HomeMy WebLinkAbout2020-33 CC Resolution RESOLUTION NO. 2020-33
A RESOLUTION OF THE CITY COUNCIL OF THE CITY
OF TEMECULA TO ADOPT THE CALIFORNIA
ENVIRONMENTAL QUALITY ACT ("CEQA")
TRANSPORTATION VEHICLE MILES TRAVELED
("VMT") ANALYSIS GUIDELINES FOR PURPOSES OF
ANALYZING TRANSPORTATION IMPACTS UNDER
CEQA, AND MAKING A FINDING OF EXEMPTION
UNDER CEQA (LONG RANGE PLANNING PROJECT NO.
LR18-1506)
THE CITY COUNCIL OF THE CITY OF TEMECULA DOES HEREBY RESOLVE AS
FOLLOWS:
Section 1. Procedural Findings. The City Council of City of Temecula does hereby find,
determine and declare that:
A. The California Environmental Quality Act Guidelines ("CEQA Guidelines")
encourage public agencies to develop and publish generally applicable"thresholds of significance"
to be used in determining the significance of a project's environmental effects; and
B. CEQA Guidelines section 15064.7 (a) defines a thresholds of significance as "an
identifiable quantitative, qualitative or performance level of a particular environmental effect,
noncompliance with which means the effect will normally be determined to be significant by the
agency and compliance with which means the effect normally will be determined to less than
significant"; and
C. CEQA Guidelines section 15064.7(b)requires that thresholds of significance must
be adopted by ordinance, resolution, rule, or regulations, developed through a public review
process,and be supported by substantial evidence; and
D. Pursuant to CEQA Guidelines section 15064.7 (c), when adopting thresholds of
significance,a public agency may consider thresholds of significance adopted or recommended by
other public agencies provided that the decision of the agency is supported by substantial evidence;
and
E. Senate Bill 743, enacted in 2013 and codified in Public Resources Code section
21099, required changes to the CEQA Guidelines regarding the criteria for determining the
significance of transportation impacts of projects; and
F. In 2018, the Governor's Office of Planning and Research ("OPR") proposed, and
the California Natural Resources Agency certified and adopted, new CEQA Guidelines section
15064.3 that identifies vehicle miles traveled ("VMT") — meaning the amount and distance of
automobile travel attributable to a project—as the most appropriate metric to evaluate a project's
transportation impacts; and
G. As a result, automobile delay, as measured by"level of service" and other similar
metrics, generally no longer constitutes a significant environmental effect under CEQA; and
H. CEQA Guidelines section 15064.3 goes into effect on July 1, 2020, though public
agencies may elect to be governed by this section immediately; and
I. Staff worked with Fehr&Peers to revise the City's Traffic Impact Analysis("TIA")
Guidelines and include a VMT Section(CEQA Transportation VMT Analysis Guidelines
("VMT Analysis Guidelines"))to ensure consistency with SB 743; and
J. On April 22, 2020, at a duly noticed public hearing, the Planning Commission,
considered staffs presentation and reviewed the recommended thresholds of significance and the
VMT Analysis Guidelines and recommended that the City Council adopt the VMT Analysis
Guidelines; and
K. On April 23, 2020, at a duly noticed public hearing, the Public Traffic Safety
Commission considered staffs presentation and reviewed the recommended thresholds of
significance and the VMT Analysis Guidelines and recommended that the City Council adopt the
VMT Analysis Guidelines.
Section 2. Environmental Findings. The City Council hereby makes the following
environmental findings and determinations in connection with the adoption of this resolution:
In accordance with the California Environmental Quality Act ("CEQA"), the City Council has
been determined that the adoption of the VMT Thresholds and CEQA Transportation VMT
Analysis Guidelines, which is an action consistent with Senate Bill ("SB") 743, will not result in
a direct or reasonably foreseeable indirect physical change in the environment, and thus the
thresholds and VMT Analysis Guidelines are not subject to CEQA (14 CCR § 15378(a)). In
addition, the thresholds and VMT Analysis Guidelines are not a"project" within the meaning of
CEQA pursuant to 14 CCR § 15378(b)(5) and constitute an action involving procedures for the
protection of the environment,which is exempt from CEQA pursuant to 14 CCR§ 15308. Finally,
if the thresholds and VMT Analysis Guidelines are determined to be subject to CEQA, they are
exempt therefrom because it can be seen with certainty that there is no possibility that these
amendments will have a significant effect on the environment. (14 CCR § 15061(b)(3).)
Section 3. Further Findings. The City Council of the City of Temecula hereby finds the
thresholds of significance identified in the VMT Analysis Guidelines have been developed through
a public review process and are supported by substantial evidence, as required by CEQA
Guidelines section 15064.7.
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Section 4. Approval of VMT Analysis Guidelines. The City Council of the City of
Temecula hereby adopts the CEQA Transportation VMT Analysis Guidelines attached hereto as
Exhibit "A" as part of the Traffic Impact Analysis Guidelines thereby establishing the VMT
thresholds of significance for transportation impact analysis under CEQA.
Section 5. Certification. The City Clerk shall certify the adoption of this Resolution.
PASSED, APPROVED, AND ADOPTED by the City Council of the City of Temecula
this 26th day of May, 2020.
James Stewart, Mayor
ATTES
Randi Johl, City Clerk
[SEAL]
3
STATE OF CALIFORNIA )
COUNTY OF RIVERSIDE ) ss
CITY OF TEMECULA )
I, Randi Johl, City Clerk of the City of Temecula, do hereby certify that the foregoing
Resolution No. 2020-33 was duly and regularly adopted by the City Council of the City of
Temecula at