestrian Facilities and TDM Programs..............................25
CHAPTER 7. BACKGROUND CONDITIONS..............................................................................................................27
7.1
Approved Development Projects.........................................................................................................27
7.2
Vacant or Underutilized Buildings.....................................................................................................27
7.3
Addition to Existing Development Project.........................................................................................27
7.4
Transportation Facility Improvements...............................................................................................28
7.5
Background Auto Level of Service Analysis......................................................................................28
CHAPTER 8. TRIP GENERATION AND AUTO TRIP REDUCTIONS...........................................................................29
8.1
Trip Generation...................................................................................................................................29
8.2
Automobile Trip Reductions and Transportation Demand Management........................................31
8.3
Trip Distribution and Assignment......................................................................................................41
CHAPTER 9. PROJECT CONDITIONS AND IMPACTS/EFFECTS...............................................................................44
9.1
Traffic..................................................................................................................................................44
9.2
Transit.................................................................................................................................................45
9.3
Bicycle and Pedestrian........................................................................................................................46
9.4
Site Circulation and Access................................................................................................................48
CHAPTER 10. MITIGATION MEASURES AND MULTIMODAL IMPROVEMENTS.....................................................49
10.1
Mitigations to Address CMP Standards.............................................................................................49
10.2
Improvements to Address Other Project -Related Effects..................................................................
52
CHAPTER 11. FUTURE YEAR SCENARIOS (CUMULATIVE CONDITIONS)..............................................................53
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines 1 October 2014
11.1 Near -Term Development Project (occupancy within five years of approval) ................................... 53
11.2 Long -Term Development Project (occupancy beyond five years from approval) .............................54
11.3 Long -Term General Planning Efforts................................................................................................ SS
PART IV — OTHER CONSIDERATIONS.............................................................................................................56
CHAPTER 12. SPECIAL PROJECT TYPES................................................................................................................56
12.1
Large or Unique Projects...................................................................................................................
56
12.2
Projects on a Jurisdiction Border.......................................................................................................
56
12.3
Multi Agency Projects.......................................................................................................................
56
12.4
Projects Generating Large Numbers of Pedestrian, Bicycle or Transit Trips ..................................
56
12. S
Transit Delay Analysis for Large Projects, General Plans and Areawide Plans ..............................
57
LIST OF TABLES
Table 1: Standard Auto Trip Reduction Rates.............................................................................. 33
Table 2: Comparison of Trip Reduction Approaches................................................................... 41
LIST OF FIGURES
Figure 1: TIA Notification and Review Process........................................................................... 13
LIST OF APPENDICES
APPENDIX A: Sample Freeway Analysis Tables
APPENDIX B: TIA Notification Form
APPENDIX C: Auto Trip Reduction Statement
APPENDIX D: Alternative Trip Generation Resources
APPENDIX E: ITE Methodology for Applying Pass -By and Diverted Linked Trip Reductions
APPENDIX F: Transit Delay Analysis Resources
APPENDIX G: Pedestrian and Bicycle Quality of Service Analysis Resources
APPENDIX H: Bicycle Parking Supply Recommendations
APPENDIX L• Board Memorandum: Update on Voluntary Contributions for Transportation
Improvements
APPENDIX J: CMP Multimodal Improvement Plan Action List
APPENDIX K: TIA Preparation Checklist
APPENDIX L: Glossary of Terms
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines 11 October 2014
PART I - STATUTE AND AUTHORITY
Chapter 1. CMP Statute and Intent of VTA TIA Guidelines
On January 1, 1995, the Santa Clara Valley Transportation Authority (VTA) was designated as Santa
Clara County's Congestion Management Agency. The Congestion Management Program (CMP)
statute requires that uniform methods be used for evaluating transportation impacts of land use
decisions on the CMP System. Furthermore, the statute allows the agency responsible for the CMP
to choose the analysis methods.
This document presents VTA's guidelines for preparing Transportation Impact Analyses (TIAs) for
CMP purposes. TIAs are prepared to assess the transportation impacts of land development projects
and to assist in identifying improvements to minimize a development project's impacts. TIAs are
prepared by local jurisdictions as part of environmental assessments completed for development
proposals. These Guidelines are intended to be used by Member Agencies as part of their regular
process of evaluating land use decisions and may be viewed as a minimum scope for assessing
transportation impacts. Member Agencies may maintain their own guidelines that supplement the
procedures in the VTA TIA Guidelines, and Member Agencies may also have a lower size threshold
for when a transportation analysis must be prepared in their jurisdiction. Therefore, a TIA may not
be required by the CMP but may be required by Member Agencies.
The VTA TIA Guidelines are intended for transportation analysis related to land development
projects. The VTA TIA Guidelines may be used as a reference point for the analysis of transportation
improvement projects, subject to the judgment of the Lead Agency.
It is not intended that TIAs following the VTA CMP TIA Guidelines will provide all information
required for California Environmental Quality Act (CEQA) purposes. VTA encourages Member
Agencies to include any other pertinent information not outlined in the VTA TIA Guidelines to
identify environmental impacts.
Finally, VTA encourages the development of transit -friendly, pedestrian -friendly, and bicyclist -
friendly land use projects. In particular, projects in Cores, Corridors or Station Areas as defined
in the VTA Community Design and Transportation (CDT) Program Manual of Best Practices for
Integrating Transportation and Land Use are encouraged to follow CDT Program best practices.
1.1 Background
The TIA Guidelines were originally included in Santa Clara County's 1991 Congestion Management
Program (CMP). In 1993, the CMP technical documents, including the VTA TIA Guidelines, were
published in a document titled Technical Standards and Procedures for the Santa Clara County
Congestion Management Program. Since then, the VTA TIA Guidelines has been subsequently
updated.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines 1 October 2014
This document supersedes the 2009 TIA Guidelines and includes the following sections:
Part L• Statute and Authority
Chapter 1. CMP Statute and Intent of VTA TIA Guidelines
Chapter 2. TIA Scoping
Part IL• Notification and Review
Chapter 3. TIA Notification, Preparation and Review Process
Part III: TIA Contents and Methodology
Chapter 4. Recommended TIA Table of Contents
Chapter 5. Analysis Periods and Methodologies
Chapter 6. Existing Conditions
Chapter 7. Background Conditions
Chapter 8. Trip Generation and Auto Trip Reductions
Chapter 9. Project Conditions and Impacts/Effects
Chapter 10. Mitigation Measures and Multimodal Improvements
Chapter 11. Future Year Scenarios (Cumulative Conditions)
Part IV: Other Considerations
Chapter 12. Special Project Types
1.2 Definition of Transportation Impact Analysis
Transportation Impact Analysis (TIA) is the term used for the study of the expected effects of
development projects on transportation facilities. The TIA's purpose is to determine whether the
transportation system can accommodate the activity generated by the proposed development project
and if improvements are needed to the roadways, bicycle and pedestrian facilities, and transit
services and facilities affected by the project. TIA Reports are also intended to assist in identifying
improvements to minimize a development project's transportation impacts, which may include
reducing the number of automobile trips the project generates. This documentation helps decision
makers determine whether to approve the project and what conditions to impose on the project.
1.3 Legislative Requirement
California's CMP statute requires that all CMAs develop a uniform program for evaluating the
transportation impacts of land use decisions on the designated CMP System. Specifically, CMP
Statute requires:
A program to analyze the impacts of land use decisions made by local jurisdictions
on the regional transportation systems, including an estimate of the costs associated
with mitigating those impacts. [California Government Code: 65089 (b) (4).j
The TIA Guidelines are designed to meet the requirement for a uniform land use impact analysis
program in the CMP Statute.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines 2 October 2014
In order to conform with the CMP, Member Agencies must follow the methodologies described in
this document to evaluate the transportation impacts of development projects on the CMP System.
In addition, as part of the CMP Land Use Impact Analysis Program, all Member Agencies are
required to forward a summary of land use changes and their transportation impacts to VTA on an
annual basis. The purpose of collecting land use data on an annual basis is to ensure that
development projects that do not meet the threshold for preparing a TIA are evaluated in the CMP
process. This land use data will be incorporated into the countywide transportation model maintained
by VTA and will be used to monitor conformance with the CMP. Please see the latest version of
VTA's CMPAnnual Monitoring and Conformance Requirements, for more information on land use
monitoring.
1.4 CMP Transportation Impact Analysis Requirements
Member Agencies must follow the methodologies presented in this document to prepare TIAs for
land use decisions that impact the CMP System. In order to conform with the CMP, Member
Agencies must do the following:
1. Use the VTA TIA Guidelines to evaluate the transportation impacts of all land use
decisions within the Member Agency's jurisdiction that are projected to generate 100 or
more net new weekday (AM or PM peak hour) or weekend peak hour trips, including
both inbound and outbound trips.
2. Submit a copy of the TIA Report to VTA at least 20 calendar days before the
development decision or recommendation is scheduled by the Member Agency.
Section 2.1 contains further information about when a TIA must be completed. Sections 3.1, 3.2 and
3.3 detail the responsibilities of the Member Agency and VTA in meeting the CMP TIA
requirements.
1.5 Benefits of CMP Transportation Impact Analysis Guidelines
The most significant benefit of these Guidelines is that they promote the use of uniform procedures
for performing TIAs and evaluating land use decisions on CMP facilities in Santa Clara County. The
use of these common procedures helps ensure that the performance of the CMP transportation
system is not adversely affected by land use decisions, and that opportunities to minimize impacts
and improve the transportation system are identified. Moreover, the use of a common set of
Guidelines allows each Member Agency to understand the impacts of development projects in other
jurisdictions. Furthermore, it allows a Member Agency to request mitigation measures on its
transportation facilities as a result of a project under development in another jurisdiction.
The use of a standard set of TIA guidelines is the first step in developing stronger linkages between
transportation and land use planning, which is a goal of VTA.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines 3 October 2014
1.6 Exemption Process
Portions of the TIA Guidelines described in this document may need to be modified for use in
analyzing the impacts of a specific situation. The following process should be used in order to obtain
approval for modifying the requirements of the Guidelines contained herein:
1. The Member Agency should contact VTA requesting modification of a specific TIA
Guidelines requirement for a proj ect.1 The Member Agency should provide the reasons
for the request(s). VTA staff will take action on the request if the request requires
immediate action and is of a nature to not require action by VTA Committees.
2. If action cannot be taken by VTA staff, the VTA Technical Advisory Committee (TAC),
with input from the Systems Operations & Management (SOM) and Land Use /
Transportation Integration (LUTI) Working Groups, will review the request and
recommend an action to the VTA Board.
3. The VTA Board will review the TAC's recommendation(s) and take action.
1.7 CMP Technical Standards and Procedures Amendment Process
The VTA TIA Guidelines are part of the Technical Standards and Procedures for the Santa Clara
County Congestion Management Program (referred to throughout this document as the Technical
Standards and Procedures). The most recent versions of the Technical Standards and Procedures,
including the TIA Guidelines, are posted on the VTA website. The intent is to update the Technical
Standards and Procedures on a regular basis by providing revisions where appropriate.
Technical Update Memos may be prepared periodically to address technical questions regarding
standards and procedures as these questions are raised by Member Agencies. Technical Update
Memos are divided into two categories, each having its own approval process, as described below:
1. Memos with New or Revised Requirements: These memos are to be prepared by VTA
staff, reviewed by the SOM and LUTI Working Groups and TAC, and approved by the
VTA Board.
2. Memos with Clarifications or Additional Information: These memos are to be prepared
by VTA staff, and received by the SOM and LUTI Working Groups and TAC.
Once adopted or received, these technical update memos have precedence over or clarify previously
adopted procedures. Technical update memos are to be posted on the VTA website and emailed to
all members of the VTA TAC, SOM Working Group, and LUTI Working Group.
1 Modifications to VTA TIA Guidelines regarding the following aspects of a project's analysis do not require CMP
action: trip generation rates, trip distribution/assignment, and default values used in the Auto Level of Service analysis.
However, these modifications should be clearly documented in the TIA. Documentation should include source and
comparison with values or procedures specified in the VTA TIA Guidelines.
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The VTA TIA Guidelines must be reviewed and revised on a regular basis to incorporate all
technical update memos adopted since the last revision and to address new policy direction adopted
by the VTA Board. With VTA Board approval the revised TIA Guidelines shall be distributed to
Member Agencies for incorporation into the Technical Standards and Procedures.
1.8 Local Transportation Model Consistency
If travel demand forecasting models are used to evaluate transportation impacts of land use
decisions, they must be consistent with the VTA Countywide Transportation Model. VTA has
developed procedures for Member Agencies to use in developing consistent models. These
procedures are described in the Local Transportation Model Consistency Guidelines of the Technical
Standards and Procedures.
1.9 Document Conventions
Throughout this document, certain conventions are used, which are listed below. In addition to these
document conventions, a Glossary with definitions of key terms is provided at the end of the
document.
1. The acronym "TIA" is used throughout this document to indicate Transportation
Impact Analysis.
2. Unless explicitly identified, all references to documents in these VTA TIA Guidelines
shall mean the most recent version of the document published.
3. In this document, the word "should" is used to indicate a recommended action. The
words "shall" or "must" are used to indicate required actions.
4. The word "facility" is used generally in this document to refer to CMP System roadway
facilities, which include CMP intersections, freeways, and rural highways. CMP facilities
also include the CMP Transit Network and the CMP Bicycle Network, but these are
generally called out specifically in the text.
5. The agency responsible for preparing the TIA is referred to in this document as the
"Lead Agency."
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Chapter 2. TIA Scoping
This section provides direction on the scoping of TIA studies. The Lead Agency is responsible for
scoping the TIA, with input from VTA and other agencies through the process described in Chapter
3. The description of TIA scoping focuses on three areas:
1. Determining when and if a TIA needs to be completed;
2. Determining roadway facilities to be included in the analysis;
3. Determining other transportation issues to assess.
2.1 When Must a TIA be Completed?
The Trip Threshold for when a TIA must be completed is the following:
A complete TIA for CMP Purposes shall be performed for any project in Santa Clara
County expected to generate 100 or more net new weekday (AM or PM peak hour)
or weekend peak hour trips, including both inbound and outbound trips.
The following are points that expand or provide detail on the above statement:
1. Net New Peak Hour Trip: Net new peak hour trips are defined as those proposed
project trips not associated with an existing development on the site and not included in
an approved project. If the proposed project involves a vacant or underutilized site with
development rights, the number of net new trips that count towards the Trip Threshold
are the proposed project trips minus the trips originally associated with the prior
development. If the proposed project involves a vacant or underutilized site without
development rights, all project trips are considered net new trips and count towards the
Trip Threshold. Discounting of trips from existing or entitled development on the project
site is subject to Lead Agency discretion. The Lead Agency may always take a more
conservative approach than the one outlined in this document. For further guidance on
trips from vacant or underutilized development, refer to item 7, below and Section 7.2.
2. Pass -by and Diverted Linked Trips: The number of pass -by and diverted linked trips
of the proposed project shall not be used to reduce the number of new peak hour trips for
determining whether a TIA is to be completed except for the following uses:
• Gas stations;
• Fast food restaurants; and
• Stand-alone mini -markets.
For these uses, if the pass -by trip reduction results in less than 100 net new weekday
peak hour trips, a TIA is not required. However, an operational analysis of the adjacent
CMP facilities should be conducted with input from VTA staff. This analysis should be
submitted to VTA.
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3. Trip Reductions: The application of trip reductions (as described in Chapter 8, Trip
Generation and Auto Trip Reductions) shall not be used to reduce the number of new
peak hour trips for determining whether a TIA is to be completed.
4. Special Events: Special events that do not require issuance of a discretionary permit or
environmental review do not require a TIA. For example, holding a one -day "Harvest
Festival" in a downtown area would not require a TIA, while building a theater for use
on an irregular basis would require a TIA.
5. Addition to Existing Development Project: A TIA must be completed for an addition
to an existing development when the addition is projected to generate 100 or more net
new AM or PM peak hour trips.
6. Revision to Approved Unbuilt Development Project: A TIA must be completed for an
approved but unbuilt development that originally was not projected to generate 100 or
more net new weekday peak hour trips, if the development is revised so that it is
projected to generate 100 or more net new peak hour trips.
7. Re -Occupancy of Vacant or Underutilized Development: Generally, Member
Agencies will not require a new TIA to be conducted for the re -occupancy of vacant or
underutilized buildings or developments unless a discretionary permit is required from
the jurisdiction. A vacant or underutilized building is generally understood to have
development entitlement. Two situations are described below that note whether a TIA is
required:
a. Same Land Use: A new tenant on a site who is planning to use the site for the same
use (i. e., the land use designation for trip generation calculation purposes would not
change) may not need to conduct a new TIA. For example, if the tenant
improvements necessary to re -occupy the site do not require discretionary permits, a
TIA is not required by VTA (though a TIA may be required by the Member Agency).
However, if the tenant improvements require a discretionary permit and the project
produces net new trips that meet or exceed 100 during the peak hour, a TIA is
required.
b. Change of Land Use: A new tenant occupying a vacant development or building
who is changing the original use (and, therefore, the site's trip generation
characteristics) may need to conduct a new TIA. If the change of use requires a
discretionary permit and the number of net new trips during a peak hour meets or
exceeds 100, a TIA is required. If the new land use is expected to generate
significantly different travel patterns from the previous use (e.g. conversion from
employment to residential), based on engineering judgment, net new trips may be
calculated without subtracting all trips associated with the prior development.
See Section 7.2 for analysis approach for projects involving vacant and underutilized
developments.
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8. General Plan Amendment: General Plan Amendments (GPAs) may be of several types
depending upon the jurisdiction and the specific situation. If the GPA approval grants an
entitlement to build a specific development project (or allows approval of a project in the
future as a right, or through a ministerial act) then a TIA must be completed for the GPA.
Conversely, if the GPA does not grant an entitlement, then no TIA is required until a
specific project application is considered by the Lead Agency.
A TIA is not required for a GPA when:
a. The GPA grants no specific project entitlement;
b. The GPA is prepared for a citywide plan; or
c. The GPA is submitted with an entitlement for a specific project, but that
project is not expected to generate 100 or more net new peak hour trips.
As long as a transportation analysis is being completed, VTA recommends that the
analysis be consistent with the TIA Guidelines to the extent possible. Please refer to
Section 11.3, Long -Term General Planning Efforts, for details.
9. Special Project Types: For further guidance on large or unique projects; projects on the
jurisdiction border; multi -agency projects; projects generating large numbers of
pedestrian, bicycle or transit trips; or large projects or plans involving more extensive
transit delay analysis, see Chapter 12.
10. Conformance Exemptions: Some types ofprojects and situations are statutorily exempt
from conforming with the CMP Auto Level of Service (LOS) standard. If this is the case
for the project under consideration, a TIA must still be completed, but the particular
exemption should be identified in the TIA Report.
The types of projects and situations exempted from the CMP Auto Level of Service
standards are described in California Government Code Section 65089.44(b). For
complete information on how these exemptions is to be addressed in a TIA, see the VTA
Traffic Level of Service Analysis Guidelines.
Although these projects or situations are exempt from the CMP Auto Level of Service
standard, these exemptions do not apply to the CEQA process. For example, the effects
of freeway ramp metering on Auto Level of Service are exempt from the CMP standards;
however, the effects of freeway ramp metering should be reflected in evaluating impacts
under CEQA to properly address mitigation.
2.2 Which Roadway Facilities Should be Included in a TIA?
The Lead Agency is responsible for determining which CMP roadway facilities should be included
in a TIA. The remainder of this section describes procedures for determining inclusion of
intersections, freeway segments and rural highway segments on the CMP roadway network in a TIA.
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2.2.1 Intersections
A CMP intersection shall be included in a TIA if it meets any one of the following conditions:
1. The proposed development project is expected to add 10 or more peak hour vehicles per
lane to any intersection movement;
2. The intersection is adjacent to the project;
3. Based on engineering judgment, Lead Agency staff determines that the intersection
should be included in the analysis.
Study intersections should be selected without consideration for jurisdictional boundaries. The 10 or
more vehicles per lane requirement applies to any intersection movement (left turn, through or right
turn). If a movement uses a shared lane, the shared lane shall be considered a full lane for these
calculation purposes. For example, 40 new left turns in two lanes (one left turn lane and one shared
left -through lane) should be calculated as 20 vehicles per lane. It should be remembered that this
calculation is only intended for determining inclusion of an intersection in a TIA. The allocation of
new trips to travel lanes for operational analysis purposes could be quite different from this equal
allocation of trips to the travel lanes.
2.2.2 Freeway Segments
A freeway segment shall be included in a TIA if it meets any one of the following conditions:
1. The proposed development project is expected to add traffic equal to or greater than one
percent of the freeway segment's capacity. The TIA must provide a tabulation, as shown
inAppendixA (TableA-1: Sample of Freeway Analysis Requirement Determ ination), to
show that freeway segments have been assessed to determine if freeway analysis is
required, even in the case where it is determined that no freeway segments meet the one
percent threshold, or include text indicating that this assessment has been conducted;
2. The proposed development project is adjacent to one of the freeway segment's access or
egress points;
3. Based on engineering judgment, Lead Agency staff determines that the freeway segment
should be included in the analysis.
The freeway segments analyzed in a TIA shall correspond to the segments included in the latest
VTA CMP Monitoring and Conformance Report, which also correspond to Caltrans segment
definitions.
For calculating the amount of added traffic compared to freeway segment capacity, the capacities
cited in Highway Capacity Manual 2000 (HCM 2000) shall be used (2,200 vphpl for four -lane
freeway segments and 2,300 vphpl for six -lane or larger freeway segments). For five -lane freeway
segments, 2,200 vphpl shall be used for the two-lane direction and 2,300 vphpl for the three -lane
direction. Auxiliary lanes shall not be considered for the purpose of this calculation.
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2.2.3 Rural Highway Segments
A rural highway segment shall be included in a TIA if it meets any one of the following conditions:
1. The proposed development project is expected to add traffic equal to or greater than one
percent of the rural highway segment's capacity;
2. The rural highway segment is adjacent to the project;
3. Based on engineering judgment, Lead Agency staff determines that the rural highway
segment should be included in the analysis.
For calculating the amount of added traffic based on rural highway segment capacity, the capacities
cited in HCM2000 shall be used. For two-lane highways, the capacity shall be 1,700 vph for each
direction of travel. For four -lane highways, the capacity shall be 2,200 vphpl. For special conditions,
refer to Chapter 20 of HCM 2000 for guidance.
2.2.4 Determining Other Transportation Issues to Address
In addition to an Auto Level of Service (LOS) analysis covering the facilities identified in Section
2.2, the TIA shall include an analysis of auto trip reductions; transit, bicycle and pedestrian
conditions; project access and circulation; and other issues identified in Chapters 6, 7, 8 and 9 of
these Guidelines. In addition, the TIA may also include an analysis of other issues as determined by
the Lead Agency. These analyses are not required for CMP purposes but may be included in a TIA
to address local requirements or CEQA, and may include:
• Adequacy of automobile parking supply compared to demand or local standards;
• Queuing on local (non -CMP) facilities;
• Existing Plus Project analysis scenario (see Chapter 4, Recommended TIA Table of
Contents).
The Lead Agency may require that additional scenarios be analyzed in the TIA. For example,
unfunded transportation facility improvements may be evaluated as part of an additional scenario.
Phased projects may also require additional scenarios.
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PART II — NOTIFICATION AND REVIEW
Chapter 3. TIA Notification, Preparation and Review Process
This chapter outlines the process for notifications regarding TIAs, the preparation of TIAs, and
review of TIAs. The chapter begins with an overview of the process including a step-by-step
summary and figure. This chapter also defines the roles of the Lead Agency and VTA by listing the
key responsibilities of each in preparing or reviewing TIAs.
3.1 Overview of Process
The following is an outline of the key steps in the TIA Notification, Preparation and Review Process.
These steps are shown in Figure 1. Note that the term "Lead Agency" in this context
refers to the agency responsible for preparing the TIA.
1. Lead Agency Submits TIA Notification Form: Lead Agencies are required to send
notification that a TIA is being started to VTA, as well as to designated contacts for
cities, towns, the County, and Caltrans as appropriate. The purpose of this notification is
to inform interested agencies of the study and to allow them to comment on the scope of
the analysis.
A sample of the TIA Notification Form is provided in Appendix B. A PDF version that
may be electronically filled out will be posted on the VTA website. VTA is in the
process of developing a web -based TIA Notification Form, which will be linked from the
VTA website when available. The Lead Agency is encouraged to submit the draft work
scope of the TIA along with the TIA Notification Form. Lead Agencies are encouraged
to submit TIA Notification Forms and work scopes electronically rather than in hardcopy
format wherever possible.
Comments from interested agencies on the TIA scoping must be received by the Lead
Agency within 15 calendar days of notification mailing.
2. Lead Agency Submits TIA with Hearing Date: Upon completion of the study and at
least 20 calendar days before the project is considered for approval (e.g., City Council
or Board of Supervisors hearing) or is "recommended for approval" (e.g., Planning
Commission meeting), the Lead Agency is required to submit the TIA Report to VTA, as
well as to designated contacts for cities, towns, the County, and Caltrans as appropriate.
With the TIA submittal, the Lead Agency should indicate the expected hearing date for
project approval or recommendation. Lead Agencies are encouraged to submit TIA
Reports electronically (via an email with an attachment, or a link to the TIA location
online) rather than in hardcopy format wherever possible. A draft version of the TIA may
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also be submitted earlier in the process for preliminary feedback from VTA and other
agencies.
VTA may grant exceptions to this submittal time frame. The Lead Agency must request
the exemption to the submittal date at least 25 calendar days prior to the appropriate
hearing dates.
The deadline and process for TIA submittal are intended to apply to cases where the TIA
is not submitted with an environmental document. When a TIA is submitted along with
an environmental document following CEQA guidelines, the time frame provided by the
CEQA process is considered to be sufficient.
3. VTA and Other Agencies Respond: VTA will review the TIA for consistency with
CMP standards and with VTA's CDTManual. VTA will forward a response to the Lead
Agency staff prior to action by the Planning Commission and/or City Council with
copies sent to the jurisdiction's members on the VTA Technical Advisory Committee
(TAC), Policy Advisory Committee (PAC) and TAC Working Groups, as appropriate.
Other interested agencies may offer suggestions for the Lead Agency at this point as
well. Comments from interested agencies on the TIA Report must be received by the
Lead Agency within 15 calendar days of the TIA mailing.
The deadline and process for agency comments on TIAs are intended to apply to
cases where the TIA is not submitted with an environmental document. When a TIA
is submitted along with an environmental document following CEQA guidelines, the
time frame provided by the CEQA process is considered to be sufficient.
4. Lead Agency Addresses Comments: Upon receiving comments on the draft TIA
Report from VTA or other agencies, the Lead Agency should address these comments. If
an EIR is being prepared for the project, the Lead Agency shall respond in writing to
comments on the TIA and transportation analysis if they are received through the CEQA
comment process, pursuant to the requirements of CEQA. If an EIR is not being
prepared, the Lead Agency should contact the agency that submitted comments to
discuss them. For comments that address the compliance of the TIA with CMP
requirements, the Lead Agency shall submit a written response to VTA and other
agencies as appropriate. The response may take the form of a revised TIA, supplemental
memo, or email clarification, as appropriate. For other comments not related to CMP
compliance, the Lead Agency is encouraged to respond to VTA and other agencies.
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Figure 1: TIA Notification and Review Process
Lead Agency submits TIA Notification II
J Form for projects with 100+ net new 1
peak hour trips
VTA and other interested agencies comment
on TIA notification within 15 calendar days
Lead Agency submits TIA
at least 20 calendar days prior to
expected proiect hearing date
VTA and other interested agencies
respond with comments an TIA report
within 15 calendar days
II Lead Agency responds to comments
on TIA as appropriate 11
kl Lead Agency staff analyzes project fl
and makes recommendation
Lead Agency decision-making
body takes action on proiect
with
Lead Agency encouraged to send VTA
any conditions imposed on project
VTA reports on development activity (VTA
comments and approved project conditions)
IL-11 Lead Agency Action
ect not
LlVTA o r oth er Ag ency Acti on
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Transportation Impact Analysis Guidelines
5. Lead Agency Decision and Project Conditions: The Lead Agency staff analyzes the
project and makes recommendations to the appropriate decision-making body (Planning
Commission, City Council and/or County Board of Supervisors). The decision-making
body takes action on the project. If the decision-making body rejects the project, no
further action by the Lead Agency is required. If the project is modified substantially so
that a new TIA is required, the Lead Agency must complete the TIA process again,
beginning with TIA notification. If the project is approved, the Lead Agency is
encouraged to send text of the relevant adopted conditions relating to the CMP
Transportation System and the promotion of alternative transportation modes to VTA.
6. VTA Reports on Development Activity: VTA will prepare regular reports summarizing
relevant VTA comments on projects reviewed by VTA, and relevant conditions on
projects approved by Member Agencies that improve CMP facilities, relate to alternative
transportation modes, and/or meet other goals such as those related to VTA's CDT
Program. The report is typically presented on a quarterly basis to the VTA Board, the
Congestion Management Program and Planning (CMPP) Committee, and the Technical,
Citizen, Bicycle and Pedestrian, and Policy Advisory Committees (TAC, CAC, BPAC
and PAC), and TAC Working Groups. VTA will also report on Member Agency
compliance with CMP requirements though the CMP Monitoring and Conformance
Program.
3.2 Key Lead Agency Responsibilities
1. The agency that is responsible for certifying the project's CEQA environmental
document shall be responsible for performing the TIA.
2. The Lead Agency is responsible for notifying all appropriate jurisdictions that a TIA is
being prepared by submitting a TIA Notification Form to all appropriate jurisdictions.
3. The Lead Agency is responsible for providing direction on the TIA study scope
including:
a. Determining roadway facilities to be included in analysis (following the
procedure set forth in Section 2.2 in these Guidelines);
b. Defining analysis scenarios (following the procedures outlined in Chapters 4
and 5 of these Guidelines);
c. Determining the proper analysis method to use in a study when more than one
approach is possible.
4. The Lead Agency is responsible for preparing and submitting the TIA Report that
meets all the requirements included in these Guidelines to VTA within the time frame
outlined in Section 3.1 of these Guidelines.
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5. The Lead Agency is responsible for addressing comments on the draft TIA Report as
described in Section 3J.The Lead Agency is encouraged to consult with VTA in
preparing any Conditions of Approval that relate to improving CMP facilities and
promoting alternative transportation modes.
6. After project approval, the Lead Agency is encouraged to send to VTA any adopted
Conditions of Approval that relate to improving CMP facilities and promoting alternative
transportation modes.
3.3 VTA Review for Conformance
VTA shall review TIA Reports for consistency with the TIA Guidelines. This review shall not
constitute approval or disapproval of the project that is the subject of the report. VTA does not have
the authority to approve or reject projects; that decision rests with the Lead Agency. However, VTA
may provide comments to the Lead Agency on the TIA Report based on staff review. When
appropriate, Lead Agency staff should discuss these comments with the preparer of the TIA Report
to insure that future TIAs comply with CMP requirements. VTA will monitor the final project TIA
Reports to ensure that they are consistent with CMP standards.
VTA will prepare regular reports of projects that were approved through the TIA process. These
reports will summarize adopted conditions that improve CMP facilities and relate to alternative
transportation modes, and will be presented to the VTA Board and its committees as described
earlier in this chapter.
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PART III — TIA CONTENTS AND METHODOLOGY
Chapter 4. Recommended TIA Table of Contents
This chapter presents a recommended outline and organization of a TIA. For more detailed
guidelines, the chapter is noted where the guidelines are further discussed.
1. Executive Summary
The executive summary should summarize major findings from the TIA. At a minimum,
topics covered should include:
• Project Description;
• Existing Conditions;
• Brief summary of project trip generation and auto trip reductions, including Auto
Trip Reduction Statement — See Appendix C,-
•
;• Project impacts/effects and proposed mitigation measures/improvements.
2. Project Description, Study Area and Analysis Parameters
This section should provide a description of the project, the transportation context
surrounding it and the parameters of the transportation analysis. Topics covered should
include:
• Location of Proposed Project;
• Proposed Land Use and Project Size;
• Site Plan, indicating buildings, vehicular access, and pedestrian and bicycle
accommodations — See Section 9.4, Project Access and Circulation;
• Study Intersections and Freeway Segments — See Chapters 2 and 5;
• Analysis Periods and Methodologies — See Chapter 5;
• Analysis Scenarios — See this chapter and Chapter 11, Future Year Scenarios
(Cumulative Conditions).
3. Existing Conditions
This study scenario shall evaluate existing conditions. Topics in this section should
include:
• Roadway Network;
• Existing Transit System;
• Existing Bicycle and Pedestrian Facilities and TDM Programs;
• Existing Volumes and Lane Configurations;
• Existing Intersection Auto Level of Service;
• Existing Freeway Segment Auto Level of Service;
• Field Observations.
See Chapter 6 for more information on what is required in the existing conditions
section.
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4. Trip Generation and Auto Trip Reductions
This section shall document the methods used in the TIA for estimating trip generation
associated with a project, approaches for reducing automobile trips to and from the
project and documenting these reductions in a TIA Report, and assumptions about how
trips are distributed throughout the transportation network.
Topics covered in this section should include:
• Trip Generation;
• Auto Trip Reductions and Transportation Demand Management;
• Trip Distribution and Assignment;
• Pass -by Trips and Diverted Linked Trips.
See Chapter 8 for more information on these topics.
5. Optional: Existing Plus Project Conditions
This study scenario typically evaluates the addition of the project, along with estimated
proj ect-generated trips, to the existing conditions. This section typically identifies project
impacts on the surrounding transportation network, including an analysis of roadways,
freeway segments, and queuing. For any impacts identified, mitigation measures are
typically developed based on the results of this study scenario. If mitigation measures are
proposed, then an analysis with the mitigations measures is typically conducted.
Note: This scenario is not required for CMP purposes but may be included in a TIA to
address local requirements or CEQA. However, Existing + Project freeway analysis is
required for CMP purposes for all projects meeting freeway
analysis requirement conditions. Please refer to Section 2.2.2 regarding analysis
conditions and Section 5.2.8 regarding analysis methods.
6. Background Conditions (Existing + Approved Projects)
This study scenario shall evaluate background conditions, based on the sum of existing
trips and trips from approved developments in the area, along with any changes to
roadways and intersections associated with approved development or other funded
changes to the transportation network.
Topics covered in this section should include:
• Approved Development Projects;
• Secured Roadway/Intersection Improvements;
• Background Intersection Analysis and Auto LOS.
See Chapter 7 for more information on how to conduct the Background Conditions
analysis.
7. Background Plus Project Conditions (Existing + Approved Projects + Project)
This study scenario shall evaluate the addition of the project, along with estimated
project -generated trips, to the background conditions. This section shall identify project
impacts on the surrounding transportation network, including an analysis of roadways
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and queuing. The Lead Agency is encouraged, but not required, to include an analysis of
freeway segments under Background Plus Project Conditions. For any impacts identified,
mitigation measures shall be developed based on the results of this study scenario. If
mitigation measures are proposed, then an analysis with the mitigations measures shall
be conducted.
See Chapter 9 for more information on how to conduct the Project Conditions analysis.
8. Multimodal Evaluation, Site Access and Circulation
This section shall include an analysis of transit, bicycle and pedestrian modes under Plus
Project Conditions (Existing, Background and/or Cumulative conditions with the
addition of the project), if not included elsewhere in the TIA. In addition, this section
shall include an analysis of project access and circulation.
See Chapter 9 for more information on how to conduct this analysis.
9. Future Year (Cumulative) Conditions
This study scenario shall evaluate the addition of the project, along with estimated
proj ect-generated trips, to longer term conditions than those described under Background
Plus Project conditions. In general, the Cumulative Conditions scenario is analyzed as
the combination of Background Conditions (Existing Conditions + Approved Projects) +
Expected Growth + Project. This section shall identify project impacts on the
surrounding transportation network. For any impacts identified, mitigation measures
shall be developed based on the results of this study scenario. The parameters of the
Cumulative Conditions scenario should be clearly defined in the TIA. Cumulative
scenarios can be near- or long-term, as follows:
Near -Term Cumulative Conditions: This scenario is a near-term cumulative
analysis scenario to be provided for each jurisdiction's planning and information
purposes. The analysis shall include expected growth until the project is expected
to be available for final occupancy;
• Alternate Cumulative Conditions Analysis - The Lead Agency may substitute
an alternate Cumulative Conditions analysis for the near-term Cumulative
Conditions analysis described above. For example, the long-term Cumulative
Conditions analysis conducted as part of an environmental analysis may be
provided in place of the near-term Cumulative Conditions analysis.
See Chapter 11 for more information on Cumulative Scenario analysis.
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Chapter 5. Analysis Periods and Methodologies
This section describes the typical analysis parameters to be included in the TIA. The Lead Agency
shall be responsible for defining the analysis periods and documenting the analysis methodologies in
the TIA.
5.1 Analysis Period
The TIA shall include, at a minimum, an analysis of transportation conditions in the peak hours for
which the project generates 100 or more net new trips. In other words:
• If the project is expected to generate 100 or more net new weekday trips during both the
AM and PM peak hours, then both weekday peak hours must be analyzed;
• If the project is expected to generate 100 or more net new weekday AM peak -hour trips
but less than 100 new weekday PM peak hour trips, then only the AM peak hour must be
analyzed;
• If the project is expected to generate 100 or more net new weekday PM peak hour trips
but less than 100 new weekday AM peak hour trips, only the PM peak hour must be
analyzed.
The TIA Report must document the project's trip generation for both the weekday AM and PM peak
periods to justify the peak period(s) analyzed in the TIA.
The Lead Agency may require that additional periods be analyzed, based on engineering judgment.
For example, additional analysis of midday or weekend peak periods may be required.
5.2 Analysis Methodologies
This section describes analysis method requirements for the various types of CMP roadway
facilities: arterials, intersections, freeways, and rural highways. This section also describes analysis
methodologies for non -vehicular facilities, i.e. bicycle, pedestrian and transit facilities. Much of this
information is also described in the VTA Traffic Level of Service Analysis Guidelines. This section
also includes discussion about the use of the VTA travel demand forecast model and other local
models.
A more detailed description of analysis requirements and thresholds for determination of Auto Level
of Service (LOS) impacts are provided in Chapter 9, Project Conditions and Impacts/Effects.
5.2.1 Urban Arterials
The analysis of CMP urban arterials, including County Expressways, is accomplished by evaluating
designated intersections along the arterials. The analysis of these intersections is to be conducted
following the guidelines and the default values for CMP intersection analysis in the latest Board -
adopted VTA Traffic Level of Service Analysis Guidelines. Thresholds for determination of an
impact are described in Chapter 9.
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When conducting Auto LOS analysis on County Expressway and/or Caltrans intersections, the Lead
Agency should consult with County and/or Caltrans staff to determine the appropriate actual signal
timing information for the analysis. Lead Agencies are also encouraged to obtain appropriate actual
signal timing information for local intersections with traffic -adaptive signal timing.
In certain situations, more detailed analysis may be needed than what can be provided using isolated
intersection analysis software. In these cases, such as on corridors with coordinated or adaptive
signal control, the Lead Agency may choose to conduct additional analysis using other software
programs, such as microsimulation software for operational analysis, when appropriate.
5.2.2 Rural Highways
The analysis of rural highways shall be based on the methodology described in latest Board -adopted
VTA Traffic Level of Service Analysis Guidelines. The analysis is primarily segment -based, but in
some cases, it may also be appropriate to evaluate adjacent rural highway intersections, as discussed
in the VTA Traffic Level of Service Analysis Guidelines.
5.2.3 High Occupancy Vehicle Lanes
In cases where roadways with High Occupancy Vehicle (HOV) lanes are analyzed and project trips
are assigned to the HOV facility, HOV lane usage and impacts must be evaluated. The following
applies to the evaluation of an HOV lane:
• Assignment of trips to an HOV lane shall be described and justified in the TIA Report;
• Operational analysis of an HOV lane (including analysis of impacts) shall be
documented in the TIA Report;
• Auto Level of Service (LOS) analysis for an HOV lane should be performed according to
VTA Traffic Level of Service Analysis Guidelines;
• Caltrans recommends maintaining LOS C operations on HOV facilities, which occurs at
approximately 1,650 vphpl;2
• For County Expressway HOV lane capacity, the Lead Agency should consult with
County staff to determine the saturation flow rate as it varies depending on the
Expressway segment.
Refer to the latest CMP Monitoring and Conformance Report for existing performance data for
freeway HOV lane segments. Consult with County staff for the latest Expressway HOV lane
volumes, including volumes at Expressway intersections.
2 "The occupancy requirements for HOV facilities should be based on the following considerations:... C. Maintaining a
free flow condition, preferably LOS -C... For buffered or contiguous HOV facilities, Caltrans considers LOS -C occurs at
approximately 1,650 vehicles per hour, less if there is significant bus volume or if there are physical constraints."
Caltrans, High -Occupancy Vehicle Guidelines, 2003 Edition, Section 2.5.
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5.2.4 Express Lanes
In cases where roadways with Express Lanes are analyzed and project trips are assigned to the
Express Lane facility, Express Lane usage and impacts must be evaluated. The following applies to
the evaluation of an Express Lane:
• Assignment of trips: Lead Agency shall consult with VTA, and assignment shall be
described and justified in the TIA Report;
• Operational analysis of an Express Lane (including analysis of impacts) shall be
documented in the TIA Report;
• Auto LOS analysis for an Express Lane should use the following saturation flow rates:
1,650 vehicles per hour per lane (vphpl).3
The CMP Monitoring and Conformance Report includes performance data for freeway Express Lane
segments.
5.2.5 Bicycle
A Quality of Service (QOS)-based methodology, such the one in the Highway Capacity Manual
2010 (Chapters 16 —18) or a similar methodology,4 is encouraged for analysis of bicycle conditions.
Bicycle QOS methodologies typically measure features of the physical environment that affect the
comfort and safety of bicyclists from the user's perspective, such as the presence of dedicated
bicycle facilities (lanes, paths, etc.), intersection delay and exposure to automobile traffic. The TIA
should include a description of the methodology being used as part of the analysis. See Section 9.3
for more information on bicycle analysis requirements.
5.2.6 Pedestrian
A Quality of Service (QOS)-based methodology, such the one in the Highway Capacity Manual
2010 (Chapters 16 — 18) or a similar methodology,5 is encouraged for analysis of pedestrian
conditions. Pedestrian QOS methodologies typically measure features of the physical environment
that affect comfort and safety for pedestrians from the user's perspective, such as lateral separation
from traffic, crossing distance and delay, and presence of landscaped buffer or trees. The TIA should
include a description of the methodology being used as part of the analysis. See Section 9.3 for more
information on pedestrian analysis requirements.
3 For Express Lanes, which function to provide a time savings over non -tolled lanes, the relevant performance measure is
the maintenance of LOS C operations. Per Caltrans Guidelines (see footnote 2), this occurs at approximately 1,650
vphpl.
4 Alternative QOS methodologies, including City of San Francisco's Bicycle Environmental Quality Index, are described
in Appendix G.
5 Alternative QOS methodologies, including City of San Francisco's Pedestrian Environmental Quality Index, are
described in Appendix G.
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5.2.7 Transit
The transit analysis shall consider the effects of the project on transit delay and transit access and
facilities. See Section 9.2 for more information on transit analysis requirements.
5.2.8 Freeway Segments
The analysis of freeway segments is to be conducted following the guidelines in the latest Board -
adopted VTA Traffic Level of Service Analysis Guidelines. One criterion for assessing the impact of
a development project on freeways is Auto Level of Service (LOS). As in the CMP Monitoring and
Conformance Program, density is the parameter for determining Auto LOS for freeway segments in
TIAs in Santa Clara County. The relationship between density, speed and flow rate (or traffic
volume) is described as follows:
V
d = NxS (Egn.1)
where: d = density (vehicles per mile per lane, vpmpl)
V = peak hour volume (vehicles per hour, vph)
N = number of travel lanes (lanes)
S = average travel speed (miles per hour, mph)
A table of Freeway Auto LOS criteria based on density ranges is provided in the Traffic Level of
Service Analysis Guidelines. For Existing Conditions, the number of lanes as well as performance
data for freeway segments in Santa Clara County are included in the most recent CMP Monitoring
and Conformance Report produced by VTA.
For the analysis of project conditions, the volume (V) used in the density calculation (Equation 1) is:
V = Va + VP (Eqn. 2)
where: Vo = existing peak hour volume (vph)
Vp = peak hour project trips distributed on the freeway segment (vph)
The Lead Agency is encouraged, but not required, to include an analysis of freeway segments under
Background Plus Project Conditions and Cumulative Conditions. The TIA should include a
description of the methodology being used to forecast future traffic volumes on freeways, which
could include use of a transportation model.
The TIA shall include freeway analysis table(s) identifying whether the project would have an
impact on the freeway system. Tables for the freeway analysis determination and impact analysis
should include detailed data such as project trips, density and speed. Sample tables are shown in
Appendix A (Table A-1: Sample of Freeway Analysis Requirement Determination and Table A-2:
Sample of Freeway Analysis Summary).
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5.3 Use of Transportation Models
Travel demand forecasting models may be used for long-term analysis of development projects,
planning efforts or transportation facilities. The use of a forecasting model for a buildout scenario
should only be used for a period of at least five years from the preparation of a TIA Notification
Form. If the project were to be built entirely within five years, the "near-term" development
approach discussed in Section 11.1.1, Opening Year/Short-Term Analysis, shall be used.
The long-term analysis may include the use of either the countywide transportation model or local
transportation models as described below:
1. Countywide Transportation Model: The countywide transportation model developed
and maintained by VTA may be used for transportation impact analyses. Use of this
model may be appropriate for the long-term analyses of large projects and general
planning efforts. The cost for this modeling may be borne by the Lead Agency on the
work effort.
2. Local Transportation Models: In some cases, local sub -area transportation models are
appropriate. Under the CMA statutes, VTA must approve any local sub -area
transportation models used for TIAs. VTA has adopted guidelines for developing local
land use transportation impact models that are designed to ensure that local models are
consistent with the countywide model. These guidelines are documented in the Local
Transportation Model Consistency Guidelines in the Technical Standards and
Procedures.
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Chapter 6. Existing Conditions
The TIA Report shall include a description of the existing transportation system in the area affected
by the project. The project area transportation system shall include all CMP system facilities affected
by the project (see Section 2.2, Which Roadway Facilities Should be Included in a TIA?). The
following section details the items that should be included in the description of roadways, transit,
bicycle and pedestrian facilities, and other transportation elements.
6.1 Counts and Data Collection
Field data, including counts and field observations, will be needed in order to accurately assess
existing conditions. The following are key points regarding data collection for TIA completion:
1. Data for Existing Study Scenario Analysis: Freeway and intersection data collected as
part of VTA's CMP Monitoring and Conformance Program are available for use in all
TIAs. When possible, these data from VTA shall be used in the TIA.
2. Additional Data: In some cases, additional data will need to be collected for a different
time period or to more accurately reflect existing travel that differs from the most recent
CMP Monitoring data. The study should not use traffic volume data more than two years
old. The use of growth factors should be considered if the traffic volume data is older
than one year. Other data collected as required by the Lead Agency shall be provided to
VTA (as part of the TIA Report) so that VTA's database may be updated. Submittal of
data electronically (i.e., in files that can be used with traffic analysis software) is
encouraged, where feasible.
3. Bicycle and Pedestrian Data: The collection of pedestrian and bicycle counts is
encouraged whenever new traffic volume counts are conducted.
4. Field Data Collection Methodology: Field data should be collected using procedures
outlined in the most recent version of the Institute of Transportation Engineers (ITE)
Manual of Transportation Engineering Studies, or in the most recent version of the
Transportation Research Board's Highway Capacity Manual.
5. Field Observations: Field observations of traffic conditions, access points, intersection
geometries, traffic signal operations, pedestrian and bicycle accommodations, transit
facilities and access, and adjacent land uses should be conducted in the study area for the
proposed project. The Lead Agency may also request additional information from the
field. Field observations should be noted and may be used to refine or revise Auto Level
of Service (LOS) calculations when there are discrepancies in the observed and
calculated Auto LOS.
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6.2 Description of Existing Roadways
The following information shall be provided for the project area's CMP Roadway System:
a. Local/arterial roadway, County Expressway, and freeway network description and map;
all County Expressway and freeway descriptions must include a description of High
Occupancy Vehicle (HOV) facilities (including HOV lanes and ramp metering bypasses)
and Express Lane facilities;
b. Intersection geometry, traffic controls, and traffic signal timing parameters;
c. Recent turning movement counts (see Section 6. 1, Counts and Data Collection);
d. Existing Auto Level of Service (LOS) evaluated using VTA-approved Auto LOS
methodology and standard values (see Chapter 5, Analysis Periods and Methodologies).
In most cases, the existing Auto LOS should be those presented in the latest CMP
Monitoring and Conformance Report. However, counts may need to be taken to reflect a
change in travel patterns since the last monitoring cycle;
e. Existing locations of congested traffic conditions (as identified with assistance of Lead
Agency staff and field observations). This information includes description of queues
extending into the upstream intersection(s), queue "spill -back" in turn lanes, effects of
ramp metering, and duration of congestion;
f. Funded and planned roadway improvements.
It may be necessary to provide field measurements of delay and queuing to accurately reflect
existing conditions. Field measurements could account for situations where the congestion is more
than that represented by the calculated Auto LOS. Additional information gathered from field
observations may also be included in the TIA.
6.3 Description of Existing Transit System
The following information shall be provided for the project area's transit system (the project area
transit system shall be defined as transit routes within 2,000 feet of the project boundaries):
a. Transit route description and map;
b. Transit station/stop locations;
c. Site access to major regional transit providers (BART, Caltrain, etc.);
d. Transit hours of operation and headway information;
e. Public or private shuttle services provided in the project area;
f. Location of park-and-ride lots in project area;
g. Planned transit facilities within the project area; determination of planned transit
facilities or services should occur in consultation with VTA and other operators, as
appropriate.
6.4 Description of Existing Bicycle and Pedestrian Facilities and TDM Programs
The following information shall be provided for the bicycle facilities within the project area:
a. Existing bicycle paths, lanes, and routes as well as bicycle/pedestrian over and under
crossings;
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b. Future planned or programmed bicycle improvements including, but not limited to, those
facilities, routes, and programs in the Lead Agency's adopted Bicycle Plan, Pedestrian Plan,
Trails Master Plan, and/or bicycle/circulation element of their General Plan, and in other
agencies' plans (e.g., adjacent cities' Bicycle Plans or Pedestrian Plans, cross -county bicycle
corridors in the VTA Santa Clara Countywide Bicycle Plan, Bay Trail Plan);
c. A basic characterization of existing bicycling conditions in terms of safety, ease of access to
the project site, and Quality of Service indicators, emphasizing gaps and deficiencies in the
bicycle network near the site (e.g., missing bicycle lanes, narrow outside lanes);
d. Map showing existing bicycle facilities within 2,500 feet of the project boundaries. This map
should indicate bicycle paths, lanes, and routes as well as bicycle/pedestrian over and under
crossings;
e. The description and map of existing bicycle conditions should focus on the project street
frontages and paths to major attractors such as transit facilities, schools, shops and services,
and major residential developments.
The following information shall be provided for the project area's pedestrian facilities:
a. Existing pedestrian facilities in project area including sidewalks, crosswalks and other
crossing control devices (e.g. beacons, refuge islands, etc.), and other non -motorized
connections and paths in project area;
b. Future planned or programmed pedestrian improvements including, but not limited to, those
facilities, improvements, and programs in Member Agencies' pedestrian elements and plans;
c. A basic characterization of existing walking conditions in terms of safety and Quality of
Service indicators such as tree barriers, landscape buffers, and sidewalk width, -emphasizing
gaps and deficiencies in the pedestrian network near the site (e.g., missing crosswalks,
missing pedestrian signal heads/phases, inadequate Americans with Disabilities Act (ADA)
accommodations);
d. Map showing existing pedestrian facilities within 1,000 feet of the project boundaries. This
map should indicate sidewalks (showing each side of a street), sidewalk gaps, crosswalks,
other crossing control devices (e.g., beacons, refuge islands, etc.), and bicycle/pedestrian
over and under crossings;
e. The description and map of existing pedestrian conditions should focus on the project street
frontages and paths to major attractors such as transit facilities, schools, shops and services,
and major residential developments.
When applicable, the following information shall be provided on Transportation Demand
Management (TDM) or unique transportation or land use plans affecting the project area:
a. TDM ordinances in effect for the project site (reference to ordinance and key aspects
affecting project is sufficient);
b. TDM programs at an existing facility, in the case of a project that is an expansion or a
relocation from a nearby facility.
c. Other transportation plans or land use plans unique to the project area;
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Chapter 7. Background Conditions
This study scenario shall evaluate Background Conditions, based on the sum of existing trips and
trips from approved developments in the area, along with any changes to roadways and intersections
associated with approved development or other funded changes to the transportation network.
The following sections present additional information on estimated trips from approved development
projects, appropriate transportation facility improvements to include in the analysis, and other
considerations.
7.1 Approved Development Projects
Approved projects include not yet completed or occupied projects that have undergone an approval
process (i.e., been granted a land use entitlement). Approved projects may be projects within the
Lead Agency's jurisdiction or a neighboring jurisdiction. Local jurisdictions are encouraged to
maintain an inventory of "approved trips." This inventory would include anticipated intersection
turning movement volumes from approved projects. This information is useful in ensuring
consistency among TIAs in the analysis of Background and Cumulative Conditions.
7.2 Vacant or Underutilized Buildings
If the proposed project involves a vacant or underutilized site with development rights, the number
of trips originally associated with that development may be included in the Background Conditions.
The background trips associated with the vacant or underutilized development should be estimated
from driveway counts or trip generation rates, size, and land use type of the existing site. The
"project trips" would be the additional trips generated by the redevelopment and/or re -occupancy of
the site, i.e., the total number of trips generated by the proposed project minus the estimated
background trips of the vacant or underutilized development. If the proposed project involves a
vacant or underutilized site without development rights, all trips generated by the proposed project
would be "project trips." The Lead Agency always has the discretion to consider trips associated
with prior development rights to be project trips, rather than background trips.
7.3 Addition to Existing Development Project
If the proposed project involves the addition of a new use or expansion of an existing use at the site
of an existing development, the number of trips originally associated with that site would be
included in the Background Conditions. The background trips associated with the existing
development should be estimated from driveway counts or trip generation rates, size, and land use
type of the existing site. The "project trips" would be the additional trips generated by the addition or
expansion project.
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7.4 Transportation Facility Improvements
The transportation network for Background Conditions shall include all funded transportation
facility improvements expected to be completed within one year of the proposed development
project's completion. With VTA approval, a Lead Agency may request inclusion of other funded
improvements or other developer -conditioned improvements.
7.5 Background Auto Level of Service Analysis
Transportation system operations for Background Conditions should be analyzed in a manner
consistent with the analysis presented under Existing Conditions and following the methodology in
Chapter S, Analysis Periods and Methodologies.
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Chapter 8. Trip Generation and Auto Trip Reductions
This chapter describes methods for estimating trip generation associated with a project; approaches
for reducing automobile trips to and from the project and for documenting these reductions in a TIA
Report; and assumptions about how trips are distributed throughout the transportation network.
8.1 Trip Generation
The TIA should clearly identify the source of each trip generation rate used in the transportation
analysis.
8.1.1 Sources and Methodologies
The Lead Agency may use trip generation rates from the most recent version of the Institute of
Transportation Engineers' (ITE's) Trip Generation Manual, rates developed from local data, or rates
developed using alternative trip generation methodologies.
For the most common land uses, numerous studies have been used in developing the ITE trip
generation rates. In some cases, however, the published ITE trip generation rates are based on very
limited data. There are at least four cases in which the Lead Agency should consider using
alternative sources for trip generation rates:
• When ITE data is insufficient (e.g. small sample size, not statistically valid);
• When a project's specific land use is not covered by the ITE manual or is known to show
trip generation characteristics that differ from the categories covered in the ITE manual;
• When the land use context, such as high-density infill or development adjacent to transit, is
not addressed by the ITE manual;
• When the project includes a mix of land uses (mixed-use development type).
Lead Agencies may also develop trip generation rates based on local data specifically for use in the
transportation impact analysis. If custom trip generation rates are developed, techniques in the ITE's
Manual of Transportation Engineering Studies should be used. The local data used to develop a
custom rate should either be included in the TIA or made readily available by the Lead Agency.
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Trip generation rates from other methodologies may be used instead of ITE rates, where defensible
and appropriate. Alternative methodologies include:
• SANDAG Traffic Generation Manual & Trip Generation for Smart Growth;
• City of San Jose Trip Generation Rates;
• MXD Model/SANDAG Model — US EPA;
• NCHRP 8-51 — Enhancing Internal Trip Capture Rate for Mixed -Use Development;
• Station Area Resident Survey — MTC;
• California Smart Growth Trip Generation Tool — Caltrans/UC Davis;
• Travel demand forecasting models;
• California Emissions Estimator Model (CalEEMod)6
Additional information on the research and professional practice basis of alternative trip generation
methodologies can be found in Appendix D.
Professional judgment should always be used when selecting a trip generation data source or
methodology. When using trip rates from any of the alternate trip generation methodologies listed,
the Lead Agency shall include in the TIA Report a full description of the trip generation
methodology used and a summary of all inputs and assumptions. Professional judgment should be
exercised to avoid double counting when using an alternate trip generation methodology. Some
methodologies already account for attributes contained in the Standard Trip Reductions, which
should not be taken on top of reductions provided by an alternate methodology.
In cases where the chosen trip generation methodology is based on a limited sample size, Lead
Agencies are encouraged to conduct additional research or use local data to validate the trip rates
before applying the suggested trip reductions from the alternate methodology.
8.1.2 Documentation of Trip Rates
A summary table showing trip generation for each type of land use in the project for each period of
analysis (daily, AM peak, PM peak, etc.) shall be provided. The summary table shall include a
quantification (square feet, number of units, etc.) upon which the trip generation calculation is based
for each land use type, the trip generation rates used, and resulting generated trips.
The choice of trip generation rates shall be justified in the TIA. This includes any trip generation rate
used for High Occupancy Vehicles.
Additionally, any unique project attributes affecting the trip generation calculations shall be
documented. For example, assumptions regarding peak spreading and pass -by trips shall be
documented.
6 CalEEMod is recommended for Vehicle Miles Traveled (VMT) analysis by the California Air Pollution Control
Officers Association (CAPCOA) and the Bay Area Air Quality Management District (BAAQMD). CalEEMod may be
useful as a supplemental resource for verification and justification of trip generation and trip reductions. However, since
CalEEMod does not produce detailed trip generation estimates, it is not recommended that Lead Agencies rely on
CalEEMod as their primary source for trip generation when preparing a TIA. See Appendix D for more detail.
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8.1.3 Mode Split
For large projects that use a transportation model (either the countywide model or a local model), the
Lead Agency is encouraged to prepare a summary table for either the daily or peak hour that
indicates the number of vehicle trips, transit trips, bicycle trips and pedestrian trips generated for
each type of land use. The Lead Agency may determine the project mode split based on factors from
the VTA countywide model, in consultation with VTA. Based on engineering judgment, some
projects may need further analysis of bicycle and pedestrian trips generated by the project. See
Chapter 12, Special Project Types, for more information.
8.2 Automobile Trip Reductions and Transportation Demand Management
An important goal of VTA's CMP is to encourage development that reduces system wide traffic
congestion and improves air quality in the region. Several strategies can be used to encourage this
type of development and to accomplish these goals, including:
• Mixed-use development (which increases internal trips);
• A strong Transportation Demand Management (TDM) program (which provides incentives
and services to encourage alternatives to the automobile);
• Project location and design features that encourage walking, bicycling and transit usage;
• Parking demand management programs, which discourage drive -alone trips; and
• Development near frequent transit services.
These strategies are most effective when combined into a comprehensive program that is integrated
into the project's design and operation.
Implementation of one or more of these strategies will encourage reductions in automobile trips
generated by new development projects compared to standard automobile -trip rates. Projects that
incorporate these concepts into their design may be awarded trip reduction credits, which may be
applied to the total number of trips generated by the project. Trip reduction credits are subject to
Lead Agency approval and discretion.
This section outlines three approaches for developing automobile trip reductions for a TIA:
• Standard Trip Reductions are established percentage reductions based on research or local
policy that are provided within the TIA Guidelines. They can be taken for projects which
include a mix of land uses, are located near transit, and/or have certain programs for TDM;
• Target -Based Reductions may be taken when the project applicant has entered into an
enforceable agreement with the Lead Agency that limits the number of automobile trips
traveling to and from the project site. The trip reduction program must include a commitment
to monitor trip generation and determine whether targets are met, an enforcement structure,
and a commitment to summary -level data sharing;
• Peer/Study-Based Trip Reductions may be taken when studies of similar projects, or of
other sites occupied by the project applicant, have demonstrated comparable trip reductions
through survey results or other data. The trip reduction program must include a commitment
to monitor trip generation, and a commitment to summary -level data sharing.
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All auto trip reductions must be clearly explained, documented, and justified in the project's TIA
Report. Lead Agencies must state which of the above approaches is being used to develop auto trip
reductions, if any reductions are claimed. Trip reductions shall be summarized in an Auto Trip
Reduction Statement in the Executive Summary of the TIA Report, using the form provided in
Appendix C.
8.2.1 Standard Trip Reductions
VTA has developed the following guidelines for estimating auto trip reductions due to mixed-use
development (internal trips), certain TDM programs, and transit station proximity. These guidelines
should be used to determine the standard reductions in project vehicle trip generation from the
estimates produced using the trip generation sources and methodologies referred to in Section 8.1.1.
It must be emphasized that the vehicle trip reduction values or percentages should be applied
carefully using professional judgment. In some cases, following the guidelines for standard trip
reductions outlined in this section would overestimate trip generation from the project. Sections
8.2.2, Target -Based Trip Reductions, and 8.2.3, Peer/Study-Based Trip Reductions, provide
guidance for cases when trip reduction percentages are likely to be higher than those detailed in this
section. These subsequent sections also provide the procedures for documenting and justifying larger
trip reductions for "special circumstances" which are referred to in this section.
The effectiveness of mixed-use development, TDM programs, and location near transit at reducing
project vehicle trip generation should be monitored by Lead Agencies as part of the CEQA
mitigation measure monitoring process and/or the agency's TDM effectiveness monitoring program.
Lead Agencies are encouraged to provide this type of monitoring data to VTA, when available, to
assist in revising the vehicle trip reduction guidelines in the future. VTA will gather data on trip
reduction experiences from Member Agencies through the CMP Monitoring and Conformance
Program, and may share this data online to assist agencies in preparing TIAs.
Table 1: Standard Auto Trip Reduction Rates
summarizes the maximum trip reduction rates that can be applied under the Standard Trip Reduction
Approach. It should be noted that standard vehicle -trip generation rates already include some
measure of transit use, biking, walking and TDM programs, so trip reductions summarized in Table
1 may be smaller than measured transit use and TDM program participation in a given project. The
trip reduction values in this chapter may be revised as new information is gathered.
8.2.1.1 Mixed -Use Developments
The Standard Reduction approach allows the largest trip reductions (i.e., 10 to 15%) for mixed-use
developments that combine retail uses with a housing or hotel component. Based on a review of
mixed-use developments, other mixed-use projects will be allowed smaller trip reductions due to the
reduced amount of internal trip -making found in these projects. Table 1: Standard Auto Trip
Reduction Rates summarizes the maximum trip reductions for mixed-use developments under the
Standard Reductions approach.
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Table 1: Standard Auto Trip Reduction Rates
Trip Reduction Strategy Standard Trip Reduction
Mixed -Use Development Project
with housing and retail components
with hotel and retail components
with housing and employment
with employment and employee -serving retail
Effective TDM Program"
Financial Incentives
Shuttle Program 13
- Project funded dedicated shuttle
- Partially funded multi -site shuttle
15.0% off the smaller trip generator?
10.0% off the smaller trip generator$
3% off the smaller trip generator9
3% off employment componentlo
up to 5.0%12
3.0%
2.0%
Location Within 2,000 -Foot Walk of Transit Facility14
Housing near LRT, BRT or Caltrain station 9.0%*
Housing near a Major Bus Stopes 2.0%*
Housing Near a BART station Case -by -Case*
Employment near LRT, BRT or Caltrain Station 6.0%*
Employment near a Major Bus Stop 16 2.0%*
Employment Near a BART station Case -by -Case*
*Note: The LRT/BRT/Caltrain Station, BART Station, and Major Bus Stop reductions cannot be combined.
** Note: See Section 8.2.1.3 Proximity to Transit (Rail or Major Bus Line), below, for a description of the
case-by-case method for proximity to BART stations
7 The proposed trip reductions calculated for all land uses within the development area shall be based on the land use that
produces the least amount of new trips. In other words, the same trip reduction rate for the land use that produces the
least number of new trips should be used to determine the trip reduction for all developments.
8 Same as footnote 7.
9 Same as footnote 7.
10 All trips made to retail services (employee -serving retail) within the proposed development/complex may be
considered internal trips. However, to qualify for this reduction, the employee -serving retail must be integrated into the
employment complex and must not have a dedicated parking area.
11 In order for a project applicant to claim a TDM reduction, a commitment to make the TDM program available to all
current and future occupants of the development must be included in a legally enforceable document. See Section
8.2.1.2, Transportation Demand Management (TDM) Program for more details.
12 Financial incentives must be offered on an ongoing basis and must be roughly equivalent to or higher than the
monthly maximum pre-tax commuter benefit allowed under federal law at the time of TIA preparation in order for the
project to receive full trip reduction. See Section 8.2.1.2 for more details.
13 If the shuttle trip reduction is being combined with the "Employment near LRT, BRT or Caltrain Station" reduction,
the maximum shuttle trip reduction that can be taken is 1.5%.
14 See Section 8.2.1.3, Proximity to Transit (Rail or Major Bus Line), below, for further detail.
15 A major bus stop is defined as a stop where six or more buses per hour from the same or different routes stop during
the peak period in Core, Corridor or Station Areas.
16 Same as footnote 15.
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The following are further descriptions of the trip reduction categories listed in Table 1:
1. Housing/Retail Mixed -Use Projects: Mixed-use development projects that include a
substantial housing component and a retail component can reduce vehicle trips by increasing
internal trips. For example, project residents patronizing the retail uses would reduce the
number of external retail and residential trips. Hence, a reduction in vehicle trips can be
taken off the smaller trip generator of the project in an amount not to exceed fifteen percent
(15%) unless special circumstances are justified in the project's TIA.17 The trips generated by
the larger trip generator should be reduced by no more than the same number of trips reduced
for the smaller trip generator.
2. Hotel/Retail Mixed -Use Projects: Mixed-use projects combining hotel and retail
components will also increase internal trips. Hotel guests patronizing the project's retail uses
would reduce the number of external retail and hotel trips. A reduction on the trips generated
by the smaller trip generator can be taken in an amount not to exceed ten percent (10%)
unless special circumstances are justified in the project's TIA.18 The trips generated by the
larger trip generator should be reduced by no more than the same number of trips reduced for
the smaller trip generator.
3. Housing/Employment Mixed -Use Projects: Mixed-use projects combining housing and
employment components may have trips made between the two uses if some housing
residents are also employed on-site. No more than a three percent (3%) reduction off the trips
generated by the smaller of the two trip generators shall be taken unless special
circumstances are justified in the project's TIA.19 The trips generated by the larger trip
generator should be reduced by no more than the same number of trips reduced for the
smaller trip generator.
4. Retail/Employment Mixed -Use Projects: Mixed-use projects combining employment and
employee -serving retail components, such as dry cleaning, gift store, and service-oriented
uses offer opportunities for employees to run errands during the day that they may have
otherwise done during a peak period. In order to qualify for a trip reduction, the employee -
serving retail must be integrated into the employment complex, with no designated parking
area for the retail. The TIA should document that the project is eligible for a reduction. No
more than a three percent (3 %) reduction off the trips generated by the employment site shall
17 This value is based on data cited in "Transit Oriented Development, Using Public Transit to Create More Accessible
and Livable Neighborhoods" from the Victoria Transport Policy Institute, April 4, 2006; this value is comparable to
Metropolitan Transportation Commission's Characteristics of Rail and Ferry Station Area Residents in the San
Francisco Bay Area: Evidence from the 2000 Bay Area Travel Survey (Volume I), September 2006.
18 This value is based on VTA's review of mixed use literature available in 1998. Values for mixed-use trip reductions
varied from 7% to 13%. See Institute of Transportation Engineers, Trip Generation: An Informational Report, 5th
Edition, 1991, p, I-48 and California Air Resources Board, Transportation -Related Land Use Strategies to Minimize
Motor Vehicle Emissions: An Indirect Source Research Study, June 1995, Appendix B.
19 This value is based on Member Agency policies to encourage mixed-use development.
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be taken unless special circumstances are justified in the project's TIA.20 All of the
employee -serving retail trips may be considered to be internal to the project.
8.2.1.2 Transportation Demand Management (TDM) Program
A reduction in project vehicle trip generation can be made for provision of a Transportation Demand
Management (TDM) program. In the VTA TIA Guidelines, reductions for certain TDM programs
may be taken through the Standard Trip Reduction approach below. It should be understood that
most trip generation rates include a certain ambient level of non -single occupant vehicle trips.
Therefore, the actual effectiveness of the TDM program is assumed to be greater than the values
listed below, but the maximum trip reduction that may be taken from trip generation rates must
comply with the guidelines below, for TIAs that take the Standard Trip Reductions approach.
In order for a project applicant to claim a TDM reduction in a TIA, a commitment to make the TDM
program available to all current and future occupants of the development must be included in a
legally enforceable document. Examples of such documents, for trip reduction documentation
purposes, include Conditions of Approval, Development Agreements, CEQA Mitigation Monitoring
& Reporting Programs (MMRPs), and/or Covenants, Conditions, & Restrictions (CC&Rs). The
commitment to participate in a TDM program must be documented in the TIA.
VTA offers Standard Trip Reduction values for two types of TDM programs:
1. Financial Incentives: TDM programs that are based on financial incentives have the
greatest effect on reducing trip generation. Trip reductions can be taken for projects which
include the following types of financial incentives: transportation allowance for alternative
modes to driving alone; parking cash -out; pre-tax commuter benefits for biking, carpooling,
vanpooling, and using transit; and subsidies such as free transit passes or transit fare
incentives provided by employers and/or residential complexes. In addition, charging for
parking is a financial disincentive for solo driving and is considered a TDM measure. The
maximum trip reduction that can be taken for such TDM programs is five percent -(5%)
unless special circumstances are justified in the project's TIA. 21
The actual trip reduction that can be used in the TIA will depend on the level of financial
subsidy provided to residents and/or employees and the number of residents and/or
employees eligible for the subsidy. The standard 5% reduction can be taken if the financial
subsidy is offered to all residents and/or employees of the development on an ongoing basis
and is roughly equivalent to or higher than the monthly maximum pre-tax commuter benefit
allowed under federal law at the time of TIA preparation.
20 This value is based on Member Agency policies to encourage mixed-use development.
21 This figure is based on two sources: US Department of Transportation, "The Effects of Land Use and Travel Demand
Management Strategies on Commuting Behavior," November, 1994, which indicated a reduction in Drive Alone mode
of approximately 5% for sites providing financial incentives; and Donald Shoup, "Parking Cash Out," Chicago:
Planning Advisory Service, 2005, indicating reductions in vehicle trips of at least 5% at employers offering parking
cash -out.
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The level of financial incentives to be provided must be documented in the TIA Report.
2. Shuttle Programs: Projects which participate in shuttle programs linking the site to major
transit facilities or other locations with high employee densities will be allowed a three
percent (3%) trip reduction unless special circumstances are justified in the project's TIA. 22
The full 3% trip reduction maybe taken only when the project is committed to fully funding
a dedicated shuttle to light rail, Caltrain, or BART facilities or other locations with high
employee densities. A 2% reduction may be taken if the project is committed to partially
funding a shuttle that serves other sites in addition to the project site. If the shuttle trip
reduction is being combined with the 'Employment near LRT, BRT or Caltrain Station'
reduction, the maximum shuttle trip reduction that can be taken is one and one-half percent
(1.5%).
8.2.1.3 Proximity to Transit (Rail or Major Bus Line)
Housing and employment projects that are located near transit have different mode splits resulting in
generally lower vehicle -trip generation characteristics. The extent is different for different types of
transit facilities. To qualify for the Proximity to Transit trip reduction rates, developments must be
located near existing or future Light Rail Transit (LRT) stations, Caltrain stations, BART stations,
Bus Rapid Transit (BRT) stations, or major bus stops. For a project to qualify for an auto trip
reduction near a future transit station, the transit capital project that will include the station must be
under construction at the time of the TIA Notification Form issuance. A major bus stop for the
purposes of trip reductions is defined as a stop where six or more buses per hour (from the same or
different routes) stop during the peak period. A development qualifies as being located near transit if
the project entrance (housing front door, office pedestrian entrance) and greatest density of the
project are within approximately 2,000 -foot walking distance of the specified transit facility.
Projects that take any of the trip reductions described in this section shall provide a map or text
description indicating the walking route from the project to the transit stop. The TIA should identify
any pedestrian barriers that affect access from the development to the transit facility, including gaps
in the sidewalk network and/or street crossings that lack pedestrian crossing facilities. If any
pedestrian barriers as described above exist in the route between the project site and the transit stop,
the project would be disqualified from taking a trip reduction for proximity to transit unless the
project commits to fully funding any improvements needed to close the gap.
It is recognized that the 2,000 foot walking distance is not all or nothing — since many residents and
employees outside that radius still walk to transit, though at diminishing rates as the distance from
the station increases. In the case where the full development is not within a 2000 -foot walk,
placement of the more concentrated land uses closest to the transit facility is recommended. Projects
located greater than 2,000 foot walking distance may qualify for the trip reductions described below.
To qualify, the TIA must include a justification for the trip reduction based on evidence from studies
of similar projects. The evidence provided should demonstrate that the proposed trip reduction is
22 Based on VTA's review of 1997 Caltrain and LRT shuttle ridership to and from Santa Clara County employment
sites.
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likely to be achieved given the land use context, distance from transit, type of transit service
available, and pedestrian and bicycle conditions between the project site and the station. The Lead
Agency may consider using the Peer/Study-based Approach to trip reductions (see Section 8.2.3), if
appropriate.
To bolster the case for a trip reduction at a distance of greater than 2,000 feet from transit, VTA
recommends that the project increase the quality of the walk experience between the development
and the transit facility. Examples of these types of improvements include constructing sidewalks
greater than the minimum sidewalk width, providing pedestrian scale lighting and landscaping, and
adding signs to direct pedestrians and bicyclists to transit. In addition, the project must show that
safe, pedestrian -friendly sidewalks or paths extend all the way from the project site to the transit
stop.
Professional judgment should be used when taking transit proximity -related trip reductions from trip
generation developed using alternative methodologies. Where a travel demand model or mixed-use
trip generation model is used to estimate trips on all modes (i.e., including a mode choice
component), care should be taken to not double -count the effect of proximity to transit.
The trip reduction values allowed for each type of project are as follows:
1. Housing Near Light Rail, Bus Rapid Transit or Caltrain Station: Housing developments
where the walking distance from the unit or the front door of the housing complex to the
station is 2,000 feet or less may reduce their trip generation volumes by nine percent (9%).23
In the case that a development is located near a rail/BRT station and a major bus stop, a
reduction can only be taken for either the major bus stop or the rail/BRT station, and not a
combination of the two transit facilities.
2. Housing Near a Major Bus Stop: Housing developments where the walking distance from
the unit or the front door of the housing complex to the major bus stop is 2,000 feet or less
may reduce their trip generation volumes by two percent (2%).24 This reduction may not be
combined with the trip reduction for housing located near light rail, BR or Caltrain.
3. Employment Near Light Rail, Bus Rapid Transit or Caltrain Station: Employment sites
where the walking distance from the front door of the development to the station is 2,000
feet or less may reduce their trip generation volumes by six percent (6%).25 In the case that a
development is located near a rail/BRTstation and a major bus stop, a reduction can only be
taken for either the major bus stop or the rail/BRT station, and not a combination of the two
transit facilities.
4. Employment Near a Major Bus Stop: Employment sites where the walking distance from
the front door of the development to the major bus stop is 2,000 feet or less may reduce their
23 Santa Clara County Transportation Agency, "Transit -Based Housing Survey," September 1995.
24 Same as previous footnote.
25 Lund, Cervero, Wilson, Travel Characteristics of Transit -Oriented Development in California, Bay Area Rapid
Transit District and California Department of Transportation, 2004.
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trip generation volumes by two percent (2%). This reduction may not be combined with the
trip reduction for employment sites located near light rail, BR or Caltrain.
5. Case -by -Case Approach for Proximity to BART Stations: Residential and employment
developments where the walking distance from the front door of the development to an
existing or future BART station is 2,000 feet or less may apply a trip reduction in a TIA.
When proposing such a reduction, Lead Agencies must obtain concurrence from VTA and
provide a description of the methodology, source data and justification for the trip reduction
in the TIA Report. The trip reduction for proximity to BART should take into account the
attributes of the station area (land uses, transportation network, pedestrian and bicycle
connections to the station) to ensure that the requested reductions are appropriate for the
context. VTA may in the future provide suggested trip reduction rates (standard reductions)
when data from the Santa Clara County BART stations becomes available.
8.2.1.4 Standard Trip Reduction Combinations
Projects that combine two or more trip reduction strategies for which Standard Reductions are
specified may take reductions off the trips generated by individual project components, as discussed
below. The reductions shall be clearly explained, documented, and justified in the project's TIA
Report and shall conform to the values listed in Section 8.2 unless special circumstances are justified
in the project's TIA.
Application of multiple trip reduction strategies will depend on the type and ratio of uses present in
the project under study. For example, a mixed-use project composed mostly of housing with some
retail that also participates in a shuttle program is allowed a 15% mixed-use reduction on the retail
trip generation of the project. The housing trips should be reduced by no more than the same number
of retail trips internal to the project. In addition, the housing component of the project will be
allowed a 3 % reduction for participation in a shuttle program. However, if the shuttle will serve the
retail use as well as the housing component, and the retail use is large and generates a majority of the
daily project trips, the 3% reduction for shuttle participation may be applied to both the retail and
housing components of the project.
Similarly, a mixed-use housing and retail project located near transit will be allowed 15% reduction
on trips generated by the retail portion of the project to account for the mixed-use nature of the
project. Again, the housing trips should be reduced by no more than the same number of retail trips
internal to the project. In addition, the housing portion will be allowed a 9% reduction for the
location near transit.
If the TDM shuttle trip reduction is being combined with the 'Employment near LRT, BRT or
Caltrain Station' reduction, the maximum shuttle trip reduction that can be taken is one and one-half
percent (1.5%).
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8.2.1. S Parking and Automobile Trip Reduction
Recognizing that parking oversupply may itself have negative secondary effects, the TIA should
discuss the project's approach to parking management. A parking management plan, shared parking,
parking cash out, unbundled parking, carpool parking, and parking layout and design can be ways to
encourage the use of alternative modes and reduce auto trips. If the project is using any of these
measures as part of its overall TDM/trip reduction strategy, the Lead Agency shall document it in the
TIA, and note it in the Auto Trip Reduction Statement. The parking analysis must explicitly discuss
the relationship between the project's parking supply, parking demand and parking costs (if any) to
vehicle trip reductions applied to the project.
8.2.2 Target -Based Trip Reductions
In addition to Standard Trip Reduction and Peer/Study-Based Trip Reduction approaches, projects
may take a Target -Based Trip Reduction if documentation and justification are provided in the TIA
Report, based on the guidance below. This approach may be taken when the project applicant has
entered into an enforceable agreement with the Lead Agency that limits the number of automobile
trips traveling to and from the project site. The trip reduction program must include a commitment to
monitor trip generation and determine whether targets are met, an enforcement structure, and a
commitment to summary -level data sharing.
It is recognized that Lead Agencies ultimately make decisions on project approvals, and therefore
commitments to certain elements that would justify a Target -Based Trip Reduction will occur as an
agreement between the project applicant and the Lead Agency, and it is responsibility of the Lead
Agency to enforce those commitments. For the purpose of a TIA, stating a commitment and
providing the documentation noted below is sufficient, provided that the commitment also appears in
a legally enforceable document. Examples of such documents, for trip reduction documentation
purposes, include Conditions of Approval, Development Agreements, CEQA Mitigation Monitoring
& Reporting Programs (MMRPs), and/or Covenants, Conditions, & Restrictions (CC&Rs).
The following elements are required in a TIA Report for a project taking a Target -Based Trip
Reduction:
• State a commitment to a specific reduction target (percentage trip reduction, non -auto mode
split or trip cap). This statement should specify the starting point for the reduction (e.g., ITE
auto trip generation rates based on square footage or number of units, total person -trips based
on employee/resident count) and the time period for the reduction (peak hour, peak period
and/or full day). For targets based on mode split, the statement should include a clear
explanation of how to convert these figures back to auto trip generation rates to allow later
monitoring and comparison;
• Provide a description of the types of TDM/trip reduction measures that are proposed in the
program. It is recognized that the list will be preliminary and may change over time;
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• State a commitment to periodic monitoring of project t trip reduction. The methodology
should follow industry standards to determine auto trip generation rates or mode splits and
should be conducted by the Lead Agency or a third party. The TIA Report should describe
the proposed monitoring approach;
• State a commitment to an enforcement/penalty structure. Lead Agencies retain flexibility to
determine the parameters, and the enforcement/penalty structure may take the form of a
`reinvestment clause' where the project applicant/owner is required to invest more in trip
reduction efforts if not meeting the target;
• State a commitment to provide summary level monitoring data (e.g., auto trip generation
rates, mode shares) to VTA, through the Lead Agency. Data shall be provided on a biennial
basis as part of the CMP Monitoring and Conformance Program.
The following elements are encouraged in a TIA Report for a project taking a Target -Based Trip
Reduction:
• Detailed description of the TDM/trip reduction measures that are proposed in the program;
• Sharing of trip monitoring reports or more in-depth trip generation or survey data for the
purpose of improving the TIA Guidelines in the future.
8.2.3 Peer/Study-Based Trip Reductions
In addition to Standard Trip Reduction and Target -Based Trip Reduction approaches, projects may
take a Peer/Study-Based Trip Reduction if documentation and justification are provided in the TIA
Report, based on the guidance below. This approach may be used to justify a trip reduction based on
a project's similarity to other projects with demonstrated trip reductions or a project occupant's track
record of reducing trips at other sites, or to provide additional justification for trip rates based on
local data collection efforts.
The following describes the requirements for documenting and justifying a Peer/Study-Based Trip
Reduction percentage:
• Provide Data/Documentation in TIA Report: Lead Agencies may rely on existing studies or
conduct their own study, as appropriate to develop the Peer/Study-Based trip reductions, and
this data and documentation must be included in the TIA Report or its appendices. The
documentation must include the data used to justify the Peer/Study-Based trip reduction rate,
the source(s) referenced, and a detailed discussion of the assumptions and methodologies
used. The methodology used to develop the Peer/Study-Based trip reduction rate should
follow industry standards and in cases where the trip reduction rate is based on a limited
sample size, professional judgment should be used to determine the suitability of the sample
data;
• Ensure Appropriateness: Care must be taken to use data that is applicable to Santa Clara
County conditions. As part of the documentation, Lead Agencies must specify the sample
size, urban context, quality and type of transit services available, and any other relevant
findings pertaining to the particular project attribute(s) in question;
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• Provide a description of the types of TDM/trip reduction measures that are proposed in the
program, if applicable;
• State a commitment to periodic monitoring of project trip reduction: The methodology
should follow industry standards to determine auto trip generation rates or mode splits and
should be conducted by the Lead Agency or a third party. The TIA Report should describe
the proposed monitoring approach;
• State a commitment to provide summary level monitoring data (e.g., auto trip generation
rates, mode shares) to VTA, through the Lead Agency. Data shall be provided on a biennial
basis as part of the CMP Monitoring and Conformance Program.
See Table 2, below, for a comparison of Standard, Peer/Study-Based and Target -Based trip
reduction approaches.
Table 2: Comparison of Trip Reduction Approaches
Standard Peer/Study-Based Target -Based
Reductions Reductions Reductions
Yes, see
Maximum percentages in Table 1: Standard No No
VTA TIA Guidelines? Auto Trip
Reduction Rates
Data required in TIA Report? No Yes, existing or No
new studies
Commitment to a target No No Yes
required?
Description of measures No Yes, if applicable Yes
required?
Monitoring required?
No
Yes
Yes
Enforcement required?
No
No
Yes
Data Sharing required? No Yes Yes
8.3 Trip Distribution and Assignment
The trip distribution step of a TIA consists of forecasting the travel direction of project -generated
trips to and from the project site.
The trip distribution percentages shall be included in the TIA Report on a figure showing an area
map with transportation facilities (roadways, transit lines, etc.) and the project site. The trip
distribution figure should, at a minimum, show trip percentages at gateways, on nearby freeway
segments, and along major arterials that provide direct access to the project site.
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The trip assignment step of a TIA consists of assigning trips to specific transportation facilities on
the basis of the trip distribution percentages. Assignment of trips should be based on existing traffic
volumes, existing travel patterns or expected future travel patterns. The assignment of trips shall
account for pass -by and diverted linked trips on transportation facilities near the project site (see
Section 8.3.1). The trip assignments shall be included in the TIA Report on a figure showing project
trips at study intersections.
The following are points that expand or provide detail regarding trip distribution and assignment:
Review by Other Jurisdictions: The Lead Agency shall be responsible for developing the
trip distribution and assignment for a project. The trip distribution and assignment shall be
reviewable by other jurisdictions (other cities, towns, the County, Caltrans, and/or VTA).
Review by other jurisdictions should occur at the TIA Notification Form stage of the TIA
preparation process. It is the responsibility of other jurisdictions to request trip distribution
and assignment information from the Lead Agency once they are notified about a project.
2. Use of VTA or Local Agency Models: Model data may be used to develop trip distribution
assumptions for a project. The use of this data is most appropriate for long-term projects or
for near-term development projects where the roadway network in the vicinity of the project
will change substantially. VTA can also provide trip tables by trip purpose and travel
networks to Member Agencies that may be used to develop trip distribution assumptions for
a project.
3. Documentation of Assumptions: The project's trip distribution and assignment assumptions
shall be clearly documented in the TIA Report.
8.3.1 Pass -by Trips and Diverted Linked Trips
Some projects will attract a large number of trips already on the system. For example, many people
who would stop at a new neighborhood convenience store would do so on their way home from
work; these people would not be making new vehicle -trips on the roadway. These pass -by trips are
generally captured by small neighborhood services such as dry cleaners, convenience stores, gas
stations and coffee shops and to a lesser extent such uses as grocery stores, pharmacies, shopping
centers and restaurants. Such trips are classified into two categories: pass -by and diverted linked
trips. According to the ITE Trip Generation Handbook, pass -by trips are attracted from traffic
passing a site on an adjacent street that contains direct access to the generator. Pass -by trips do not
require a diversion from another roadway. Diverted linked trips are attracted from roadways in the
vicinity of a site and require a diversion from one roadway to another to gain access to the site. 26
8.3.2 Allowable Reductions for Pass -by Trips and Diverted Linked Trips
A reduction in project vehicle trip generation can be made for pass -by and diverted linked trips,
provided that the reduction is applied according to the methodology outlined in the following
26 Institute of Transportation Engineers, Trip Generation Handbook, 2nd Edition, 2004, Chapter 5, pp. 29-82.
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section. This reduction must be clearly explained, justified, and documented in the TIA Report. The
trip reduction for pass -by and diverted linked trips shall be determined from established sources,
such as ITE's Trip Generation Handbook, SANDAG, or surveys of similar land uses. Note that
reductions for pass -by trips often differ from those for diverted linked trips. The pass -by and
diverted linked trip reduction may only be taken for commercial land uses and should not be more
than a thirty percent (30%) combined pass -by and diverted linked trip reduction. In addition,
pass -by and diverted linked trips may not be excluded from the calculation of the 100 net new peak
hour trip threshold that triggers the requirement for conducting a TIA except as noted in Section 2.1.
There are a few exceptions where pass -by and diverted linked trips may account for more than 30%
of the trips made, such as at gas stations, fast food establishments, community centers, local public
libraries, and isolated mini -markets. A higher trip reduction rate may be applied to these uses with
approval of the Lead Agency and VTA. As with other pass -by trip reductions, the reduction rate
must be clearly explained, justified, and documented in the TIA.
8.3.3 Application of Pass -by Trip and Diverted Linked Trip Reductions
Subtracting pass -by and diverted linked trips from a site's trip generation volumes lowers the number
of new trips added to the surrounding transportation system. However, additional turning movements
or changes to the turning movements due to pass -by and diverted linked trips should be taken into
account in transportation analyses to determine their impact on adjacent roadways. Answers to
questions such as whether left turn pockets are long enough, whether U-turns are allowed, and
whether additional turning movements will slow or conflict with other traffic are dependent on all
project trips including the pass -by and diverted linked trips. Appendix includes a methodology for
applying pass -by and diverted linked trip reductions.
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Chapter 9. Project Conditions and Impacts/Effects
The TIA Report shall evaluate the addition of the project, along with estimated project -generated
trips, to the "without project" analysis scenario (Existing, Background, or Cumulative Conditions
without the project, as appropriate). This shall include the identification of any project impacts on
CMP roadway facilities, and any negative effects on bicycle, pedestrian or transit conditions or
vehicle queuing. 27 Mitigation measures and their associated costs shall be identified for impacts that
exceed the impact thresholds described below. In some cases, such as a development project that
closes a sidewalk gap or adds a bicycle lane to its frontage, effects on the transportation system may
be beneficial as well as adverse. Lead Agencies are encouraged to describe the beneficial effects of a
project; this information may also be included in a CEQA document.
9.1 Traffic
The TIA Report shall contain an evaluation of project impacts to traffic operations. Evaluation of
impacts to traffic operations shall include, but not be limited to Auto Level of Service analysis and
queuing analysis.
9.1.1 Auto Level of Service Analysis
The CMP Auto Level of Service (LOS) standard is LOS E. Ifthe analysis shows that a development
project is projected to cause Auto LOS on a CMP facility (roadway or intersection) to fall from
LOS E or better to LOS F under project conditions, then the project is said to impact the facility.
In addition, for facilities determined to have been at LOS F under the without project analysis
scenario (Existing, Background or Cumulative Conditions without the project), a project is said to
impact the facility if the analysis shows that the project will cause Auto LOS to deteriorate by a
given threshold amount. The threshold amounts for each of the three CMP facility types are
described as follows:
Intersections at LOS F: A project is said to impact an intersection determined to have been
at LOS F under the without project analysis scenario if:
• addition of the project traffic increases the average control delay for critical
movements by four (4) seconds or more, and
• project traffic increases the critical v/c value by 0.01 or more.
The exception to this threshold is when the addition of project traffic reduces the amount of
average control delay for critical movements, i.e., the change in average control delay for
critical movements are negative. In this case, the threshold is when the project increases the
critical v/c value by 0.01 or more.
2. Freeway Segments at LOS F: A project is said to impact a freeway segment determined to
have been at LOS F under the without project analysis scenario if the number of new trips
27 The determination of which facilities to evaluate is described in Section 2.2 of these Guidelines.
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added by the project is more than one percent of the freeway capacity. This calculation
shall be for each direction of travel. Analysis should be conducted for all freeway lane types
to which project trips are assigned, including HOV and Express Lanes, if applicable. Tables
for the freeway analysis determination and impact analysis should include detailed data such
as density and speed. Sample tables are shown in Appendix A (Table A-1: Sample of
Freeway Analysis Requirement Determination and Table A-2: Sample of Freeway Analysis
Summary).
3. Rural Highway at LOS F: A project is said to impact a rural highway determined to have
been at LOS F under the without project analysis scenario, if the number of new trips added
by the project is more than one percent of the rural highway capacity. This calculation
shall consider both directions of travel.
9.1.2 Queuing Analysis
A queuing analysis shall be included in a TIA, at a minimum, in the following instances:
• At CMP intersections where Auto Level of Service (LOS) analysis indicates that there will
be a significant impact according to the CMP LOS standard;
• At on -ramps with existing or planned operational ramp meters;
• At off -ramps controlled by signals at junctions with local streets;
• At any other intersection or freeway on-ramp, based on engineering judgment, proximity of
the project to a freeway interchange, existing queuing situations (such as spillback onto local
streets from on ramps), or localized conditions along the project's frontage.
Negative effects of queuing on CMP facilities shall be identified by comparing the calculated design
queue to the available queue storage. Queuing effects to be identified include, but are not limited to
the following:
• Spillback queues from turn lanes at intersections that block through traffic;
• Queues from one intersection or closely -spaced intersections that extend back and impact
other intersections;
• Queues from bottleneck locations such as lane drops that impact the operation of the facility;
• Spillback queues on ramps that impact surface street or freeway operations;
• Queues at intersections in proximity to freeway ramps.
Evaluation of queuing effects is required for only the near-term analysis. However, Lead Agencies
may require this analysis for longer term projects to plan for improvements in later years.
Refer to the VTA Traffic Level of Service Analysis Guidelines for further information on ramp
queuing analysis. Lead agencies should contact Caltrans staff to obtain current ramp metering rates.
9.2 Transit
The TIA Report shall include an analysis of project effects on the transit system. The evaluation
shall consider transit vehicle delay, transit access and facilities, as described below.
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Transit Vehicle Delay: The TIA Report shall include an analysis of the effects of the project on
transit vehicle delay. This analysis shall include the following components:
• A quantitative estimate of additional seconds of transit vehicle delay that will result from
automobile congestion caused by the project and any changes to signal operations proposed
by the project. This analysis may utilize information produced by the intersection Auto
Level of Service (LOS) analysis or other sources, if available;
• A qualitative assessment of additional transit vehicle delay caused by any roadway or
intersection geometry changes proposed by the project, taking into account unique
considerations of transit vehicles compared to autos (e.g., pulling into and out of stops,
longer gaps needed for left turns). These qualitative considerations may also inform the
assessment of transit vehicle delay caused by auto congestion.
If increased transit vehicle delay is found in this analysis, the Lead Agency should work with VTA
to identify feasible transit priority measures near the affected facility and include contributions to
any applicable projects that improve transit speed and reliability in the TIA. Refer to Section 10.2
for more information on improvements to address congestion effects on transit travel times.
More information on the practice and research basis for transit delay analysis can be found in
Appendix F.
Transit Access and Facilities: The TIA Report shall include an assessment of transit access and
facilities near the project site. The assessment shall include the following elements:
• Description of pedestrian access from the project to nearby transit stops. This should include
both an assessment of access within the site (i.e., from buildings on the site to the public
sidewalks) and off-site (i.e., presence/absence of continuous sidewalks and safe crossings to
access transit);
• Disclosure of any permanent or temporary reduction of transit availability or interference
with existing transit users (e.g., relocation/closure of a transit stop or vacation of a roadway
utilized by transit);
• Disclosure of project location more than 1/2 mile from existing or planned transit services,
with the potential for generating a demand for such services. Such projects are encouraged to
identify funding sources to provide public or private transit services, if needed;
• Description of proposed actions to enhance transit service, access or facilities (e.g., bus stop
improvements on a project frontage), or to mitigate negative effects on existing transit
systems or facilities that result from the proposed project.
9.3 Bicycle and Pedestrian
The TIA Report shall include an analysis of bicycle and pedestrian modes under project conditions.
The analysis shall address project effects on existing bicyclists and pedestrians as well as the effects
and benefits of site development and associated roadway improvements on bicycle/pedestrian
infrastructure, circulation, Quality of Service (QOS), and conformance to existing plans and policies.
(Bicycle/pedestrian site access and circulation are addressed in Section 9.4.)
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Transportation Impact Analysis Guidelines 46 October 2014
Quality of Service Analysis
Projects that propose changes to existing roadway or intersection geometry, or changes to signal
operations, shall include a QOS analysis for bicyclists and pedestrians for those locations where
changes are proposed.
Lead Agencies have the discretion to select appropriate methodologies for bicycle and pedestrian
QOS analysis. Agencies must include a description and justification of the methodology being used,
and identify key data inputs and assumptions for the methodology. Agencies are encouraged to use
the methodology in the latest Highway Capacity Manual, or a similar methodology, for the QOS
analysis. See Chapter 5 and Appendix G for more information on pedestrian and bicycle QOS
methodologies. VTA staff can act as an additional resource to Lead Agencies in selecting QOS
methodologies.
Projects that do not propose changes to existing roadway or intersection geometry, or changes to
signal operations, are not required to include a QOS analysis, but such analysis is encouraged for
project frontages.
Descriptive Analysis
In addition to the QOS analysis (if applicable), the TIA Report shall include a descriptive evaluation
of project effects on and benefits to bicycle and pedestrian conditions. The descriptive analysis
should encompass a radius of 2,500 feet from the project site for bicycle facilities, and a radius of
1,000 feet from the project site for pedestrian facilities. Within this radius, the descriptive analysis
should focus on the project street frontages, paths to major attractors (such as transit facilities,
schools, shops and services, and major residential developments), and bicycle and pedestrian
deficiencies identified in the Existing Conditions analysis.
The following questions should be addressed:
Consistency with Existing Adopted Plans
• How does the project implement, preclude, modify, or otherwise affect proposed bicycle
and pedestrian projects and/or policies identified in the Lead Agency's adopted Bicycle
Plan, Pedestrian Plan, Trails Master Plan, and/or bicycle/circulation element of their
General Plan?
• How does the project implement, preclude, modify, or otherwise affect proposed bicycle
and pedestrian projects and/or policies identified in other agencies' plans (e.g.,
Countywide Bicycle Plan, adjacent cities' Bicycle Plans or Pedestrian Plans, Bay Trail
Plan)?
• What provisions for bicycle parking and storage are provided by the project? Calculate
the required bicycle parking in accordance with the City's ordinance or, if none, VTA
Bicycle Technical Guidelines (BTG), and indicate proposed type of Class 1 and Class 2
parking to be provided by the project. Proposed bicycle parking locations should be
noted on the site plan. Refer to Appendix H for a table of Bicycle Parking Supply
Recommendations from the VTA BTG.
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Transportation Impact Analysis Guidelines 47 October 2014
2. Effects on Existing Bicyclist/Pedestrian Circulation in the Project Area
• Would the project benefit or enhance existing bicycle and pedestrian access and
circulation? For example, would it provide bicycle -friendly and pedestrian -friendly
improvements like those identified in VTA BTG, Pedestrian Technical Guidelines, or
CDT Manual? If so, describe;
• Would the project reduce, sever or eliminate existing bicycle or pedestrian access and
circulation? If so, describe;
• How does the project address bicycle and pedestrian deficiencies identified in the
Existing Conditions analysis?
• If a new traffic signal is being installed as part of the project or project mitigation, the
TIA should note that adequate bicycle and pedestrian detection and signal timing should
be provided. (See VTA BTG, Chapter 6.)
9.4 Site Circulation and Access
The TIA Report shall include an analysis of site circulation and access. The evaluation of site
circulation and access shall consider the following issues:
• The assessment of site circulation and access must explicitly discuss the relationship between
site design and any vehicle trip reductions that are applied to the project. The assessment
should include the pass -by and diverted trips that would access the site;
• The assessment of access shall include an analysis of trips entering and exiting the site at
each driveway. Distribution of trips to access points should consider street configuration,
storage lanes, acceleration and deceleration lanes, and sight distance;
• A Site Plan shall be provided with adequate detail to show auto, bicycle and pedestrian
circulation within the site and connections to the outside transportation network;
• The site circulation and access assessment shall include an analysis of the proposed bicycle
access and onsite circulation with recommendations to encourage bicycle trips to and within
the site. Address adverse circulation issues, if any, which were identified in the Existing
Conditions analysis;
• The assessment of site access shall include an analysis of the proposed pedestrian access and
onsite circulation with recommendations to encourage pedestrian trips to and within the site.
Include an assessment of pedestrian access between the site and the nearest bus stops.
Address adverse site circulation issues, if any, which were identified in the Existing
Conditions analysis. Also address the extent to which the ability of bicyclists and pedestrians
to access the project site is inhibited by manmade and natural barriers such as railroad
crossings, rivers, freeways, dead-end streets, and cul-de-sacs;
• The site circulation and access assessment may also include analysis of emergency vehicles
and service vehicles, including delivery and garbage trucks.
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Transportation Impact Analysis Guidelines 48 October 2014
Chapter 10. Mitigation Measures and Multimodal Improvements
This chapter describes the analysis required to evaluate 1) mitigation measures to address project
impacts per CMP standards, and 2) improvements to address other project -related effects on the
transportation system, including changes that affect transit, pedestrian and bicycle modes and
queuing at ramps and intersections. Throughout this section, "impact" is used to refer to project
effects on the CMP system as determined by the standards and impact thresholds established by
VTA, and "mitigation" is used to refer to changes that address those impacts. The term "effect"
refers to proj ect-related effects on elements of the transportation system for which no CMP standard
or impact threshold has been established, and "improvement" is used to refer to changes that address
those effects. The TIA should particularly focus on project -related effects that tend to degrade
pedestrian, bicycle and transit conditions.
10.1 Mitigations to Address CMP Standards
The TIA Report shall include a discussion of mitigation measures to address any impacts per CMP
standards identified in the analysis. The TIA shall identify those mitigations for which the sponsor of
the proposed project is responsible. The following issues regarding mitigation measures shall be
addressed:
1. The goal of the Lead Agency shall be to maintain the CMP Auto Level of Service (LOS)
standard on CMP facilities, and to mitigate any other impacts identified in the TIA
Report. However, if this is not possible, mitigation measures that minimize impacts by
limiting the degree or magnitude of the action and its implementation, and/or compensate
for the impact by replacing or providing substitute resources shall also be considered.
The mitigation measure could be fully -funded and implemented by the project sponsor or
the project sponsor could make a contribution to the cost of implementing the measure,
in coordination with other agencies. Information on voluntary contributions to regional
transportation improvements can be found in Appendix 1, Board Memorandum: Update
on Voluntary Contributions to Transportation Improvements.
2. The Lead Agency shall consider all of the following categories of mitigation measures
for impacts identified through the analysis:
Physical or capacity -enhancing improvements to the affected transportation facility
(e.g., adding a turn lane to an intersection to address an Auto LOS impact);
Operational and/or efficiency improvements to the affected transportation facility
(e.g., changing signal operations at an intersection or contributing to the
implementation of Express Lanes on a freeway segment to address an Auto LOS
impact);
Projects and programs used to reduce project auto trip generation, including TDM
programs as well as capital improvements to transit, bicycle and pedestrian facilities,
if not already included in the proposed project description. Examples could include
constructing wider sidewalks, adding a bicycle lane or non -motorized trail, or a
shuttle service from the proposed development to a nearby transit facility (e.g., BRT
stop or light rail station).
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Transportation Impact Analysis Guidelines 49 October 2014
3. The Lead Agency shall identify the feasibility of the proposed mitigation measures.
Feasibility of physical improvements shall be verified in the field. Feasibility of all
measures shall be confirmed with the appropriate agency or agencies (e.g., the agency
responsible for maintaining a roadway or for implementing an operational improvement).
Proposed mitigation measures for impacts to CMP facilities must be reviewed with VTA
staff prior to the issuance of the TIA Report.
4. The description of all mitigation measures shall include identification of who is
responsible for implementing each mitigation measure, when the mitigation measure will
be implemented as it relates to the occupancy of the proposed project, and the cost of
implementation, as appropriate. The cost estimate for mitigation shall be based on the
feasibility analysis and/or a Capital Improvement Program estimate, if available. Lead
Agencies are encouraged to have a registered civil engineer develop the cost estimate for
any physical mitigations.
5. If a project causes a transportation impact that cannot be mitigated to the CMP Auto
LOS standard, a MultimodallmprovementPlan must be provided along with the TIA,
or the project applicant must agree in advance to participate in the implementation of
the Multimodal Improvement Plan after project approval. Multimodal Improvement
Plans are plans to identify offsetting measures to improve transportation conditions on
CMP facilities in lieu of making physical traffic capacity improvements such as
widening an intersection or roadway. Further information regarding steps for developing
Multimodal Improvement Plans, and how Multimodal Improvement Plans relate to the
land use approval process, is provided in the VTA Deficiency Plan Requirements.
Multimodal Improvement Plans can range in size from Areawide (such as an entire city)
to Specific Area (such as a roadway segment within a downtown area) to Mini (covering
a single intersection). If the need arises for the preparation of a Multimodal Improvement
Plan, VTA will work with the Lead Agency to tailor the level of the Multimodal
Improvement Plan to match the scope of the deficiency. VTA will work with the Lead
Agency as necessary to identify action items (or offsetting measures) as described in the
VTA Deficiency Plan Requirements. Action items from the Deficiency Plan
Requirements are provided in Appendix J.
6. If a project impacts a CMP System facility that has a Multimodal Improvement Plan, it is
subject to the conditions of the Plan. The project's TIA Report shall identify what role the
project will play in implementing the Multimodal Improvement Plan actions.
7. Mitigation measures for Auto Level of Service (LOS) shall not unreasonably degrade
bicycle, pedestrian or transit access, and circulation. If a project proposes mitigation for
Auto LOS involving a change to existing roadway or intersection geometry, or changes
to signal operations, the TIA shall analyze and disclose secondary effects on other
modes, i.e., whether the mitigation would affect pedestrian or bicycle conditions or
increase transit vehicle delay.
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Transportation Impact Analysis Guidelines 50 October 2014
For the bicycle and pedestrian secondary effects analysis, a QOS-based methodology (as
cited in Sections 5.2.5 and 5.2.6) is encouraged, although a text description of changes
may be substituted. At a minimum, the TIA shall disclose any of the following effects
that would result from a recommended mitigation measure:
• Reducing, severing or eliminating existing bicycle or pedestrian access and
circulation;
• Narrowing of sidewalk or removal of sidewalk (even if only on one side of street);
• Removal of crosswalk;
• Increased crossing distances;
• Longer signal cycles;
• Removal of a buffer between pedestrians and automobiles;
• Decreasing bike lane width or eliminating bike lane including at intersection approach
due to addition of right -turn only lane;
• Reducing shoulder width to less than five feet on roadways without bike lanes (see
VTA BTG, Section 7.4.2);
• Decreasing outside lane width on roadway without bike lanes or shoulders (see VTA
BTG, Section 7.2);
• Installation of double right -turn lane, a free right -turn lane, or free-flowing freeway on
and off ramps (see VTA BTG, Section 5.1);
• Revised signal timing and inadequate detection (see VTA BTG, Chapter 6, for
recommendations on bicycle signal timing and detection at intersections);
• Changes to existing bike paths such as alignment, width of the trail ROW or trail
tread, length of the trail, horizontal and vertical clearance;
• Precluding, modifying, or otherwise affecting proposed bicycle and pedestrian
projects and/or policies identified in the Lead Agency's adopted Bicycle Plan,
Pedestrian Plan, Trails Master Plan, and/or bicycle/circulation element of their
General Plan; or other agencies' plans, e.g., Countywide Bicycle Plan, adjacent Cities'
Bicycle Plan or Pedestrian Plan, Bay Trail Plan;
• Other roadway modifications that adversely impact bicycle or pedestrian conditions.
The analysis of secondary effects on transit vehicle delay resulting from proposed
mitigation measures shall include the following components:
• A quantitative estimate of additional seconds of transit vehicle delay that will result
from any signal operations changes proposed by the mitigation. This analysis may
utilize information produced by the intersection Auto LOS analysis or other sources,
if available;
• A qualitative assessment of additional transit vehicle delay caused by any change to
existing roadway or intersection geometry proposed by the mitigation, taking into
consideration unique considerations of transit vehicles compared to autos (e.g.,
pulling into and out of stops, longer gaps needed for left turns).
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Transportation Impact Analysis Guidelines 51 October 2014
40.2 Improvements to Address Other Project -Related Effects
Per the requirements set forth in Chapter 9, Project Conditions and Impacts/Effects, the TIA
Guidelines require Lead Agencies to analyze project effects on certain parts of the transportation
system for which no CMP standard or impact threshold has been established. For the bicycle and
pedestrian analysis of Project Conditions, a QOS-based methodology is required in certain situations
and a descriptive analysis is required in all cases (as described in Section 9.3). For the transit
analysis of Project Conditions, an analysis of transit vehicle delay, transit access and facilities is
required (as described in Section 9.2).
As no CMP standards or impact thresholds have been established for these modes, Lead Agencies
may opt to use this analysis in the TIA for informational purposes only. However, if the bicycle,
pedestrian and/or transit analysis shows that the project would degrade conditions for one or more of
these modes, the Lead Agency is encouraged to identify improvements that would reduce the effects.
Improvements may include, but are not limited to:
• Providing or improving sidewalks, providing pedestrian crossing facilities or pedestrian
wayfinding systems, or modifying intersections to shorten crossing distances (e.g., by
installing curb extensions);
• Providing additional bicycle lane markings at intersections, bicycle signage, and/or
increasing bicycle lane widths;
• Modifying signal timing and/or signal equipment for bicyclists and pedestrians;
• Adding a queue jump lane or bulb -out transit stop to address a congestion effect on transit
travel speed;
• Contributing to the implementation of Transit Signal Priority28 to address a congestion effect
on transit travel speed.
Some improvements to address congestion effects on transit travel speed may be feasible to
implement on a case-by-case basis, such as queue jump lanes and bulb -out transit stops, while some
measures would require closer coordination with VTA to determine whether an applicable project
exists, such as transit priority signal timing and dedicated transit lanes. In all cases, the Lead Agency
should consult with VTA to determine the feasibility of any improvement.
If the TIA includes queuing analysis (see Section 9.1.2) and finds that freeway ramp spillback will
occur, potential improvements include additional lanes (either HOV or mixed -flow) on ramps, or
restriping. If the Lead Agency proposes a change to freeway ramps, including ramp metering flow
rates, it should consult Caltrans. If the queuing analysis finds that spillback will occur at
intersections, potential improvements include lengthening turn pockets, restriping, or changes to
signal operations.
28 VTA will coordinate with the Lead Agency before implementing Transit Signal Priority.
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Transportation Impact Analysis Guidelines 52 October 2014
Chapter 11. Future Year Scenarios (Cumulative Conditions)
This chapter provides guidance for future year (Cumulative Conditions) scenario analysis for CMP
purposes. In general, the Cumulative Conditions scenario is analyzed as the combination of
Background Conditions (Existing Conditions + Approved Projects) + Expected Growth + Project.
Lead Agencies should note that future year/Cumulative Conditions scenarios may be defined
differently for CEQA documents than for TIAs. The analysis method that shall be used for preparing
a Cumulative Conditions Scenario in a TIA depends on the type of project under development or
planning effort underway, as well as the time horizon. Analysis methods for preparing a TIA for
near-term development projects, long-term development projects and long-term general planning
efforts are presented in this chapter. Definitions for terms used in this chapter are provided in
Appendix L.
11.1 Near -Term Development Project (occupancy within five years of approval)
Near-term development projects include most development projects encountered by local agencies as
part of their day-to-day operations. The development proposal for a near-term project, when
approved, will generally result in the granting of an entitlement for the construction of a specific type
and size development. A near-term project will usually be built and occupied within five years of
project approval.
The TIA Guidelines must be followed to analyze transportation impacts associated with near-term
specific development projects. For near-term development projects, Lead Agencies may use two
cumulative analysis scenarios for planning and information purposes: Opening Year/Short-Term and
Long -Term.
11.1.1 Opening Year/Short-Term Analysis
The opening year/short-term Cumulative Conditions analysis of a near-term development project
shall consist of an analysis of growth expected until the project is available for final occupancy. The
Lead Agency shall be responsible for determining the approach for calculating Expected Growth.
Expected Growth can be estimated in three ways:
a. Apply an annual growth rate to Background Conditions;
b. Estimate trips generated by other proposed development projects in the area; or
c. Apply an annual growth rate and estimate trips generated by other proposed development
projects in the area.
Data from the CMP Monitoring and Conformance Program can be used to estimate an annual traffic
growth rate for near-term developments. If other proposed development projects are expected to
generate more trips in the area than the estimated trips using a growth rate, then the Expected
Growth should be based on method (b) or (c) above.
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Transportation Impact Analysis Guidelines 53 October 2014
11.1.2 Long -Term Analysis
The Lead Agency may choose to conduct a long-term Cumulative Conditions analysis (e.g., over a
20 or 25 -year time horizon) for CEQA or local purposes. The Lead Agency shall be responsible for
determining the approach for calculating Expected Growth. In this case, Expected Growth is
typically analyzed in one of two ways:
a. Apply an annual growth rate to Background Conditions; or
b. Use information from a travel demand forecasting model for the Expected Growth in the
horizon year.
11.2 Long -Term Development Project (occupancy beyond five years from approval)
Long-term development projects include those that have a specific development proposal that is
expected to be built and occupied in more than five years from the date of approval. Due to this
project completion time, most long-term development projects are phased -development projects. The
following describes the analysis approach for a long-term project with full entitlement and a long-
term project with phased entitlement:
• Entire Project Granted Full Entitlement: If the entire long-term project is to receive
development entitlement, the TIA Guidelines must be followed to analyze transportation
impacts associated with the entire long-term project. This analysis shall set the likely
magnitude of mitigations required of the developer.
• Phased Project with Phased Entitlement: The approach to assessing the effects of a
long-term project where development entitlement will be phased consists of initially
completing a long-term analysis for the entire project at buildout. This analysis shall set
the likely magnitude of mitigations required of the developer. This may require the use
of a transportation demand model to assist in estimating traffic volumes or travel patterns
and conduct the analysis for the buildout scenario. The approach also consists of
following the TIA Guidelines to analyze transportation impacts for each phase of the
project.
With the analysis of each subsequent project phase after the first phase, the long-term analysis for
the entire project at buildout shall be re-evaluated. If conditions have not changed, the initial
mitigation measures for buildout conditions would remain valid. If conditions have changed, a
revised set of mitigation measures for buildout conditions would be developed. The advantage of this
approach is that it is unlikely that there will be significant unanticipated transportation impacts of the
project that the Member Agency itself will need to mitigate.
Use of the countywide transportation model developed and maintained by VTA or a local
transportation sub -model may be appropriate for the analyses of long-term development projects.
Refer to Section 5.3, Use of Transportation Models, for more information on modeling procedures
and consistency.
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Transportation Impact Analysis Guidelines 54 October 2014
11.3 Long -Term General Planning Efforts
Long-term general planning efforts typically include General Plan Amendments, General Plan
updates, Precise Plans and Specific Plans, which grant no entitlements for any specific development
project. In many cases, preparation of these planning efforts will require environmental review,
which will consider transportation. As long as a transportation analysis is being completed, VTA
recommends that the analysis be consistent with the TIA Guidelines to the extent possible.
Use of the countywide transportation model developed and maintained by VTA may be appropriate
for the analyses of long-term general planning efforts. Refer to Section 5.3 for more information on
modeling procedures and consistency.
In many cases, the transportation analysis for a long-term general planning effort may produce
freeway and arterial volumes, but there may not be enough data to perform detailed intersection -
level analyses. The analysis of intersection turning movements as part of a long-term general
planning effort analysis should recognize the difficulty in predicting specific travel patterns within a
long-term planning horizon. The Lead Agency may wish to supplement the analysis with other,
broader measures, such as percent of congested lane -miles, Vehicle Miles Traveled, changes in
mode share, and/or measures of network connectivity and distance to destinations for pedestrians
and bicyclists.
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Transportation Impact Analysis Guidelines 55 October 2014
PART IV — OTHER CONSIDERATIONS
Chapter 12. Special Project Types
12.1 Large or Unique Projects
Lead Agencies that are evaluating large or unique development projects such as arenas, stadiums,
large scale mixed-use developments, and large Transit -Oriented Developments (TODs), should
facilitate early coordination with the agencies whose jurisdictions will be affected by the projected
increased vehicle and person trips by using the TIA Notification Form. Examples of transportation
related areas that may require early coordination are trip assignment and trip distribution, assessment
of approved projects for the Background Conditions, and assumptions that maybe used to identify
mitigation measures and improvements.
12.2 Projects on a Jurisdiction Border
Similar to the early coordination process recommended for large or unique projects, a Lead Agency
evaluating a development project that is located near or on the city or county border and projected to
generate 100 or more net new peak hour trips, should coordinate with the adjacent jurisdiction(s) to
discuss transportation related issues such as assessment of existing conditions, trip assignment, trip
distribution, and mitigation measures and improvements as appropriate.
12.3 Multi -Agency Projects
For projects that extend in multiple jurisdictions such as shopping centers or large developments, the
Lead Agency should facilitate early coordination with the participating agencies. Examples of
transportation -related areas that may require early coordination are assessment of approved projects
for Background Conditions, assumptions for the travel demand model, and feasibility of and
responsibility for mitigation measures and improvements.
12.4 Projects Generating Large Numbers of Pedestrian, Bicycle or Transit Trips
For projects that generate unusually large volumes of pedestrian, bicycle or transit trips, it may be
necessary to include a quantitative analysis of demand and capacity for these modes. Examples of
typical land uses that may require a pedestrian, bicycle or transit capacity analysis are arenas and
stadiums, special event sites, large mixed-use developments and TODs, and schools.
The transit capacity analysis should consider the existing ridership and load factors of transit routes
near the proposed project, which can be obtained by consulting with VTA and other transit operators
that may be affected (e.g. Caltrain, ACE, etc.). If the new transit ridership generated by the project
causes the load factor of one or more transit routes to exceed the standard established by the
applicable transit agency, the project should contribute to transit improvements to enhance the
capacity of the affected route or provide alternative facilities.
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Transportation Impact Analysis Guidelines 56 October 2014
Projects that generate unusually large pedestrian or bicycle volumes should consider the effects of
those volumes on pedestrian or bicycle facilities. VTA recommends using a methodology that
accounts for pedestrian and bicycle capacity, spacing, and conflicts, such as the Highway Capacity
Manual 2010 methodology (Chapters 16 and 23), or similar methodologies. If the additional bicycle
or pedestrian volumes generated by the project would unreasonably degrade conditions on bicycle
and pedestrian facilities, the project should contribute to improvements to the conditions of the
affected facility or provide alternative facilities.
12.5 Transit Delay Analysis for Large Projects, General Plans and Areawide Plans
Large development projects, General Plan Amendments and updates, and area -wide plans should
include a more extensive quantitative analysis of transit delay than the analysis discussed in Section
9.2. VTA recommends using travel demand model data, when available, to estimate transit delay on
transit corridors within the project study area. If a travel demand model is not prepared for the
project, VTA recommends that transit delay be analyzed based on the methodology discussed in in
Section 9.2.
If increased transit vehicle delay is found in this analysis, the Lead Agency should work with VTA
to identify feasible transit priority measures near the affected facility and include contributions to
any applicable projects that improve transit speed and reliability in the TIA. Refer to Section 10.2
for more information on improvements to address congestion effects on transit travel times.
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Transportation Impact Analysis Guidelines 57 October 2014
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APPENDIX A: Sample Freeway Analysis Tables
TABLE A-1: SAMPLE OF FREEWAY ANALYSIS REQUIREMENT DETERMINATION
Freeway Segment
Direction Peak Hour Lanes Capacity Project Trips <1%
101 Capitol to Tully
NB AM 3 6600 45 yes
101 Capitol to Tully
NB PM 3 6600 40 yes
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines A-1 October 2014
TABLE A-2: SAMPLE OF FREEWAY ANALYSIS SUMMARY
Freeway
Segment
Direction
Peak
Hour
EXISTING
PROJECT
Lanes
Average
Seed
Volume
Density
LOS
Project
Tris
Density
LOS
% Impact
101
Capitol to Tully
SB
AM
2
45
2500
45.5
D
168
46.5
D
----
101
Capitol to Tully
SB
PM
3
25
4500
65.0
F
85
----
F
1.8%
101
Capitol to Tully
NB
AM
101
Capitol to Tully
NB
PM
101
Capitol to Tully
SB HOV
AM
1
----
----
----
----
----
----
----
101
Capitol to Tully
SB HOV
PM
0
101
Capitol to Tully
NB HOV
AM
0
101
Capitol to Tully
NB HOV
PM
1
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
Note: HOV lanes shall be analyzed if project trips are assigned to the HOV lane. See TIA Guidelines for details.
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Transportation Impact Analysis Guidelines A-2 October 2014
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APPENDIX B: TIA Notification Form
14T/' Congestion Management Program CMP ID:
Valley iransportation�Aathority Transportation Impact Analysis (TIA) NOTIFICATION FORM
Lead Agency:
This form sent to:
Lead Agency File Number:
Agency Name of Person(s)
❑ City of Campbell
Project:
❑ City of Cupertino
Project Size (SF or DU):
❑ City of Gilroy
Net New Trips:
❑ City of Los Altos
❑ Town of Los Altos Hills
Project Address:
❑ Town of Los Gatos
Analysis Periods:
❑ City of Milpitas
❑ City of Monte Sereno
Analysis Scenarios:
❑ City of Morgan Hill
Study Intersections:
❑ City of Mountain View
(continue in attachment if
necessary)
❑ City of Palo Alto
Study Freeway Segments:
❑ City of San Jose
(continue in attachment if
necessary)
❑ City of Santa Clara
Agency Contact:
❑ City of Saratoga
Telephone:
❑ City of Sunnyvale
E-mail:
❑ County of Santa Clara
Developer:
❑ Caltrans
Transportation Consultant:
❑ VTA
Form Prepared By:
Date:
* SF=square feet; DU=dwelling units
Note: The Lead Agency is encouraged to submit the draft TIA work scope along with this form when circulating it to
other agencies. Comments from interested agencies on the TIA scoping must be received by the Lead Agency within
15 calendar days of the mailing of this TIA Notification Form.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines B -I October 2014
Last updated 11/412014
APPENDIX C: Auto Trip Reduction Statement
Introduction
The Auto Trip Reduction Statement is intended to provide a concise summary of
automobile trip reduction efforts made by a project. It is intended only as a summary; any
automobile trip reductions claimed for the development must be fully documented and
justified in the TIA. Lead Agencies must complete an Auto Trip Reduction Statement for
all TIAs and include the Statement in the TIA Executive Summary, whether or not trip
reductions are claimed. Section 8.2 of the VTA TIA Guidelines describes three different
approaches to auto trip reduction in TIAs.
The Auto Trip Reduction Statement must describe trip reductions claimed in the trip
generation section of the TIA. It may also be used to describe additional trip reduction
efforts undertaken in order to mitigate project impacts. A Lead Agency may choose to
provide an initial Statement with the reductions that are used in the Project Conditions
analysis, and a revised statement with the final reductions reflecting mitigation measures.
Examples have been provided of Auto Trip Reduction Statements for typical projects
using the Standard, Peer/Study-Based and Target -Based trip reduction approaches.
Brief Guidelines for filling out the Auto Trip Reduction Statement
Project Auto Trip Generation — Specify trip generation methodology (ITE or Other). If
"Other" is selected, briefly describe methodology used. Refer to Section 8.1 for more
information about trip generation methodologies.
Auto Trip Reduction Approach — Specify the approach taken in the TIA. See section
8.2 for further information about the three approaches.
Standard Approach — List any reductions claimed based on the Standard Reductions
described in Table I of the TIA Guidelines. See Section 8.2.1 for further information.
Peer/Study-Based Approach — Document the project's Peer/Study-Based approach to
trip reduction, if applicable (see Section 8.2.3). This approach may be used to justify a
trip reduction based on a project's similarity to other projects with demonstrated trip
reductions or a project occupant's track record of reducing trips at other sites, or to
provide additional justification for trip rates based on local data collection efforts. The
"Basis of Reduction" box should note the starting point for the trip reduction claimed,
whether starting from ITE auto trip generation rates based on square footage or number
of units, or total person -trips based on employee/resident count. The "Total Reduction
Claimed" box should also reference the starting point. Note that in some cases the "Total
Reduction Claimed" box may not be applicable, depending on the methodology.
Target -Based Approach — Document the project's Target -Based approach, if applicable
(see Section 8.2.2). This approach may be taken when the project applicant has entered
into an enforceable agreement with the Lead Agency that limits the number of
automobile trips traveling to and from the project site. The "Description" should note the
starting point for the trip reduction claimed, whether starting from ITE auto trip
generation rates based on square footage or number of units, or total person -trips based
on employee/resident count. The "Total Reduction Claimed" box should also reference
the starting point. Note that in some cases the "Total Reduction Claimed" box may not
be applicable, depending on the methodology.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines C-1 October 2014
AUTO TRIP REDUCTION STATEMENT
UPDATED: October 2014
A::7.r'
n x r a
/4c a x a
Valley Trnnsportntion Authority
• Relevant TIA Section:
• Relevant TIA Section:
Project Name:
Location:
Description:
Size (net new):
D.U. Residential
Sq. Ft. Comm.
Acres (Gr.)
Density:
D. U. /Acre
Floor Area Ratio (FAR)
Located within 2000 feet walking distance of an LRT, BRT, BART or Caltrain station or major bus stop? Yes/No
• • •
• Relevant TIA Section:
O StandaO Peer/Study-Based
7betow
Complete Table Complete Table 8 below
Auto Trips Generated:
AM Pk Hr
PM Pk Hr
Total Weekday
Methodology (check one)
❑ ITE
0 Other (Please describe below)
Describe alternative trip generation methodology, if applicable
• •Relevant TIA Section:
O StandaO Peer/Study-Based
7betow
Complete Table Complete Table 8 below
O Target -Based
Complete Table C below
O None Taken
lig • • Relevant TIA Section:
Is the project required to meet any trip reduction requirements or targets? Yes/No If so, specify percent:
Reference code or requirement:
TRIP REDUCTION APPROACHES
• • • ' • Relevant TIA Section:
Type of Reduction
%Reduction
Total Trips
TOTAL REDUCTION CLAIMED
Trips
Specify AM,
Reduced
%
Tri s
Specify reduction. See Table 2 in TIA Guidelines
from ITE Rates
-Assumptions and methodologies used to develop the trip reduction
Daily
Daily
(AM/PM/Daily)
reduction
P
Transit
Specify AM,
PM, and/or
Specify AM,
PM, and/or
Mixed -Use
any
Daily
Financial Incentives
reduction
reduction
Shuttle
• Relevant TIA Section:
Basis of Reduction
TOTAL REDUCTION CLAIMED
Summarize basis of reduction, addressing:
%
Trips
Specify AM,
Specify AM,
-Data used to justify trip reduction rate
-Source(s) referenced
PM, and/or
PM, and/or
-Assumptions and methodologies used to develop the trip reduction
Daily
Daily
-How the trip reduction rate is appropriate for the proposed development
reduction
reduction
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines
C-2
October 2014
Last updated 11/4/2014
• • •
Relevant TIA Section:
Describe any bicycle/pedestrian improvements related to the project. Note both infrastructure (improvements to sidewalks, bicycle
facilities, etc.) and programs (subsidies, bike share, etc.)
Type of Reduction (check all that apply)
TOTAL REDUCTION CLAIMED
O % Trip Reduction
O % SOV mode share
O Trip Cap
%
Trips
If checked, state reduction here
If checked, state reduction here
If checked, state cap here
Specify AM,
PM, and/or
Specify AM,
PM, and/or
Relevant TIA Section:
Description
e.g., ITE auto trip generation rates based on square footage or number of units, total
Daily
Daily
person -trips based on employee/resident count
reduction
reduction
Time period for
Peak Hour
Peak Period
Full Day
p AM/PM
O AM,TM
O
reduction
Bicycle/Pedestrian Yes/No Relevant TIA Section:
Relevant TIA Section:
Describe any bicycle/pedestrian improvements related to the project. Note both infrastructure (improvements to sidewalks, bicycle
facilities, etc.) and programs (subsidies, bike share, etc.)
Parking Management
Yes/No
Relevant TIA Section:
O Enforcement
Describe any parking management strategies that would lead to reduced auto trips, such as parking pricing, parking cash -out,
unbundled parking, etc.
Transit
Yes/No
Relevant TIA Section:
Describe any transit service or access improvements that would lead to reduced auto trips, such as improved pedestrian connections
to transit, added shuttle service, etc.
Site Planning and Design
Yes/No
Relevant TIA Section:
Describe features of the site plan and design of the project that encourage walking, biking, and transit use, while discouraging solo
automobile trips.
TDM Program
Yes/No
Relevant TIA Section:
Describe any other TDM program elements at the site, such as: carpool/vanpool programs, emergency ride home service, trip
planning, on- site mobile services, etc.
•
Relevant TIA Section:
Have the project sponsor and Lead Agency agreed to any of the following measures?
O Monitoring
Describe.
O Enforcement
Describe.
O Data Sharing
Describe.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines C-3 October 2014
Last updated 11/4/2014
Example: Standard Reduction Approach
AUTO TRIP REDUCTION STATEMENT
5 0. N 7► C l A k 0.
UPDATED: October 2014 �JM.Valley Tra'nspo'rtation Authority
• • • Relevant TIA Section:
T Chapter 2: Project Description
Project Name: Baytown Apartment Complex
Location: Baytown, CA
Description: Construct 250 apartment units on a 5 -acre vacant site. Main complex entrance located 1,250 feet walking distance from
Baytown Light Rail Station.
Size (net new):
250 D.U. Residential
Sq. Ft. Comm.
Acres (Gr.)
Density:
50 D.U. /Acre
Floor Area Ratio (FAR)
Located within 2000 feet walking distance of an LRT, BRT, BART or Caltrain station or ajor bus stop?
Y
• • Relevant TIA Section:
C er 2: Project Description
tt� Trips Generated: 126 AM Pk Hr
15 Pk H 1639 Total Weekday
Methodology (check one) ✓ ITE
O Other ( e describe below)
Describe alternative trip generation methodology, if applicable'A^X1J0 I
F �
•INIZI 12_1 I• 'I I [6J0lr_-1:J:J RelevardlWA SNKW.
I Chapter 2: Project Description
✓ Standard
Complete Table A below
O Peer/Study-Based Target -Based
Complete Table e b pl to Table C below
O None Taken
Is the project required to meet any trip reduction r i o1Vargets? N
If so, specify percent: 11 rence code or requirement:
CTION APPROACHES
•Relevant
TIA Section:
Chapter 2: Project Description
7 Type9"ines
%Reduction
Total Trips
TOTAL REDUCTION CLAIMED
Specify AM,
Specify AM,
Reduced
• Source(s) referenced
PM and/or
Specify reduction. See Tabl
from ITE Rates
Daily
Daily
• How the trip reduction rate is appropriate for the proposed development
(AM/PM/Daily)
°
/°
Tris
p
Transit
Proximity to LRT (within 2000 ft walk)
9.0%
11/14/148
AM - 12
Mixed -Use
PM - 15
Financial Incentives
Unbundled Parking
0.50%
1/1/8
Daily - 156
Shuttle
• I • Relevant TIA Section:
Basis of Reduction
TOTAL REDUCTION CLAIMED
Summarize basis of reduction, addressing:
%
Trips
Specify AM,
Specify AM,
• Data used to justify trip reduction rate
• Source(s) referenced
PM and/or
PM and/or
• Assumptions and methodologies used to develop the trip reduction
Daily
Daily
• How the trip reduction rate is appropriate for the proposed development
reduction
reduction
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines C-4 October 2014
Example: Standard Reduction Approach
• Relevant TIA Section:
Chapter 7: Multimodal Evaluation
Type of Reduction (check all that apply)
TOTAL REDUCTION CLAIMED
O % Trip Reduction
O % SOV mode share
O Trip Cap
%
Trips
If checked, state % reduction here
If checked, state % reduction here
If checked, state cap here
Specify AM,
PM and/or
Daily
reduction
Specify AM,
PM and/or
Daily
reduction
Description
e.g., ITE auto trip generation rates based on square footage or number of units, total
person -trips based on employee/resident count
Time period for
reduction
Peak Hour
Peak Period
Full Day
M SpecifyAM, PM or both
O SpecifyAM, PM or both
O
Bicycle/Pedestrian Y Relevant TIA Section:
Chapter 7: Multimodal Evaluation
Fill sidewalk gaps on south side of project site
Pedestrian and bicycle crossing improvements at adjacent intersections: bicycle detector I , hig ibility ladder crosswalks
Bicycle parking: 85 spaces in locked section of garage, 20 outdoor spaces near building ent
Parking Management
Y
Relevant TIA Section: MChapter 9: TDM Plan
Unbundled parking: First parking space included in rent, $300/month for se ki ac
Transit
N
Relevant do
Site Planning and Design
Y elevant TIA Section:
Chapter 8: Site Access and Circulation
Building entrance oriented to face stre all publi laza
Mixed use pedestrian and bicycle p s within ect buildings
TDM Program
Relevant TIA Section:
Chapter 9: TDM Plan
On-site transit and alternative travel 14WR16tion kiosk
Unbundled parking as noted above
• Relevant TIA Section:
Have the project sponsor and Lead Agency agreed to any of the following measures?
O Monitoring
Describe.
O Enforcement
Describe.
O Data Sharing
Describe.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines C-5 October 2014
Example: Peer/Study Based Reduction Approach
AUTO TRIP REDUCTION STATEMENT
S AN T A t 1 A R A
UPDATED:OCtOber2014 %�w ValleyTransportationAuthority
•Relevant TIA Section:
Chapter 2: Project Description
7Nme: hnology Office Expansion
, CAppce
1.4 Million SF of office space in one building with 1.5 Million SF of office in one building and 620 KSF of R&D space
in another building, on a 49 -acre site.
Size (net new):
D.U. Residential
720,000 Sq. Ft. Comm.
Acres (Gr.)
Density:
D. U. /Acre
1.0 Floor Area Ratio (FAR)
Located within 2000 feet walking distance of an LRT, BRT, BART or Caltrain station or ajor bus stop?
I N
Relevant TIA Section:
apter rip Generation and Distribution
s Generated: 1,316 AM Pk Hr
7Methodology
None Taken
1,35 Pk H 14769 Total Weekday
(check one) O ITE
✓ Other e describe below)
ycounts at existing 1.4 Million sf office space were used to calculate p e
employees projected for the new office space.
ra hese rates were multiplied by net new
• Releva Se
•7Standard
Chapter 3: Trip Generation and Distribution
O ✓ Peer/Study-Ba d O arget-Based 7-5
Complete Complete Table 8 b C plete Table C below
None Taken
Section:
Is the project required to meet any trip redu ion re it fer targets? N
If so, specify percent: JJ erence code or requirement:
I / TRS REDUCTION APPROACHES I
• •
Relevant TIA Section:
Basis of Reduction
7generationtudies
Type of Red n
7_SP1`fy reduction. See Table 2 in TIA Guidelines
%ReductionTotal
from ITE Rates
Trips
Reduced
(AM/PM/Daily)
TOTAL REDUCTION CLAIMED
%
Tri s
P
Transit
existing TDM program will be expanded to the expanded campus.
mode share
Specify AM,
PM and/or
Daily
reduction
SpecifyAM,
PM and/or
Daily
reduction
Mixed -Use
Financial Incentives
Shuttle
lip
111111111111111111 Relevant TIA Section:
Chapter 3: Trip Generation and Distribution
Basis of Reduction
7generationtudies
TOTAL REDUCTION CLAIMED
were conducted at the existing campus. The rates used in the TIA are based on
%
Trips
poyees rather than building square footage and assume that Technology Employer's
30% non -SOV
existing TDM program will be expanded to the expanded campus.
mode share
for all AM and
PM peak hour
trios
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines C-6 October 2014
Example: Peer/Study Based Reduction Approach
• • •
Relevant TIA Section:
I Relevant TIA Section:
Type of Reduction (check all that apply)
TOTAL REDUCTION CLAIMED
O % Trip Reduction
O % SOV mode share
O Trip Cap
%
Trips
If checked, state % reduction here
If checked, state % reduction here
If checked, state cap here
Specify AM,
PM and/or
Daily
reduction
Specify AM,
PM and/or
Daily
reduction
Description
e.g., ITE auto trip generation rates based on square footage or number of units, total
person -trips based on employee/resident count
Time period for
reduction
Peak Hour
Peak Period
Full Day
O Specify AM, PM or both
O Specify AM, PM or both
O
Bicycle/Pedestrian
I Y
I Relevant TIA Section:
Chapter 9: Multimodal Evaluation
Improve off -campus bicycle facilities: Connect bicycle lanes on Woodland Lane to campus main trance
- Construct curb extensions at intersection of Woodland Lane and Techville Avenue (at corner ite) to shorten pedestrian crossing
distance
- Bike lockers (275) in parking garage, 75 short-term bicycle parking spaces outside main entr
Parking Management
I N
I Relevant TIA Sectio
Describe any parking management strategies that would lead to reduceaautol c arkin icing, parking cash out, unbundled
parking, etc.
Transit
Y
Relevan
Chapter 9: Multimodal Evaluation
Long-distance private commuter shuttles
Financial contribution to shuttle service to nearest Caltrain st wn Techville)
Transit subsidy for commuters: VTA Eco Pass and C Go Pas vide at no cost on ongoing basis
Site Planning and Design
elev t TIA Section:
Chapter 10: Site Access and Circulation
Parking located far from work areas to discou a drivin or commuting
Long-distance commuter shuttle an a p and drop-off at main building entrance
TDM Program
Relevant TIA Section:
Chapter 11: TDM Plan
Carpool matching service provide I ployees
Flexible work schedules and telecomm mg encouraged as company policy
On-site amenities (free cafeteria, coffee stand, dry cleaning pick-up and drop-off)
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines C-7 October 2014
Relevant TIA Section: Chapter 11: TDM Plan
7theproject nsor and Lead Agencyagreed to any of the following measures?
Annual monitoring via driveway surveys and employee TDM surveys will be conducted by outside
consultants and reported to City of Techville.
O Enforcement
✓ Data Sharing
City of Techville will share annual monitoring reports with VTA after staff approval of reports.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines C-7 October 2014
Example: Target -Based Reduction Approach
AUTO TRIP REDUCTION STATEMENT
S AN T A t 1 A R A
UPDATED: October 2014 %Mw Vude`yTrunsportationAuthority
•ection:
Chapter 3: Project Description
7Nme-:,.L,.,,g, Company Campus Expansion
, CApelop
9 acre site into two office buildings totalling 470,000 sf of office with structured parking, to replace four existing
buildings totalling 123,000 sf of office space and surface parking, resulting in 347,000 sf of net new growth.
Size (net new):
D.U. Residential
347,000 Sq. Ft. Comm.
Acres (Gr.)
Density:
D. U. /Acre
1.2 Floor Area Ratio (FAR)
Located within 2000 feet walking distance of an LRT, BRT, BART or Caltrain station or ajor bus stop?
I Y
• • Relevant TIA Section:
C er 3: Project Description
erated: 507 AM Pk Hr
7Meth,d,17ogy
46 Pk H 3,477 Total Weekday
heck one) ✓ ITE
O Other se describe below)
Describe alternative trip generation methodology, if applicable
F �
• • • • • Releva IA
Chapter 3: Project Description
arget-Based
O Standard O Peer/Study-Based NPTte
Complete Table A below Complete Table B bXN Table C below
O None Taken
• • •11111 RelAill7WWction: Chapter 2: Existing Conditions
Is the project required to meet any trip reduction r ui o rgets? Y
If so, specify percent: Daily -% erence code or requirement: Treeview Business Park Specific Plan (2013)
Peak Hou 30%
I A& TfW- 'SUCTION APPROACHES I
•
Relevant TIA Section:
Basis of Reduction
Type of Re
7Specifyduction. See Table 2 in TIA Guidelines
%Reduction
from ITE Rates
Total Trips
Reduced
(AM/PM/Daily)
TOTAL REDUCTION CLAIMED
°
/°
Trips
Transit
• Source(s) referenced
PM and/or
SpecifyAM,
PM and/or
Daily
reduction
SpecifyAM,
PM and/or
Daily
reduction
Mixed -Use
Daily
• How the trip reduction rate is appropriate for the proposed development
Financial Incentives
reduction
Shuttle
lip
• Relevant TIA Section:
Basis of Reduction
TOTAL REDUCTION CLAIMED
Summarize basis of reduction, addressing:
%
Trips
SpecifyAM,
SpecifyAM,
• Data used to justify trip reduction rate
• Source(s) referenced
PM and/or
PM and/or
• Assumptions and methodologies used to develop the trip reduction
Daily
Daily
• How the trip reduction rate is appropriate for the proposed development
reduction
reduction
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines C_g October 2014
Example: Target -Based Reduction Approach
• • •
Relevant TIA Section:
Chapter 3: Project Description
Type of Reduction (check all that apply)
TOTAL REDUCTION CLAIMED
✓ % Trip Reduction
O % SOV mode share
O Trip Cap
%
Trips
Daily - 205yo, Beak Hour - 30%
If checked, state % reduction here
If checked, state % reduction here
AM: -30%
AM: - 152
Y
Target reduction based on ITE trip generation estimates for Large Company site.
Description
Reduction taken in compliance with Treeview Business Park Specific Plan (2013).
PM: - 30%
PM: - 467
Y TIA Section:
Chapter 7: Site Circulation and Access
Daily: -20%
Daily: - 695
—
Relevant TIA Section:
Chapter 8: TDM Program
Carpool matching provided for alto
IF
- Telecommuting encouraged
Time period for
Peak Hour
Peak Period
Full Da Y
Both
Yes
reduction
Bicycle/Pedestrian
I Y
I Relevant TIA Section:
Chapter 8: Multimodal Evaluation
- Improving project's street frontage with wider sidewalks and landscape buffer with street treest elp offset effect of increased auto
traffic
- Bike lockers (58), showers (2), pumps and tools provided in bicycle center (Building A), pluobile cle repair services 1x/week
- Free bike share program for em to ees travelingbetween build in s and within Treeview Bu ark
Parking Management
N
Relevant TIA Section
✓ Data Sharing
parking icing, parking cash -out, unbundled
Describe any parking management strategies that would lead to reduaec.
parking, etc.
Transit
Y
RelevaChapter
8: Multimodal Evaluation
Vanpool service provided to all employees
- FreeCaltrain and VTA passes provided to employees on an o i i IV
Site Planning and Design
Y TIA Section:
Chapter 7: Site Circulation and Access
- Multi -use paths between buildings designed t ncour bicycle and pedestrian travel on campus
'Al -
TDM Program Y
—
Relevant TIA Section:
Chapter 8: TDM Program
Carpool matching provided for alto
IF
- Telecommuting encouraged
- Guaranteed ride home program
Relevant TIA Section:
Chapter 8: TDM Program
7th,,itprrj7,rtponsor and Lead Agency agreed to any of the following measures?
Monitoring agreement with City of Treeview: quarterly trip generation monitoring via driveway
counts for first two years of full occupancy, annual monitoring thereafter.
✓ Enforcement
City of Treeview will assess a $1000 per -trip fee for vehicle trips that exceed peak hour or daily trip
generation estimated in TIA.
✓ Data Sharing
Monitoring reports will be made available to VTA after City of Treeview staff approval.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines C-9 October 2014
APPENDIX D: Alternative Trip Generation
Resources
Introduction
Chapter 8 of the TIA Guidelines presents several trip generation methodologies that may
be appropriate for development projects in Santa Clara County. Typically, Lead Agencies
rely on trip generation rates published by the Institute of Transportation Engineers (ITE).
In some cases, however, the published ITE trip generation rates are based on very limited
data. There are at least four cases in which the Lead Agency should consider using use
alternative sources for trip generation rates:
• When ITE data is insufficient (e.g. small sample size, not statistically valid);
• When a project's specific land use is not covered by the ITE manual or is known
to show trip generation characteristics that differ from the categories covered in
the ITE manual;
• When the land use context, such as high-density infill or development adjacent to
transit, is not addressed by the ITE manual;
• When the project includes a mix of land uses (mixed-use development type).
Professional judgment should always be used when selecting a trip generation
methodology. When using trip rates from any of the alternate trip generation
methodologies identified in Chapter 8 and in this appendix, the Lead Agency shall
include in the TIA Report a full description of the trip generation methodology used and
a summary of all inputs and assumptions.
This appendix includes information on the research and practice basis of several
alternative trip generation methodologies identified in the TIA Guidelines. Table D-1,
next page, provides an overview of trip generation methods and tools identified in the
TIA Guidelines. The following pages present profiles that may be helpful to Lead
Agencies selecting between methodologies.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines D- I October 2014
TABLE D-1: SUMMARY OF TRIP GENERATION METHODOLOGIES AND TOOLS
Tool/
Tool Type
Project Type/
Validation
Level
of
Outputs
Notes
Method
Context
Locations
Effort
City of San
Rate Table
Typically used
National
For alternative rates, seek approval
Josh
and
for projects in
San Diego,
Low
N/A
from City of San Jose staff
Guidelines
San Jose
Other
• Internal trip capture
Recommended for developments of
Spreadsheet
Mixed use
Georgia
•External trip mode
up to 300 acres; not recommended for
NCHRP 684
tool
developments
and Texas
High
split
larger developments, suburban
. AM peak, PM peak,
activity centers or new towns
and Daily periods
National
• Internal trip capture
Sensitive to 7D's (land use
Spreadsheet
Mixed use
with a
• External trip mode
characteristics); combined
EPA MXD
tool
developments
California
High
split
MXD/NCHRP 684 model has been
emphasis
• AM peak, PM peak,
adapted for use in several TIAs in
and Daily periods
Santa Clara County
Trip
Site within a
• Internal trip capture
This was developed for "Smart
SANDAG
Generation
Priority
• External trip mode
Growth Opportunity Areas„ in San
MXD
table with
Development
San Diego
High
split
Diego, but may be appropriate for use
Spreadsheet
Area
• AM peak, PM peak,
in the Priority Development Areas in
tool
and Daily periods
Santa Clara County.
Required by BAAQMD for air quality
Model with
Air quality
• Criteria pollutant and
analysis. Not recommended as
CaIEEMod
option to
analysis for
California
Med.
greenhouse gas (GHG)
primary source for trip generation, but
adjust rates
any site
emissions
may be useful as supplemental
resource for justification of trip
reductions.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines D'2 October 2014
TABLE D-1: SUMMARY OF TRIP GENERATION METHODOLOGIES AND TOOLS
Tool/
Method
Tool Type
Project Type/
Context
Validation
Locations
Level
of
Effort
Outputs
Notes
Site within 1/2
San
May be a resource to help justify a
MTC
Mode share
to 1 mile of
Francisco
Low
N/A
reduction in trip generation rates
STARS
tables
rail or ferry
Bay Area
based on non -auto mode share data.
stops
Single use
• Reduction to ITE rate
For use only with a single land use
Caltrans/
Spreadsheet
sites within
. Adjustment can be
that is part of a multi -use site, and
UC Davis
tool
smart growth
California
Low
applied to AM peak,
only at sites located in smart -growth
PM peak, and Daily
areas. Other limitations may apply —
areas
rates
I see documentation.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines D-3 October 2014
Methodology Profiles
City of San Jose Trip Generation Rates
The City of San Jose maintains a Traffic Impact Analysis Handbook which includes a set of trip
generation rates based on the Institute of Transportation Engineers (ITE) Trip Generation report,
San Diego Traffic Generators, data from other agencies and publications, reports and estimates.
ITE rates and rates obtained through surveys of similar land uses may also be used when
appropriate. The trip generation rates provided in the tables do not account for mixed use
environments or proximity to transit, however the City of San Jose TIA Handbook allows for
standard reductions to trip generation using the VTA methodology included in VTA TIA
Guidelines. The City of San Jose has final authority to approve the trip generation rates used in
the TIA analysis.
— City of San Jose. Traffic Impact Analysis Handbook. 2009. San Jose, California: Author.
https: //www.sanioseca.govIDocumentCenter/View/4366
NCHRP 684 — Enhancing Internal Trip Capture Rate for Mixed -Use Development
The National Cooperative Highway Research Program (NCHRP) Report 684, Enhancing
Internal Trip Capture Estimation for Mixed -Use Developments, analyzed the internal -capture
relationships of mixed use sites and examined the travel interactions among six individual types
of land uses: office, retail, restaurant, residential, cinema, and hotel. The study looked at three
master -planned developments in Georgia and Texas to ascertain the interactions among these six
land use types within each of the sites. The study considered site context factors and described
percentage reductions in site -wide traffic generation that might result from the availability of
transit service and other factors. Researchers then verified analysis results by comparing them to
trip generation for three earlier ITE studies at Florida mixed use sites. The validation confirmed
that the estimated values were a reasonable match for observed traffic. The interaction
percentages among the land use types are then used to discount ITE trip -generation rates by the
number of trips that would remain internal to the project site due to the presence of multiple land
uses.
The tool provides peak period trips and requires the user to input mode split, vehicle occupancy
by land use, and distance between land uses. Researchers recommend its use for developments of
up to 300 acres, but do not recommend use of this method for larger developments, suburban
activity centers or new town types of development. This method could be used for mixed-use
developments in an urban context, including station area plans or transit oriented developments.
Recently findings from this study and the MXD tool developed by EPA were combined into one
comprehensive tool — MXD+. (See below.)
— National Cooperative Highway Research Program. (2011). NCHRP Report 684: Enhancing
Internal Trip Capture Estimation for Mixed -Use Developments. 2011. Washington, D.C.:
Transportation Research Board, National Research Council.
http://onlinepubs.trb.or /oepubs/nchrp/nchrp rpt 684.pdf
— Walters, J., B. Bochner, R. Ewing. (2013). Getting Trip Generation Right: Eliminating the
Bias Against Mixed Use Development. American Planning Association: Planning Advisory
Service Report, May 2013. Chicago, Illinois: American Planning Association.
http: //asap. feh ran dpeers. com/wp-
content/uploads/2012/05/APA PAS May2013_GettinL�TripGenRight.pdf
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MXD Model — US EPA
This spreadsheet tool is based on a robust national sample of 239 mixed-use developments in six
metro areas and has been validated at 40 sites, mostly in California. The tool applies elasticities
for transportation behavior response to land -use variables from peer-reviewed literature. It is
sensitive to 7 "D's" factors: density, diversity, design, distance from transit, destination
accessibility, development scale, and demographics. More recently, a tool has been developed
that combines the EPA MXD model with the National Cooperative Highway Research Program
Report 684 (see above). The combined EPA/NCHRP MXD model has been adapted for use in
several transportation impact analysis studies in Santa Clara County, including the Apple
Campus II EIR, the Lawrence Station Area Plan for the City of Sunnyvale, as well as a number
of impact analysis projects in other Bay Area counties.
— Ewing, et al. (2011). Traffic Generated by Mixed -Use Developments — A Six Region Study
Using Consistent Built Environment Measures. Washington, D.C.: United States
Environmental Protection Agency. hg2://www.epa.gov/dced/mxd tripgeneration.html
— Walters, J., B. Bochner, R. Ewing. (2013). Getting Trip Generation Right: Eliminating the
Bias Against Mixed Use Development. American Planning Association: Planning Advisory
Service Report, May 2013. Chicago, Illinois: American Planning Association.
http://asap.fehrandpeers.com/wp-
content/uploads120121051APA PAS May2013_GettingTripGenRight pdf
— Alameda County Transportation Commission. (2013). 2013 Congestion Management
Program Update. Appendix K. Oakland, California: Author.
http://www.alamedactc.org/app pages/view/5224
SANDAG Traffic Generation Manual & Trip Generation for Smart Growth
The San Diego Association of Governments (SANDAG) published the San Diego Traffic
Generators Manual in 2000, which includes trip generation rates based on traffic counts
collected at four to seven sites for each land use category provided within the manual. In 2010,
SANDAG released Trip Generation for Smart Growth: Planning Tools for the San Diego Region
as a supplement to the manual in order to provided reductions for mixed use that accounted for
the specific context of a site.
The study resulted in a spreadsheet tool which is based on the MXD tool developed for EPA (see
above), but modified for use by SANDAG. The study validated the MXD tool for use within the
San Diego region by comparing the method's trip generation estimates to actual travel data from
twenty of the region's Smart Growth Opportunity Areas (SGOAs) and six smaller mixed-
use/transit-oriented development (TOD) sites. Travel data for a representative group of SGOAs
was compiled from the SANDAG 2006 Regional Household Travel Behavior Survey and 24
hour counts were conducted for use in the study. Based on observed data, the MXD tool was an
excellent predictor of external vehicle trips generated by smart growth development.
SANDAG's SGOAs are similar to Priority Development Areas (PDAs) as planned for in the San
Francisco Bay Area's Regional Transportation Plan and Sustainable Communities Strategy, or
One Bay Area Plan. This tool could be useful for developments within PDAs as it has been
refined for this type of focused growth.
— San Diego Association of Governments. (2010). Trip Generation for Smart Growth:
Planning Tools for the San Diego Region. San Diego, California: Author.
http: //www.sanda.00rg/index. asp?proiectid= 334& fuseaction=projects. detail
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CaIEEMod — CAPCOA/BAAQMD
The California Emissions Estimator Model (CaIEEMod) was released by the California Air
Pollution Control Officers Association (CAPCOA) and is used by the Bay Area Air Quality
Management District (BAAQMD) for determining air quality conformity. The tool calculates
vehicle trips and vehicle miles traveled (VMT) in order to estimate air pollution and greenhouse
gas emissions arising from development. ITE Trip Generation (8th Edition) trip generation rates
are used as default in the program, although users have the option to manually add rates. Trip
types are broken down by residential and commercial trips. Residential trips include home -work,
home -shopping and home -other trips. The trip type breakdown is from the 1999 Caltrans
Statewide Travel Survey; however, users can overwrite these inputs if sufficient justification for
alternative sources of data (e.g., project -specific traffic study) can be provided. The tool also
identifies a number of mitigation measures that can be chosen by the user, such as changes to
land use, parking policies, transportation systems management and transportation demand
management that can be used to reduce the resulting VMT. It should be noted, however, that the
CaIEEMod trip model does not produce detailed trip generation estimates or output reductions to
vehicle trips, but rather reductions to VMT. The tool may be therefore be most appropriate for
analyses that primarily examine VMT rather than peak -hour trip generation.
— California Air Pollution Control Officers Association (CAPCOA). (2013). California
Emissions Estimator Model Users Guide. http://www.caleemod.com/
Station Area Resident Survey — MTC
The Metropolitan Transportation Commission (MTC) Station Area Residents Survey (STARS)
was conducted in 2006. It characterizes the demographic and travel characteristics of transit
station area residents in the San Francisco Bay Area. A GIS analysis was conducted using
county -level results from the 2000 Bay Area Travel Survey to group residents based on
population density and their proximity to rail or ferry stations. MTC's website provides tables
showing mode split by population densities and proximity to rail and ferry stops. The STARS
tables can be used to help justify a reduction in trip generation rates based on actual survey data
for Santa Clara County that shows residents near transit have higher non -auto mode shares.
— Metropolitan Transportation Commission (MTC). (2006). Characteristics of Rail and Ferry
Station Area Residents in the San Francisco Bay Area: Evidence from the 200 Bay Area
Travel Survey. Oakland, California: Author.
http://www.mtc.ca.goElplanninglsmart growth/stars/
— Alameda County Transportation Commission. (2013). 2013 Congestion Management
Program Update. Appendix K. Oakland, California: Author.
http://www.alamedactc.org/app pages/view/5224
California Smart Growth Trip Generation Tool — Caltrans/UC Davis
This spreadsheet tool provides ITE rate adjustment factors based on a database of vehicle trip
counts and site/context data for a sample of 50 smart growth sites in California. The tool can be
used for daily or peak rates. The tool was validated at 11 mixed-use sites for the AM peak period
and 13 mixed-use sites for the PM peak period. Rates are based on density, land use mixture,
regional location, transit service, and parking. The research team defined specific criteria that
should be met in order to apply the model, which can be found in the California Smart -Growth
Trip Generation Rates Study report cited below. Resulting models are only appropriate for
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Transportation Impact Analysis Guidelines D-6 October 2014
analysis for a single land use that is part of a multi -use site, and only at sites located in smart -
growth areas. (UCSD, 2013 p. 10) For example, for residential development analysis, the input
for the tool is the number of dwelling units for an entire residential -only site or targeted
residential use within a multi -use building or multi -use site.
— University of California, Davis for the California Department of Transportation. (2013).
California Smart -Growth Trip Generation Rates Study.
http://ultrans.its.ucdavis.edu/"projectsl smart-growth-triy-generation
— Alameda County Transportation Commission. (2013). 2013 Congestion Management
Program Update. Appendix K http://www.alamedactc.org/ap pales/view/5
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APPENDIX E: ITE Methodology for Applying Pass -
By and Diverted Linked Trip Reductions
ITE Methodology for Applying Pass -by and Diverted Linked Trip Reductions
The Institute of Transportation Engineers methodology for applying pass -by and diverted linked
trip reductions should be used in TIAs and is summarized below.1
1. Obtain peak hour traffic volumes passing the project site driveway(s) in both
directions for a two-way street or the travel direction on a one-way street.
2. Obtain driveway volumes entering and exiting the site. The driveway volumes are
determined from the project size and trip rates.
3. For each driveway, calculate the number of pass -by and diverted linked trips by
multiplying the total number of project trips by the appropriate reduction percentage.
(Other methods may be used to determine the reduction. See Chapter VII of ITE's
Trip Generation report.) Note that reductions for pass -by trips often differ from those
for diverted linked trips.
4. Determine the trip distribution on roadways adjacent to the site for pass -by trips, and
determine the trip distribution on roadways that would be used by diverted linked
trips.
5. Determine pass -by and diverted linked trip distribution based on the volume of
traffic passing the driveway in both directions.
6. Assign pass -by and diverted linked trip volumes to the driveway based on the
distributions calculated in Step 5 above. These trips should also be analyzed on the
street system to accurately reflect the turning movements necessary to access the site.
Figure C-1 illustrates the application of the pass -by trip methodology. Diverted linked trips are
not included in this example but should be analyzed in TIAs. In Figure C-1, the 50 pass -by trips
should be examined in the context of the turning movements already handled by existing
facilities. For example, can the existing left turn pockets and/or signal timing accommodate the
eight additional U-turns added by the project?
1 Institute of Transportation Engineers, Trip Generation Handbook, 2nd Edition, 2004, Chapter 5, pp. 29-82.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines E-1 October 2014
Figure C-1: Application of Pass -by Trips
(Note: Diverted linked trips are not included in this example but should be analyzed in TIAs.)
Base Peak Hour Traffic Volumes on Street
420 VPH Southbound
80 VPH Northbound
Total Project Trips
200 VPH In
200 VPH Out
Pass -by Trips = 25%
50 VPH In
50 VPH Out
Based on Base Volumes (84% SB, 16% NB)
Southbound Pass -by Trips = 42 VPH
Northbound Pass -by Trips = 8 VPH
Project
Site
N
80
KEY
Southbound Pass -by Trips
Northbound Pass -by Trips
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Transportation Impact Analysis Guidelines E-2 October 2014
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APPENDIX F: Transit Delay Analysis Resources
Introduction
To provide a more meaningful and relevant analysis of project effects on transit service, the 2014
TIA Guidelines shifted a portion of the transit analysis requirements from a capacity -based to a
delay -based approach for most projects. The TIA Guidelines require basic analysis of project
effects on transit vehicle delay and on transit access and facilities near the project site. For large
or unique projects that are likely to generate high numbers of transit trips, the Guidelines
recommend a transit capacity analysis as well as the delay analysis. The following section
provides additional information on the research and professional practice basis of the transit
delay analysis requirement.
Transit Delay Analysis Overview and Methodology
Current research thoroughly documents the impacts of roadway congestion on transit
performance. Traffic congestion has negative impacts on bus travel time and service reliability
(McKnight et al. 2003) (Perk et al. 2008).This congestion also leads to higher operational costs
for the transit provider due to more vehicle hours in service for the transit vehicle (McKnight et
al. 2003).
To date, some Transportation Impact Analysis (TIA) reports in Santa Clara County have
examined transit delay as part of the analysis of a proposed land use development or general
planning effort.
The Apple Campus II TIA (2013) examines transit delay due to increased traffic from the
proposed development. The TIA found that project traffic will result in increased congestion at
intersections, which will increase travel time for transit vehicles. The project is also likely to
indirectly increase transit ridership. This is due to the conversion of current auto trips in the
project area to transit trips to avoid increased roadway congestion. Near the project site, this will
affect bus routes traveling in the vicinity. To mitigate this impact, the TIA proposed improving
amenities at bus stops near the project site by adding elements such as shelters, benches, and
lighting.
The San Antonio Village Phase II TIA (2014) also examines transit delay due to increased traffic
from future development. The TIA found that the project will increase congestion on the
surrounding roadway network, which will also increase travel time for transit vehicles.
Intersection capacity improvements are proposed to mitigate impacts due to project traffic; these
capacity improvements will also benefit transit vehicles. Transportation Demand Management
(TDM) policies for the project will also reduce the number of trips during the peak hour, which
will further reduce impacts due to project traffic on the roadway network used by transit.
In addition to being evaluated in published TIA Reports, transit delay analysis is required or
encouraged in several technical guidelines and policy documents in the San Francisco Bay Area,
notably Alameda County TIA Technical Guidelines and the City of San Jose's General Plan.
The Alameda County Transportation Commission has a requirement for analyzing transit delay
as part of its 2013 Congestion Management Program TIA Technical Guidelines. This
requirement states that "The analysis should evaluate if vehicle trips generated by the project will
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Transportation Impact Analysis Guidelines F -I October 2014
cause congestion that degrades transit vehicle operations. Analysis may be qualitative and may
be based on auto traffic circulation analysis."
The Envision San Jose 2040 Plan, published by the City of San Jose in 2011, is a General Plan
for development and smart growth in the City. The plan provides goals and policies for many
different aspects of development, including land use and transportation. In the Environmental
Impact Report for the plan, the City analyzed the effects of future proposed growth in the plan on
transit travel times and speeds along 14 key corridors, referred to as "Grand Boulevards." These
key corridors connect city neighborhoods and serve as primary routes for public transit vehicles.
Transit vehicles are given priority in the roadway design over automobiles, trucks, and other
vehicles. The plan also details what transit impacts would be considered significant, including
when they would:
• Disrupt existing, or interfere with planned transit services or facilities;
• Cause the average speed on a transit priority corridor (referred to as a Grand Boulevard in
the General Plan Update's Draft Circulation Element) to drop below 15 mph or decrease
by 25% or more during the AM peak hour; or.
• Cause a transit priority corridor with an existing average speed below 15 mph to decrease
by one mph or more during the AM peak hour.
A TIA in the City of San Jose could implement these policies by evaluating delay to transit
vehicles as a result of project -related congestion.
References
• Alameda County Transportation Commission. (2013). Congestion Management
Program 2013. Oakland, California: Author.
• City of San Jose. (2011). Program Environmental Impact Report for the Envision San
Jose 2040 General Plan. San Jose, California: Author.
• McKnight, C. E., H. S. Levinson, K.. Ozbay, C. Kamga, R. E. Paaswell. (2003).
Impact of Congestion on Bus Operations and Costs. New York City: Region 2
University Transportation Research Center.
• Perk, V., J. Flynn, J. Volinski. (2008). Transit Ridership, Reliability, and Retention.
Tampa, Florida: National Center for Transit Research.
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APPENDIX G: Pedestrian and Bicycle Quality of
Service Analysis Resources
Introduction
To provide a more meaningful and relevant analysis of project effects on pedestrian and
bicycle conditions, the 2014 TIA Guidelines shifted a portion of the pedestrian and
bicycle analysis requirements from a capacity -based to a Quality of Service (QOS)-based
approach for most projects. For large or unique projects that are likely to generate high
numbers of pedestrian or bicycle trips, the Guidelines recommend a capacity analysis as
well as the QOS analysis.
For additional detail on bicycle and pedestrian analysis, refer to Chapter 5, Section 9.3
and Chapter 12 of the TIA Guidelines. The following section provides additional
information on the research and professional practice basis of the pedestrian and bicycle
QOS analysis requirement.
This appendix provides selected QOS methodologies that TIA preparers may find useful
for evaluating bicycle and pedestrian conditions. This summary is adapted from materials
prepared by Fehr & Peers in their MMLOS Toolkit.
At a minimum, methodologies used to evaluate bicycle and pedestrian QOS should:
• Directly address bicycling and/or walking
• Measure factors that can be addressed by project sponsors and/or Lead Agencies
(such as sidewalk widths, presence of bicycle lanes, signal operations, etc.)
• Be readily adaptable for use in Santa Clara County
VTA has not evaluated all of these methodologies in depth and does not recommend one
methodology over another. The methodologies described below address different
priorities and some may be more appropriate than others for specific projects. In some
cases, the TIA preparer may need to calibrate or otherwise adapt a methodology to better
reflect local conditions. Quality of Service methodologies continue to be developed, and
other methodologies not included in this appendix may be more appropriate than those
presented here, depending on the nature of the project. Over time, VTA and its Member
Agencies may revisit these methodologies and provide further guidelines for TIA
preparers. Therefore, professional judgment should be applied when selecting a QOS
methodology for TIAs.
Table G-1, next page, summarizes major features of the methodologies presented in this
appendix.
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TABLE G-1: OOS METHODOLOGIES COMPARISON
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Transportation Impact Analysis Guidelines G-2 October 2014
Analysis Level
Project Type
Mode
Data
Street
Intersection
General
Development
Pedestrian € Bicycle
MethodologyReference
Required
9
Se ment
g
Plan
City of Charlotte Urban Street
Charlotte Bicycle and
X
X *
X X
Medium
Design Guidelines, Appendix
Pedestrian LOS
B
Pedestrian/Bicycle
San Francisco Dept of Public
Environmental
X X
X *
X X
High
Health, Bicycle and Pedestrian
Quality Index
Environmental Quality Index
HCM 2010 Bicycle
HCM 2010: Highway Capacity
X X
X *
X X
Hi h
g
and Pedestrian LOS
Manual
Layered Network
LA Street Classification and
X
X
X X
Varies
Approach
Benchmarking System, 2010.
Mekuria, Furth and Nixon,
Level of Traffic
X X
X X
X
Medium
2012. Low -Stress Bicycling
Stress
and Network Connectivity
- Fort Collins, Colorado,
Pedestrian Plan, 2011.
Level of Service
Built Environment
X X
X X
X X
Varies
- Burien, Washington,
Factors
Transportation Master
Plan, 2012. Table 4,
Pedestrian LOS Checklist.
* This methodology is appropriate for General Plan -level goal setting, but evaluating an entire street network would
involve a substantial effort.
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Transportation Impact Analysis Guidelines G-2 October 2014
Research and Practice Basis of QOS Methodologies
Several bicycle and pedestrian quality of service (QOS) methodologies have been developed to
measure how well transportation infrastructure and streetscape features support bicycling and
walking. The VTA TIA Guidelines identify several QOS methodologies that could be used in
TIAs in Santa Clara County. This section describes the research and professional practice basis
for these methodologies. Summaries of each methodology, with links to web -based resources for
applying them, are presented on pages G-6 through G-11 of this appendix.
Numerous recent research studies have shown that the built environment has a substantial effect
on travel behavior, particularly walking and bicycling. Access to destinations and a well-
connected street network correlate to higher levels of walking and bicycling (Ewing and Cervero
2010; Saelens et al. 2003). Infrastructure design is also tied to walking and bicycling. People are
more likely to walk where sidewalks are present (Saelens and Handy 2008), to prefer walking on
wide sidewalks with landscaping separating them from vehicle traffic, and to feel more
comfortable at intersections with short crossing distances (Transportation Research Board,
2008). People also prefer to ride bicycles in dedicated lanes and on low -traffic streets (Buehler
and Pucher 2012; Broach et al. 2012).
— Buehler, R. and J. Pucher. (2012). Cycling to Work in 90 Large American Cities: New
Evidence on the Role of Bike Paths and Lanes. Transportation 39 (2), 409-432.
— Broach, J., J. Dill, J. Gliebe. (2012). Where do cyclists ride? A route choice model developed
with revealed preference GPS data. Transportation Research Part A: Policy and Practice. 46
(10), 1730-1740.
— Ewing, R. and R. Cervero. (2010). Travel and the Built Environment. A Meta -Analysis.
Journal of the American Planning Association. 76 (3, 265-294.
— Ewing, R., A. Hajrasouliha, K. Neckerman, M. Purciel, A. C. Nelson. (2014). Streetscape
Features Related to Pedestrian Activity. TRB 93rd Annual Meeting Compendium of Papers.
Washington, D.C.: Transportation Research Board, National Research Council.
— Saelens, B. and S. Handy. (2008). Built Environment Correlates of Walking: A Review.
Medicine & Science in Sports & Exercise. 40 (7 Suppl): 5550-5566.
— Saelens, B., J.F. Sallis, L.D. Frank. (2003). Environmental correlates of walking and
cycling: findings from the transportation, urban design, and planning literatures. Annals of
Behavioral Medicine, 25(2), 80-91.
— Transportation Research Board. NCHRP Report 616: Multimodal Level of Service Analysis
for Urban Streets. (2008). Washington, D.C.: Transportation Research Board, National
Research Council.
Pedestrian and Bicycle Environmental Quality Indices (PEQI and BEQI)
The San Francisco Department of Public Health developed the Pedestrian Environmental Quality
Index (PEQI) and Bicycle Environmental Quality Index (BEQI) based on reviews of existing
literature and with input from bicycle and pedestrian experts, advocates and facility users. To
develop the PEQI, researchers conducted a literature review to identify specific indicators of
pedestrian quality of service, such as vehicle speeds and sidewalk widths. These indicators were
then assigned weights based on results from surveys of transportation experts and pedestrian
advocates. The BEQI was developed using a similar two-part process: first identifying indicators
of bicycle quality of service, such as bicycle lane width and pavement quality, and then
weighting those indicators based on surveys of experts, advocates and local bicyclists. Site
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Transportation Impact Analysis Guidelines G-3 October 2014
assessments are conducted via a walking audit and checklist; this data can be collected using an
Android smart phone application and integrated into a GIS database. The PEQI has been used for
community planning and health assessment projects in San Francisco, Los Angeles, Denver and
Massachusetts. The BEQI has been used primarily in San Francisco.
— San Francisco Department of Public Health. The Pedestrian Environmental Quality Index
(PEQI). (2008). San Francisco, California: Program on Health, Equity and the Environment,
San Francisco Department of Public Health.
— San Francisco Department of Public Health. The Bicycle Environmental Quality Index
(BEQI). 2007. Program on Health, Equity and the Environment, San Francisco Department
of Public Health.
Charlotte Pedestrian and Bicycle LOS
In 2007 the City of Charlotte, North Carolina, developed a methodology to assess design features
that impact pedestrians and bicyclists crossing signalized intersections. The methodology was
developed with input from several professional standards documents published by the Federal
Highway Administration, the Institute of Transportation Engineers, Florida DOT and the City of
Portland. Developers also consulted with local government staff and transportation consultants
when identifying and ranking variables. These variables were compiled into two intersection
scoring tools that grade intersections from A to F for pedestrian and bicycle travel. The City of
Charlotte uses these tools to evaluate proposed intersection improvements. If automobile -
oriented improvements would degrade pedestrian and bicycle conditions, alternative
improvements or capacity enhancements are considered.
— Steinman, N. K. Hines. (2003). A Methodology to Assess Design Features for Pedestrian
and Bicyclist Crossings at Signalized Intersections. Presented at the 2nd Urban Street
Symposium, Anaheim, California.
— Charlotte Department of Transportation. 2007. Pedestrian & Bicycle Level of Service
Methodology for Crossings at Signalized Intersections. Charlotte, North Carolina: Author.
HCM 2010 Bicycle and Pedestrian Level of Service
The Highway Capacity Manual 2010 (HCM 2010) is published by the Transportation Research
Board (TRB) of the National Research Council, the preeminent transportation research
organization in the United States. HCM 2010 bicycle and pedestrian evaluation methodologies
were developed via a user -focused research effort that built on two decades of prior research on
bicycle and pedestrian level of service. Researchers conducted a literature review and pilot tests
to determine which factors in the bicycling and pedestrian environments are most important to
street users. Locations that represented a mix of these factors were identified in Tampa, Florida
(bicycle and pedestrian modes) and San Francisco (pedestrian only). At these locations, video
footage was collected showing street segments and intersections from bicyclist and pedestrian
points of view. Over one hundred survey participants in four cities around the United States then
ranked video clips from A (excellent quality of service) to F (extremely poor quality of service).
Regression models were developed to determine which variables had the greatest influence on
user ratings of street segments, and equations were created to evaluate pedestrian and bicycle
quality of service on street segments and at intersections.
— Transportation Research Board. NCHRP Report 616: Multimodal Level of Service Analysis
for Urban Streets. (2008). Washington, D.C.: Transportation Research Board, National
Research Council.
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Transportation Impact Analysis Guidelines G-4 October 2014
Layered Network Approach
The Layered Network Approach is a planning -level evaluation of a local area's transportation
network. The approach was articulated in a white paper developed for the City of Los Angeles in
its most recent update of the Transportation Element of its General Plan. The methodology is
based on planning practice in cities that have assigned travel mode priorities to streets in order to
create a complete streets network. Several cities have adopted this method, including Seattle,
Austin, Denver, Alameda, CA and Glendale, CA. In cities that have identified the creation of
layered networks as transportation planning priorities, the TIA can identify how a proposed
project would contribute to or detract from that network.
— Fehr & Peers, Rifkin Transportation Group and Nelson\Nygaard Consulting. (2010). LA
Street Classification and Benchmarking System.
Level of Traffic Stress
Researchers at the Mineta Transportation Institute developed the Level of Traffic Stress
methodology to evaluate level of service for bicycle travel. Based on Dutch design standards for
bicycle facilities and resident surveys from Portland, Oregon, the method classifies bicycle
facilities on a scale from one to four. Lower numbers are assigned to facilities with low
exposure to auto traffic and easy crossings at intersections, indicating low -stress environments
attractive to many types of cyclists. The researchers piloted a network -wide analysis of San Jose,
California using the Level of Traffic Stress model. They analysis measured the street network's
connectivity for each of the four levels of traffic stress. Researchers then identified and tested
intersection improvements that could increase the low -stress connectivity throughout the city.
— CROW (The National Information and Technology Centre for Transport and Infrastructure).
(1994.) Sign Up for the Bike: Design Manual for a Cycle friendly Infrastructure. Ede, The
Netherlands: CROW.
— Geller, R. (c. 2007). Four Types of Cyclists. Portland, Oregon: City of Portland Office of
Transportation.
— Mekuria, M.C., P.G. Furth., H. Nixon. (2012). Low -Stress Bicycling and Network
Connectivity. San Jose, California: Mineta Transportation Institute.
Built Environment Factors
As described in the introduction to this section, many variables in the built environment affect
whether a street or intersection supports walking and bicycling. QOS methodologies measuring
these built environment factors have been customized for specific urban contexts, notably San
Francisco, California, Charlotte, North Carolina (as described above) and Fort Collins, Colorado.
Similar methodologies could be developed for other local areas, relying on existing research,
professional judgment and local knowledge. The papers cited below and under the introduction
to this section provide a starting point for developing such a methodology.
— Dill, J., S. Handy, J. Pucher. (2013). How to Increase Bicycling for Daily Travel. A
Research Brief. Princeton, NJ: Active Living Research, a National Program of the Robert
Wood Johnson Foundation.
— Ewing, R., S. Handy, R. Brownson, O. Clemente, E. Winston. (2006). Identifying and
Measuring Urban Design Qualities Relating to Walkability. Journal of Physical Activity and
Health, 3, Suppl 1, 5223-S240.
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Transportation Impact Analysis Guidelines G-5 October 2014
Summary
The City of Charlotte, North Carolina, developed a
methodology to assess bicyclist and pedestrian safety
and comfort at intersections. Quality of service is
calculated based on a point system, with points
awarded for design and operational features that
improve or worsen conditions for bicyclists or
pedestrians. The sum of the points accumulated for
each mode establishes the LOS, with LOS A receiving
the highest points and LOS F receiving the lowest
points.
For pedestrian LOS, key characteristics include
crossing distance, signal phasing and timing, corner
radius, right -turn on red, crosswalk treatment, and
adjustment for one-way street crossings. For bicycle
LOS, key characteristics include width of bicycle travel
way, speed of adjacent traffic,signal features, right -
turning vehicle conflicts, right -turn on red, and
crossing distance.
Reference
City of Charlotte, North Carolina. 2007. Appendix B of
Urban Street Design Guidelines.
http://charmeck.org/city/charlotte/transportation/planspro
iects/pages/urban%20street%20design%20guidelines.aspx
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines G-6
Advantages
• Medium level of data input required
• Focused on factors within the public right-of-way,
which can be addressed through planning and
engineering
• Intersection -level analysis allows straightforward
comparison with auto LOS
Disadvantages
• Does not address bicycle and pedestrian QOS
between intersections
Data Requirements
Signal phasing
• RTOR
• Left -turn conflicts
• Pedestrian phasing
• Countdown timer
Intersection measurements:
• Crosswalk type
• Crossing distances
• Lane widths
• Curb radii
• Presence and width of bicycle lanes
Motorized traffic speeds
October 2014
Summary
The San Francisco Department of Public Health
developed the Pedestrian Environmental Quality
Index (PEQI) and Bicycle Environmental Quality
Index (BEQI) to measure the effects of built
environment factors on bicycle and pedestrian
environmental quality, activity and safety.
The PEQI and BEQI evaluate QOS for pedestrians
and bicyclists at the intersection and street
segment levels. The intersection -level assessment
looks only at safety features that aim to protect
pedestrians and bicyclists from vehicle traffic, while he
tsegment-level assessment looks at land use,
traffic and design features as well as perceived
safety from crime and safety measures to increase
cyclist visibility.
Reference
San Francisco Department of Public Health Program
on Health, Equity and Sustainability. 2010.
Bicycle Environmental Quality Index.
http://www.sfhealtheouity.ora/component/idownloads/v
iewcategory/19-begi?Itemid
http://www.sfhealtheouitv.org/component/idownloads/v
Pedestrian Environmental Quality Index.
http://www.sfhealthequity.ora/component/idownloads/v
iewcategory/20-pegi?Itemid
http://www.sfhealthequity.org/component/idownloads/v
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines
G-7
Advantages
• Straightforward application: checklist and index
• Basic software requirements (Microsoft Access,
ArcGIS) for network analysis
Disadvantages
• Does not address street connectivity and presence
of pedestrian attractors
• May not address all relevant design factors
• Not designed for use outside urban areas
• Requires extensive data inputs, many of which
must be measured in the field
Data Requirements
Substantial data requirements for:
• Intersection safety features (e.g. pedestrian
crossing treatments, signal operations)
• Auto speeds and volumes
• Street design (e.g. sidewalks, bicycle facilities,
landscaping signage)
• Land use (e.g. street -fronting retail, bicycle
parking)
• Perception of safety (e.g. lighting, litter,
abandoned buildings)
October 2014
Summary
The 2010 Highway Capacity Manual (HCM 2010)
provides detailed instructions on calculating QOS for
bicycles and pedestrians on urban streets (at the link,
segment and facility levels) and at signalized and 2 -
way stop intersections. QOS scores are based on
pedestrian or cyclist perception of their travel
experience, taking into account dedicated facilities,
accommodation at intersections, and exposure to
automobiles.
Note that early testing in Santa Clara and Los Angeles
Counties has indicated that this methodology is not
fully sensitive to all input changes; in some cases
(e.g. road diets) it produces results that are
inconsistent with expectations or typpical professional
judgment. Further information on VTA's evaluation of
HCM 2010 methodology is available on request from
VTA staff.
Reference
National Research Council (U.S.). 2010.
HCM 2010. Highway Capacity Manual. Washington,
D.C: Transportation Research Board.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines
Advantages
• Provides a comprehensive evaluation of bicycle
and pedestrian QOS at different scales
• Focused on factors within the public right-of-way,
which can be addressed through planning and
engineering
• Letter scoring enables straightforward comparison
to auto LOS
Disadvantages
• Requires extensive data inputs
• Scores are heavily influenced by automobile
volumes, which are difficult to mitigate in a
planning or engineering context
• May not address all relevant design factors
• Can be insensitive to some input changes,
some scenarios (e.g. road diets) produce
inconsistent results
Data Requirements
Substantial data requirements for:
• Street segment and intersection geometry
• Intersection operations
• Automobile traffic speed and volumes
• Locations of landscaping, parking and sidewalk
obstructions
October 2014
G-8
Summary
This approach, which is suitable for General Plan -
level analysis, designates travel modepriority by
street to create a complete streets network. Layered
networks recognize that while all travel modes need
to be accommodated within a community, no single
street can accommodate all transportation users at all
times.
The layered network concept envisions streets as
systems, with each street type designed to create a
high quality experience for its intended users. A
layered network approach can also use context -
sensitive land use and mode overlays to enhance
additional transportation modes. This approach can
also be integrated with methodologies that measure
quality of service for bicyclists and pedestrians at the
intersection and corridor level. Implementing this
methodology may require a commitment to rethinking
the transportation network of an entire city or plan
area.
Reference
Fehr & Peers, Rifkin Transportation Group and
Nelson\Nygaard Consulting. 2010.
LA Street Classification and Benchmarking System.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines
Advantages
• Helps mitigate the challenge of accommodating all
users on every roadway
• Creates flexibility and options with multiple travel
routes, accommodating different travel modes on
different streets
• Allows network layout and roadway design for
ideal bicycle or transit networks
• Works well with other QOS methodologies
Disadvantages
May require additional street connectivity and
redundancy to create the multi -modal network
Less effective if land uses do not support design
of layered networks
Data Requirements
Data requirements vary,
approach includes QOS
methodologies are used.
G-9
depending on whether the
methodologies and on which
October 2014
Summary
The Level of Traffic Stress (LTS) method evaluates
bicycle QOSby measurin low -stress connectivity,
defined as "the ability o a network to connect
traveler' origins to their destinations without
subjecting them to unacceptably stressful links."
Based on Dutch standards for bicycle facility design,
the method classifies bicycle facilities on a scale from
one to four. Better scores are assigned to facilities
with low exposure to auto traffic and easy crossings
at intersections, indicating low -stress environments
which are attractive to many types of cyclists.
Level of traffic stress can be mapped onto an entire
transportation network, producing stress maps and
making it possible to evaluate how well an entire
network serves bicyclists.
Reference
Mekuria, M.C., Furth, PG., Nixon, H. 2012.
Low -Stress Bicycling and Network Connectivity.
Mineta Transportation Institute, San Jose State
University; San Jose, California.
http://transweb.sisu.edu/project/1005.html
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines
Advantages
• Focuses on factors that government planners and
engineers can control
• Most data are readily available in public records
Disadvantages
• May require further adaptation to be used outside
San Jose
• Stress mapping requires GIS extensions developed
specifically for LTS evaluation
• Does not address pedestrian QOS
Data Requirements
• Street geometry: width, number of lanes, bicycle
lane widths, presence of parking and width of
parking lanes
• Other data: intersection control type, functional
street classification or average daily traffic,
percent of time bicycle lane is blocked
G-10
October 2014
Summary
An inventory of each category of physical features
translates to a facility's perceived quality of service
based on the elements of the built environment. This
QOS approach evaluates two levels of physical
features: basic (key) elements and enhancement
elements.
For example, when assessing the pedestrian
experience, key features would include: travel and
crossing lane widths and presence of sidewalks,
crosswalks and pedestrian signals. Enhancement
features would include: pedestrian refuges, curb
extensions, landscape buffers and pedestrian -
oriented lighting. A similar approach could be used
to evaluate bicycle QOS. Use of this methodology
should involve a rating system with weights assigned
to key and enhancement features, which would then
be translated into a QOS score for the facility.
To adapt this methodology for use in TIAs, the Lead
Agency should identify sets of basic and enhanced
features for bicycle and pedestrian facilities and
consider adding a rating system, in consultation with
VTA staff. The methodology should be documented in
the TIA.
Examples
Fort Collins, Colorado, Pedestrian Plan, 2011. Level of
Service.
http://www.fcgov.com/transportationpIanning/pedpIan.php
Burien, Washington, Transportation Master Plan, 2012.
Table 4, Pedestrian LOS Checklist.
http://www.burienw a.gov/index.aspx?NID=949
Santa Clara Valley Transportation Authority Transportation Impact Analysis Guidelines
Advantages
Design and intervention -focused
Straightforward measurement of variables
Can readily be adapted to specific contexts
Disadvantages
Does not necessarily address presence of motor
vehicles, which can have significant effect for
bicycles and pedestrians
Lead Agency must use discretion in determining
relevant factors
Data Requirements
Data requirements vary significantly based on what
factors are considered. This method may require
traffic volumes, posted speed limits, bicycle facility
locations, transit system data, and measurements and
inventory of streetscape amenities.
Most local governments do not collect detailed
information about the built environment as it applies
to pedestrians. Information on the presence and
attributes of bicycle facilities are generally easier to
obtain.
)r
G-11
October 2014
APPENDIX H: Bicycle Parking Supply
Recommendations
(Table 10-3 of VTA Bicycle Technical Guidelines)
Table 10-3
Bicycle Parking Supply Recommendations
Use Required Number of Bicycle Spaces'""'
Residential (such as apartments,
condominiums & townhouses)
• General. multi -dwelling
1 Class I per 3 units + 1 Class II per 15 units.
• Primarily for students & low-iuconae families,
1 Class I per 2 traits + 1 Class II per 15 units
multi -dwelling
• Primarily for residents 62 and older, multi-
1 Class I per 30 units + 1 Class II per 30 units
dwelling
Schools
1 Class I per 30 employees(3) + I spot per 12 students
• Elementary, middle & high schools
(50% Class I and 50% Class II)
• Colleges - Student residences
1 Class I per 4.5 beds + 1 Class I per 30 employees
• Academic buildings and other university
1 Class I per 30 employees + 1 spot per 9 student seats
facilities
(25% Class I and 75% Class II)
Park -and -Ride Lots/Parking Garages
7% of auto parking (75% Class I & 25% Class II)
Transit Centers
2% of daily home-based hoardings (75% Class I and 25% Class II)
Cultural/Recreational
Class I per 30 employees + (Class H 1,500 sq. ft. or
(includes libraries, theaters, museums,
Class H per 60 seats (whichever is greater)
& religious institutions)
Parks/Recreational Fields
1 Class I per 30 employees + Class R per 9 users
During peak daylight titues of peak season
Retail Sales/Shopping Center/Financial
1 Class I per 30 employees + Class II per 6,000 sq. ft.
Institution s/Supermarkets
Office Buildings/Offices
1 per 6,000 sq. ft. (75% Class I & 25% Class II)
Hotels/Motels/Bed-&-Breakfasts
1 Class I per 30 rooms + Class I per 30 employees
Hospitals
1 Class I per 30 employees + 1 Class II per 45 beds
Restaurants
1 Class I per 30 employees + 1 Class II per 3,000 sq. ft.
Industrial
1 Class I per 30 employees or I Class I per 15,000 sq. ft.
Day Care Facilities
1 Class I per 30 employees + 1 Class II per 75 children
Auto -Oriented Services
1 Class I per 30 employees
Other Uses
Same as most similar use listed
Notes
(1) For cities with less than 2% bicycle conunuter rate. Cities with different bicycle commute rates should pro -rate these accordingly.
(2) The minimum nunnber of required Class II Bicycle parkuig spaces is 4. except u hen the code would require 1 or less, in which case
2 bicycle spaces must be provided.
(3) Employees = inaxunu m number of employees on duty at any one time.
Source: League ofAmerican Bxychsts, 1994.
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines H-1 October 2014
APPENDIX I: Board Memorandum: Update on
Voluntary Contributions to Transportation
Improvements (March 6, 2014)
6.18
4ron.�'�;
it r R C L 8 A A
Hey transportation Authority
Date- February 26, 2014
Current Meeting: March 6, 2014
Board Meeting: March 6, 2014
BOARD MEMORANDUM
TO: Santa Clara Valley "transportation Authority
Board of Directors
THROUGH. General Manager. Nuria I. Fernandez
FROM: Chief CMA Officer, John ltistow
SUBJECT: Update on Voluntary Contributions to 'Transportation Improvements
FOR INFORMA'rION ONLY
BACKGROUND:
Santa Clara County is projected to continue to add substantial population and jobs in the coming
years, and travel demand For all freeway segments is projected to grow- Many development
projects, especially those closest to freeway ramps, will likely have significant impacts on the
already congested freeway segments. IIowever, the ability to add freeway capacity is limited due
to right oFway, financial and environmental constraints, making traditional capacity increasing
improvements no longer feasible. As a result, focal agencies are increasingly turning to other
approaches to mitigate impacts to freeways.
One approach taken by certain Member Agencies in Santa Clara County is to identify
contributions to improvements of freeway, transit and other regional facilities as mitigation
measures for significant freeway impacts restating from proposed land development projects.
Other Member Agencies are also recognizing the value and need of pursuing mitigation for
freeway impacts even if the impacts are not fully mitigated, and some have had conversations
with VTA on this topic.
DISCUSSION:
At the request of some Member Agencies, VTA developed a structure for a program of
Voluntary Contributions to Transportation Improvements. 'Phis structure provides guidance for
local agencies pursuing contributions and provides VTA staff a consistent approach to
commenting on projects with significant transportation impacts. The structure is also designed
for flexibility recognizing that different circumstances will present different opportunities to
contribute. Local agencies can use this voluntary program structure in their "tool box" of
measures to address freeway impacts as part of their project approval process. The proposed
voluntary program includes the following process and responsibilities:
3331 North First Street - San Jose, CA 95134-1927 - Administration 408.321-5555 Customer Service 408.321.2300
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines 1-1 October 2014
s.ta
a. VTA, as the Congestion Management Agency, comments on projects with si&mificant
impacts on the Congestion Management Program (CMP) facilities, including freeways,
County Expressways, CMP intersections, bicycle and pedestrian facilities, and the transit
I
ystem;
b. The Member Agency (City or County) approving the project, in its role as the California
Environmental Quality Act (CEQA) Lead Agency, could choose to request a voluntary
contribution from the developer toward transportation improvemmLs as a mitigation
measure for impacts to freeways using one or more of the agreed upon formulas;
c. The local agency would subsequently condition the project to pay the determined
vol wrtary contribution toward regional transportation projects, and may cite this
contribution in their CEQA documentation;
d. VTA and the local jurisdiction would execute agreements that would provide for the
transfer of funds to regional transportation projects_
Benefits for VTA and local jurisdictions:
• VTA can follow a consistent process to continent on development projects with significant
impacts on CMP freeway facilities;
• VTA can collect funds for regional transportation improvements that are already planned or
under development and would otherwise could take longer to implement;
• Mombor Agencies, in their rote as CEQA Lead Agencies, may benefit from a streamlined
and more predictable CEQA process, specifically related to freeway impacts;
• In some cases, the Lead Agency may not need to issue a Statement of Overriding
Considerations for significant freeway impacts that are mitigated through this Program; In
other cases, the Lead Agency may be able to present findings, including efforts to reduce
impacts, when issuing the Statements of Overriding Considerations;
• The transportation projects that receive funding from voluntary contributions would improve
overall mobility in Santa Clara County and thereby increase business competitiveness,
cc.Ynunnio vitality, and quality of life.
Voluntary Contribution Commitments to Date
As of January 2014, four praiocts in Santa Clara County, in the Cities of Cuportino and
Sunnyvale, have included commitments to provide voluntary contributions to transportation
improvements within CEQA documents (summarized in Table 1, below). These contributions
will be executed by funding agreements between the City and VTA, triggered when the project
applies for a building permit or othor development agreemcnts_ Two additional projects in the
City of San lose include commitments to contribute to transportation improvements tied to the
issuance of permits such as a Caltrans Encroachment Permit, building permit, or tract/parcel
map.
Page 2 of 6
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines 1-2 October 2014
s.ta
In the City oFCupertino, the Draft Environmental Impact Report (I)HIR) for Apple Campus 2
Found significant impacts on I-280 and SR 85 and included a commitment oFapproximately $1.3
million to freeway and transit projects on these freeways and parallel corridors as mitigation. In
the City of Sunnyvale, three projects, the NctApp Master Plan, Moffett Place and Moffett
Gateway, found significant impacts on US 101 and SR 237 and identified contributions to
Express Lanes projects on these facilities as mitigation. In the case ofthe Moffett Place project,
the developer has applied for a building permit and the City has initialed a funding agreement to
transfer the voluntary contrihutions to VTA to help fund the EApress lanes projects.
Table 1: Snmmflry of Projects Committing to Voluntary Contributions to VTA for
Transport ion Irrr r-ovcments
Lead
Project
City action 1 Date
Uontributiun
'franspartation Improvements
Agency
Amount
Identified for Contributions
City of
Apple
Certified DEIR -
$1,292,215
SR 85 Express Lanes Project.
Cupertino
Campus 2
10115,12013
improvements on SB I-280
between El Monte Rd. and
Magdalena Ave., BRT stations.
or an alternative improvement or
study towards on the impacted 1-
280 corridor
City of
NetApp
Certified MND -
Not yet
US 101 Auxiliary Lanes., US 101
Sunnyvale
Master
2/29/2012
identified
Express Lanes Project, SR 237
Plus
Express Lanes Project Phase II
City of
Moffett
Certified DEIR, -
$577,062
US 101 Express Lanes Project,
Sunnyvale
Place
12/3/2-13, Issued
SR 237 Express Lanes Project
building permit and
Phase 11
initiated agreement
with V'I'A - Dcc.
2013
City of
Moffett
Certified MND -
51.162.042
US 101 Express Lanes Project,
Sunnyvale
Crateway
8/26/2013
SR 237 Express Larios Project
Please II
City of
America
Approved March
51.0011,000
SR 237 corridor improvements
San Jose
Center
2000, Contribution
(Legacy
tied to Caltrans
Partners)
Encroachment
Permit
City of
Valley
Approved April
52,500,000
I-8001Stevens Creep Boulevard
San Jose
Fair
2007, Contribution
Interchange Project
Expansion
tied to TractlParccl
Map or Building
Permit
Notes:
DEIR -Draft Lnvironmental Impact Report
N%D - Mitigated Negative Declaration
Page 3 of fi
Santa Clara Valley Transportation Authority 1-3 October 2014
Transportation Impact Analysis Guidelines
6.18
Outreach Suminary and Committee Comments
Staff previously brought an item on voluntary contributions to the March 2013 of the 'Technical
Advisory Committee (TAC) and brought a follow-up item to the August 2013 meetings of the
TAC, Citizens Advisory Committee (CAC) and Policy Advisory Committee (PAC), and the
September 2013 meeting of the Board of Director% as an information item. Staff also presented
the item to the Systems Operations and Management (SOM) Working Group and the Land Use
/Transportation Integration (LUTI) Working Group, two of IAC's working groups.
There was general concurrence from all groups that a structure for voluntary contributions could
oiler a useful tool forjurisdictions to consider when reviewing development projects. VTA can
provide a suite orcommon methodologies or approaches to estimating voluntary contributions
that all jurisdictions can use, cautioning that flexibility should be retained to allow jurisdictions
to respond as effectively as possible to individual projects. The TAC asked VTA to proceed with
more detailed development of a concept Voluntary Contribution Program For consideration by
the Board of I]irectors. By request, VTA also brought a fallow -up item to the October 2013
meeting of the SOM Working Group providing examples of potential contribution formulas for
city staff to consider when conditioning a project to provide contributions_
There was general concurrence ,from all groups that a structure for voluntary contributions could
offer a useful tool for j uri s di ct ions to consider when reviewing development projects. VTA can
provide a suite of common methodologies or approaches to estimating voluntary contributions
that all jurisdictions can use, cautioning that flexibility should be retained to allow jurisdictions
to respond as effectively as passible to individual projects. The TAC asked VTA to proceed with
more detailed development of a concept Voluntary Contribution Program for consideration by
the Board Of Directors. By request, VTA also brought a follow-up item to the October 2013
meeting of the SOM Working Group providing examples of potential contribution formulas for
city staff to consider when conditioning a project to provide contributions_
Next ,Steps
VTA and City o1'Sunnyvale statl are working on finalizing the funding agreement for the
voluntary contributions to Express Lanes projects included in Moffett Place project approval.
Once the funding agreement is finalized, it will he brought before the Board of Directors as an
Action Item for approval.
Voluntary contributions from the other projects listen in Table 1, as well as future projects that
commit to contributions, will be executed by funding agreements between the Lead Agency and
VTA and will he brought to the Board of Directors for approval.
ADVISORY (Y)MMIT'I ER DISCUSSION/RECOMMENDATION:
This item was on the Regular Agenda at the February 2014 Citizens Advisory Committee
(CAC), Technical Advisory Committee (TAC), and Policy Advisory Committee (PAC).
CAC Chairperson Hadaya asked how contribution amounts are determined and staff responded
that they are determined by agreement between the City and the project applicant. He further
Page 4 of 6
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines 1-4 October 2014
6.9 8
asked if lie contributions are part of a City's -Transportation Impact Fee program acid staff
responded that the contributions are separate from that program. Committee member Blaylock
asked if this would supersede other approaches Eo transportation demand management and staff
responded that the approaches could be used in tandem. ]Member Powers and Vice Chair Wadler
asked why the program is voluntary and staff responded that it will continue to be a voluntary
program unless staff is directed by the Board to adopt a mandatory program, Such as a
Countywide Traffic Impact Fee program. Member Rogers asked if County Expressways are
included and staff responded that the County has separately been collecting contributions for
Expressway improvements.
At TAC, staff gave a brief presentation. Member Salvano noted that the City of San Jose
conditioned the Valley Faire Mall Expansion project to contribute $2.5 million to the f-
88015tevens Creek interchange and should be added to the list of projects. He also suggested a
wording change to the America Center project. Committee member Saleh asked if there are any
guidelines on calculating the comiribution amount and staff responded that staff works with
Cities to suggest contribution formulas but it is ultimately the City's decision which formula to
use. Committee member Salvano asked about the time limit on the use of contributions.
Committee member Batra commented that the time limit applies to the program ming of funds
and committee member Borden commented that the time limit does not apply when the
contribution is part of a development agreement.
At PAC, staff gave a brief presentation. Member Jensen asked how a nexus is established
between the contributions and the impacts and staff responded that the project's transportation
analysis would establish the nexus by analysing the impacts and their locations. Vice
Chairperson Carr asked if there are transportation projects in every part of the County that
developments could contribute to, and staff responded that in some cases there may not be an
appropriate project for contributions. Committee member Abe -Koga asked ifthe purpose of the
contribution is to fund a transportation improvement that would mitigate the level of service
impact hack to "less than significant- icant- and staff responded that operational and efficiency
improvements are acceptable even if they do not mitigate all the way to 'I ess than significant."
Member Allan asked staff to explain how contribution amounts are determined. Vice
Chairperson Carr asked if the contributions would fully fund the transportation improvements
and staff responded that the contributions would go towards project development and VTA
would need to leverage other funds. He also asked if VTA would oppose an EIR it a project has
significant impacts on the freeway. Staff responded that there is no action as "oppose" in the
CE QA process. VTA's role is to comment on the transportation impacts and will continue to do
so consistently. Committee members Kniss, Miller, Davis and Jensen questioned the use of the
tenni "voluntary" and suggested changing the name of the prop am. Some of the members stated
that if a City requires a contribution, it is not voluntary. Staff agreed and explained that the word
"voluntary" distinguishes it from a mandatory regional impact fee program, as in some other
Counties.
STA N1)INC. CX)MMI'1"FVE 1)ISCI JSSI0NIIt>'COMMFNDA'11ON:
This item was on the Regular Agenda at the February 2014 Congestion Management Program &
Planning Committee (CMPP). Staff gave a brief presentation, followed by questions from the
committee_ Committee Chairperson Pirtynski brought the committee's attention to the
Page 5 of d
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines I-5 October 2014
s.ta
comments made at the PAC: meeting. He asked staff to explain how the program is voluntary
when it is implemented through enforceable documents such as development agreements and
Environmental Impact Reports. Staff responded that the program is voluntary on the part of the
Cities because it is not part of a mandatory regional impact fee. Member Whittam expressed
support for VTA's comments on development projects. He stated that the voluntary contribution
doesn't necessarily have to be a CE QA mitigation, it could just be a condition for approval_
Chairperson Pirz.ynski stated that the Silicon Valley continues to be a magnet for jobs and this
could be a valuable tool to mitigate traffic impacts on the freeway system, Vice Chairperson
Herrera stated that certainty in the development process is the key and this program is a "good
carrot". She asked staff to cont inn that contribution from the City or Sail Jose's Valley Fair Mall
Expansion project world be added to the list of projects. She asked how this program relates to
the Cities' own Traffic fnip act Fees (TIF). Staff responded that Cities' own TIF programs don't
include freeway improvements so this one would be in addition to the individual TIF programs.
Committee Members had a discussion on how the contribution is calculated. Staff explained that
VTA could provide some examples on how to calculate the contribution based on a percentage
impact on specific freeway segments, but ultimately it is the City Council's decision to
determine the amount through negotiation with the developer. Chairperson Pirzynski requested
that staff continue to update the committee as future projects come forward with contributions.
Member W hittum asked which Cities don't have TIF programs and staff responded that staff
would provide the information separately. He also suggested VTA may facilitate a nexus study
for several small Cities that don't have sufficient resource to conduct one.
Prepared By: Robert Cunningham
Memo No. 4473
Page 6 of Ci
Santa Clara Valley Transportation Authority
Transportation Impact Analysis Guidelines 1-6 October 2014
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APPENDIX J: CMP Multimodal Improvement Plan
Action List
I Table 4-1 I
Deficiency Plan Action List
A. BICYCLE AND PEDESTRIAN MEASURES
Al. Improved Roadway Bicycle Facilities and Bike Paths
A2. Transit and Bicycle Integration
A3. Bicycle Lockers and Racks at Park and Ride Lots
A4. Bicycle Facilities and Showers at Developments
AS. Improved Pedestrian Facilities
A6. Pedestrian Signals
A7. Lighting for Pedestrian Safety
B. TRANSIT
B1. Improvement of Bus, Rail, and Ferry Transit Service
B2. Expansion of Rail Transit Service
B3. Expansion of Ferry Services
B4. Preferential Treatment for Buses and In -Street Light Rail Vehicle (LRVs)
B5. Transit Information and Promotion
B6. Transit Pricing Strategies to Encourage Ridership and Reduce Transit Vehicle Crowding
B7. Transit Fare Subsidy Programs
B8. Transit Centers
B9. Improved and Expanded Timed Transfer Programs
B10. Improved and Expanded Fare Coordination
B11. Signal Preemption by Transit Vehicles
B12. Bus Stop Bulbs
B13. School Bus Transit Service
C. CARPOOLING, BUSPOOLING, VANPOOLING, TAXIPOOLING, JITNEYS, CASUAL CARPOOLING
AND OTHER SHARED RIDES (Ridesharine)
Cl. Preferential Treatment for Shared Ride Vehicles
C2. Increased Use of Commuter/Employer Services
D. HIGH OCCUPANCY VEHICLE (HOV) FACILITIES
D1. Preferential Treatment for HOVs
D2. Bus and Carpool/Buspool/Vanpool/Taxipool Priority Lanes on Local Arterials
D3. Accelerated Implementation of the 2005 HOV Master Plan
D4. HOV to HOV Facilities
D5. Direct HOV Lane Entrance/Exit Ramps to Arterials and Space Generators
E. OTHER TCMs, RELATED MEASURES
E1. Stricter Travel Demand Management/Trip Reduction Ordinance
E2. Expanded Public Education Programs
E3. Child Care Facilities at or close to Employment Sites, Transit Centers and Park and Ride
Lots
E4. Retail Services at or close to Employment Sites, Transit Centers and Park and Ride Lots
E5. Telecommuting Centers and Work -at -Home Programs
E6. Parking Management
Santa Clara Valley Transportation Authority J- October 2014
Transportation Impact Analysis Guidelines
F. TRAFFIC FLOW IMPROVEMENTS
F1. Preferential Treatment of HOVs (See measures B4 and C1)
F2. Ramp Metering
F3. Auxiliary Lanes
F4. Signalization Improvements
F5. Computerized Traffic and Transit Control/Management on Arterials
F6. Turn Lanes at Intersections
F7. Turn Restrictions at intersections
F8. Reversible Lanes
F9. One -Way Streets
F10. Targeted Traffic Enforcement Programs
F11. Restrictions on Curb Side Deliveries and On -Street Parking
Source: Table 4-1, Santa Clara Valley Transportation Authority, Deficiency Plan
Requirements, 2010. For more information, refer to Appendix C in the above document.
Santa Clara Valley Transportation Authority J_2 October 2014
Transportation Impact Analysis Guidelines
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APPENDIX K: TIA Preparation Checklist
TIA Preparation Checklist
This checklist is intended to provide a concise summary of the key items a Lead Agency
must consider when preparing a TIA Report for CMP purposes. It is designed to serve as
an aid to assist agency staff and consultants. However, it is not intended to replace the
TIA Guidelines themselves, and does not provide the same level of detail or cover every
required topic. Lead Agencies should still consult the main TIA Guidelines document to
ensure that all requirements are being addressed.
TIA Scoping, Notification and Preparation
❑ 1) Determine if a TIA is required for CMP purposes (project generates > 100 net
new trips without applying trip reductions), Section 2.1;
❑ 2) Determine whether the project falls into any of the Special Project Types
identified in the TIA Guidelines (Large or Unique Projects; Projects on a
Jurisdiction Border; Multi -Agency Projects; Projects Generating Large
Numbers of Pedestrian, Bicycle or Transit Trips; or Large Projects, General
Plans or Areawide Plans where a more extensive transit delay analysis may
be appropriate); If the project falls into any of these Types, refer to Chapter
12 for more guidance;
❑ 3) Notify all appropriate jurisdictions that a TIA is being prepared using the TIA
Notification Form, see Section 3.1 and Appendix B;
❑ 4) Provide guidance to TIA preparer/consultant on TIA study scope, considering
both Lead Agency direction and other agency input from the TIA
Notification process. This guidance will include:
- Determination of roadway facilities that should be included in analysis,
Section 2.2;
- Determination of other transportation issues to address, Section 2.3;
- Identification of the appropriate study scenarios, See Chapter 4,
Recommended TIA Table of Contents, and Chapter 11, Future Year
Scenarios (Cumulative Conditions);
❑ 5) Prepare and submit a draft TIA Report to VTA and other agencies within the
time frame outlined in Section 3.1, Item 2;
❑ 6) Address comments received on the draft TIA Report, Section 3.1, Item 4;
❑ 7) Send adopted conditions for approved projects that relate to the CMP
Transportation System and the promotion of alternative transportation modes
to VTA, Section 3.1, Item 5 (Encouraged).
Project Description, Study Area and Existing Conditions
❑ 8) Provide a description of the project and the transportation context
surrounding it. Topics covered should include: Location of Proposed Project;
Proposed Land Use and Project Size; and Site Plan, See Chapter 4,
Recommended TIA Table of Contents;
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❑ 9) Provide information about the existing Project Area roadway system, Section
6.2;
❑ 10) Use a table similar to Table A-1: Freeway Analysis Requirement
Determination to assess whether freeway segment analysis is required;
Section 5.2.8 and Appendix A;
❑ 11) Provide a description and map of the existing Project Area transit system,
Section 6.3;
❑ 12) Provide a description and map of the existing Project Area bicycle system,
Section 6.4;
❑ 13) Provide a description and map of the existing Project Area pedestrian system,
Section 6.4;
❑ 14) When applicable, provide information on Transportation Demand
Management (TDM) or unique transportation or land use plans affecting the
Project Area, Section 6.4;
Trip Generations and Trip Reductions
❑ 15) Clearly identify the source of each trip generation rate used in the
transportation analysis; Include in the TIA Report a full description of the trip
generation methodology used and a summary of all inputs and assumptions,
Section 8.1;
❑ 16) Consider all available options to reduce project -generated automobile trips,
including mixed-use development, a strong TDM program, project location,
parking management, and development near frequent transit service. Clearly
explain, document and justify all auto trip reductions claimed in the TIA
Report; this includes stating which trip reduction approach (Standard,
Peer/Study-Based, and/or Target -Based) is being used, Section 8.2;
❑ 17) Provide a trip generation rate summary table, Section 8.1.2; This table should
show:
- Quantification (e.g. square feet, number of units, etc.) of trip generation for
each land use type;
- Trip generation rates used;
- Resulting trips generated;
- If applicable, any trip reductions;
❑ 18) If the project is using parking management measures as part of its overall
TDM/trip reduction strategy, document this in the TIA Report and note it in
the Auto Trip Reduction Statement, Section 8.2.1.5 and Appendix C;
❑ 19) For all projects, summarize trip generation and any trip reductions, if
applicable, in an Auto Trip Reduction Statement in the Executive Summary
of the TIA Report, using the form provided in Appendix C,
Trip Distribution and Assignment
❑ 20) Provide trip distribution percentages on an area map with transportation
facilities and the project site, Section 8.3;
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❑ 21) Provide clear explanation with justification and documentation of pass -by
and diverted trip reductions, Sections 8.3.1, 8.3.2 and 8.3.3;
❑ 22) Provide trip assignments on a figure showing project trips at study
intersections, Section 8.3;
Project Conditions
❑ 23) Provide a Traffic Analysis of the "without project" scenario(s) (Existing,
Background or Cumulative, as applicable); This analysis shall include, but
not be limited to evaluation of Auto Level of Service and queuing impacts,
Section 9.1;
❑ 24) Provide a Traffic Analysis of Project Conditions compared to the "without
project" scenarios(s) (Existing, Background or Cumulative, as applicable);
This analysis shall include, but not be limited to evaluation of Auto Level of
Service and queuing impacts, Section 9.1;
❑ 25) Provide an analysis of project effects on the transit system; The evaluation
shall consider transit vehicle delay, transit access and facilities, Section 9.2;
❑ 26) Provide an analysis of bicycle and pedestrian modes under project conditions;
This analysis shall address project effects on existing bicyclists and
pedestrians as well as the effects and benefits of site development and
associated roadway improvements on bicycle/pedestrian infrastructure,
circulation, Quality of Service (QOS), and conformance to existing plans and
policies, Section 9.3;
❑ 27) Provide an analysis of site circulation and access, Section 9.4;
Mitigation Measures and Multimodal Improvements
❑ 28) Discuss mitigation measures to address project impacts per CMP standards,
and improvements to address other project -related effects on the
transportation system; The discussion of mitigation measures and
improvements shall take into account all the issues noted in Chapter 10 of the
TIA Guidelines, including consideration of all categories of mitigation
measures and improvements (physical or capacity -enhancing improvements,
operational and/or efficiency improvements, and projects and programs used
to reduce project auto trip generation), identification of the feasibility of
proposed measures, who is responsible for implementing each measure, when
the measure will be implemented, and the cost of implementation, as
appropriate;
❑ 29) If a project causes a transportation impact that cannot be mitigated to the
CMP Auto Level of Service (LOS) standard, a Multimodal Improvement
Plan must be provided along with the TIA, or the project applicant must agree
in advance to participate in the implementation of a Multimodal Improvement
Plan after project approval, Section 10.1, Item 5;
❑ 30) If a project impacts a CMP System facility that has a Multimodal
Improvement Plan, it is subject to the conditions of the Plan; The project's
TIA Report shall identify what role the project will play in implementing the
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Multimodal Improvement Plan Actions, Section 10.1, Item 6;
❑ 31) Mitigation measures for Auto Level of Service (LOS) shall not unreasonably
degrade bicycle, pedestrian or transit access, and circulation. If a project
proposes mitigation for Auto LOS involving changes to roadway segment or
intersection geometry, or changes to signal operations, the TIA shall analyze
and disclose whether the mitigation would affect pedestrian or bicycle
conditions or increase transit vehicle delay, Section 10.1, Item 7;
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APPENDIX L: Glossary of Terms
The following are definitions for terms used in the TIA Guidelines:
Approved Project: A specific project for which an entitlement to build has been granted.
Auto Level of Service: Auto Level of Service (LOS) describes the operations of
roadway segments or intersections in terms of vehicle speed, volume and capacity,
freedom of movement, traffic delay, comfort, convenience and safety. Auto LOS
measurements are given by letter designations, from A (least congested) to F (most
congested). Procedures to analyze Auto LOS are defined in the VTA Traffic LOS
Analysis Guidelines. Auto LOS evaluates operations for all common motor vehicle types,
including automobiles, light and heavy trucks, and motorcycles. In addition, although
congestion also affects transit vehicles operating in general purpose lanes, transit
operations are affected by additional factors and are typically evaluated separately from
Auto LOS.
Background Conditions: The analysis scenario including Existing Conditions and
approved projects.
Carpooling: Commuting in a privately -owned vehicle with at least two passengers.
Carpooling can be arranged informally or with employer assistance.
CDT Program: VTA's Community Design & Transportation Program to integrate
transportation and land us planning. The Program includes the Cores, Corridors and
Station Areas framework, which shows VTA and local jurisdiction priorities for
supporting concentrated development in the County.
CEQA: California Environmental Quality Act. This act requires that Lead Agencies
disclose and evaluate the significant environmental impacts of proposed projects and
adopt all feasible mitigation measures to reduce or eliminate those impacts. Although
there is some overlap in the analysis of transportation impacts under CEQA and the
CMP, it is not intended that TIAs following the VTA CMP TIA Guidelines will provide
all information required for CEQA purposes.
Changes to Roadway Segment or Intersection Geometry: Changes to the geometry of
existing roadway segments or intersections, including, but not limited to, adding travel
lanes on roadway segments, adding turn lanes at intersections, and changing pedestrian
and/or bicycle crossing distance.
Changes to Signal Operations: Substantive changes to traffic signal operations,
including, but not limited to, changes to phasing or cycle length.
CMA: Congestion Management Agency: The CMA is a countywide organization
responsible for preparing and implementing the county's Congestion Management
Program. In Santa Clara County, VTA is the designated CMA.
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CMP: Congestion Management Program: A comprehensive program designed to
reduce traffic congestion, to enhance the effectiveness of land use decisions, and to
improve air quality. Unless otherwise specified, CMP means Santa Clara County's
Congestion Management Program.
Cumulative Conditions: The analysis scenario including Background Conditions
(Existing Conditions plus Approved Projects) and expected growth, plus the project.
Deficiency Plan: See Multimodal Improvement Plan.
Diverted Linked Trip: Trips generated by the proposed project that would be attracted
from roadways in the vicinity of a proposed project site. This type of trip requires a
diversion from one roadway to another to gain access to the site.
Effect: Used to refer to project -related effects on elements of the transportation system
for which no CMP standard or impact threshold has been established. Distinct from
"impact," which refers to project effects on the CMP system as determined by the
standards and impact thresholds established by VTA. The TIA should particularly focus
on project -related effects that tend to degrade pedestrian, bicycle and transit conditions.
Existing Conditions: Roadway, transit, bicycle and pedestrian conditions at the time that
the Lead Agency issues the TIA Notification Form.
Express Lanes: Express Lanes are HOV (high -occupancy vehicle) lanes which solo
drivers can access by paying a toll. Tolls vary by congestion levels to keep the lanes
operating at a minimum of 45 mph. In other areas outside Santa Clara County, Express
Lanes may be called high -occupancy toll (HOT) or managed lanes.
Facility: A part of the transportation network, such as a roadway, intersection, bicycle
lane, sidewalk or transit station. The word "facility" is used generally in this document to
refer to CMP System roadway facilities, which include CMP intersections, freeways, and
rural highways. CMP facilities also include the CMP Transit Network and the CMP
Bicycle Network, but these are generally called out specifically in the text.
Financial Incentives: Transportation Demand Management (TDM) programs sometimes
offer financial incentives to participants who choose to commute by carpooling,
vanpooling, transit, bicycling or walking. Incentives can include: transportation
allowances; parking cash -out; pre-tax commuter benefits; and subsidies such as free
transit passes or transit fare incentives.
General Planning Efforts: General planning efforts are planning studies that are
designed to provide basic guidelines for land uses, the transportation system, and design
characteristics in a relatively large area. The key element of this definition is that these
types of planning efforts do not confer, as a right, the ability to develop a specific project.
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HCM: Highway Capacity Manual. A manual published by the Transportation Research
Board (TRB) that contains concepts, guidelines, and equations to calculate the level of
service on highways and intersections. In 2010 the manual was updated to include new
level of service/quality of service measures for transit, pedestrians, and bicycles.
HOV: High Occupancy Vehicle Lane. A lane on a street or highway reserved for the use
of high occupancy vehicles either all day or during specified periods (for example, during
rush hours). Buses, carpools, and/or vanpools are allowed to use HOV lanes.
ITE: The Institute of Transportation Engineers is a professional organization that
publishes technical guidelines for transportation engineering. ITE Trip Generation is a
standard reference for estimating trips based on the type and size of proposed
development.
Impact: Used to refer to project effects on the CMP system as determined by the
standards and impact thresholds established by VTA. Distinct from "effect," which refers
to project -related effects on elements of the transportation system for which no CMP
standard or impact threshold has been established.
Improvement: A change that addresses the effects, particularly negative effects, of a
development project on elements of the transportation system for which no CMP standard
or impact threshold has been established.
Lead Agency: The agency responsible for preparing the Transportation Impact Analysis
report.
Level of Service (LOS): This is a measure used by transportation professionals to grade
performance of transportation facilities. LOS is graded on a scale of A (the best
performance) to F (the worst performance).
Long -Term Development Project: A specific development project expected to be
completed beyond five years from the date of approval. Most long-term development
projects will also be phased -development projects.
Member Agency: A local jurisdiction that is a signatory of the CMA's Joint Powers
Agreement. This includes all cities within the county, Santa Clara County, and the Santa
Clara Valley Transportation Authority.
Mitigation: A change that addresses the impacts of a development project on elements of
the transportation system for which a CMP standard or impact threshold has been
established.
Mixed -Use Development: A project that combines one or more land uses. Depending on
the land uses, the vehicle trips generated by the development may be fewer than if the
uses were developed separately.
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Mode Split: The share of all trips to and from a project site taken by each of the four
major transportation modes (automobile, transit, bicycle and pedestrian).
Multimodal Improvement Plan: VTA terminology for "Deficiency Plan" as defined by
CMA statute. Multimodal Improvement Plans are plans to identify offsetting measures to
improve transportation conditions on CMP facilities in lieu of making physical traffic
capacity improvements such as widening an intersection or roadway.
Near -Term Development Project: A near-term development project will be built and
occupied within five years of project approval. Most near-term development projects will
also be specific development projects.
Net New Peak Hour Trip: Proposed project trips which are not associated with an
existing development on the site and not included in an approved project.
Parking Management Program: Parking policies that are designed to make the most
efficient use of parking supply, and encourage alternatives to driving alone, such as
parking charges, parking cash out, shared parking, or preferential parking for carpool or
vanpool vehicles.
Pass -By Trips: Trips generated by the proposed project that would be attracted from
traffic passing the proposed project site on an adjacent street that contains direct access to
the generator.
PDA: Priority Development Area. These locations were identified for concentrated
development as part of Plan Bay Area, the Metropolitan Transportation Commission's
2040 Regional Transportation Plan for the nine -county Bay Area.
Peak Hour: The highest morning or evening hour of travel reported on a transportation
network or street.
Peer/Study-Based Reduction: Automobile trip reduction approach that may be used
when studies of similar projects, or of other sites occupied by the project applicant, have
demonstrated comparable trip reductions through survey results or other data.
Phased -Development Project: A project that will be completed in separate pieces over a
period of time.
Pre -Tax Commuter Benefit: Federal tax code allows the use of tax-free dollars to pay
for transit commuting and parking costs. The monthly benefit amount varies from year to
year based on adopted legislation.
Project Conditions: A study scenario evaluating the addition of the project, along with
estimated project generated trips, to the "without project" scenario (Existing,
Background, or Cumulative Conditions, as appropriate).
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Quality of Service (QOS): A metric used to evaluate how well a transportation facility
serves its users. Several different QOS methodologies are currently used by
transportation professionals, often with a focus on bicyclists, pedestrians or transit
passengers.
Queuing: Formation of a line of vehicles at an intersection or driveway, when vehicle
arrival rates are higher than departure rates.
Specific Development Project: A project that, when approved, grants an entitlement for
construction of a particular size and type.
Target -Based Reduction: Automobile trip reduction approach that may be used when
the project applicant has entered into an enforceable agreement with the Lead Agency
that limits the number of automobile trips traveling to and from the project site.
TDM: Transportation Demand Management. This is a term used to describe policies and
programs to reduce the number of cars on the road. Examples of transportation demand
management include flextime, ridesharing, telecommuting, and financial incentives.
Transit Fare Incentives: Transit fare incentives are financial incentives offered to
reduce drive -alone commuter trips, such as free transit passes or pre -paid fares.
Transportation Demand Forecasting Model: An analytical tool that predicts travel
patterns based upon the spatial relationship between various types of land uses and
connecting transportation facilities (e.g., roadways and transit).
Trip Assignment: The trip assignment step of a TIA consists of assigning trips to
specific transportation facilities on the basis of the trip distribution percentages.
Trip Distribution: The trip distribution step of a TIA consists of forecasting the travel
direction of project -generated trips to and from the project site.
Trip Generation: Trip generation predicts the total number of trips to and from a project
site.
Trip Reduction: Similar to but broader than TDM, trip reduction refers to any effort to
reduce the number of automobile trips generated by a development project. The VTA
TIA Guidelines provide guidance on several approaches that encourage and document
reductions in automobile trips generated by new development projects compared to
standard automobile -trip rates.
Trip Threshold: A complete TIA for CMP Purposes shall be performed for any project
in Santa Clara County expected to generate 100 or more net new weekday (AM or PM
peak hour) or weekend peak hour trips, including both inbound and outbound trips.
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Vanpooling: Commuting in a seven- to 15 -passenger van, with driving undertaken by
commuters. The riders usually pay for some portion of the van's ownership and operating
cost. The van may be privately owned, employer-sponsored or provided through a private
company that leases vehicles.
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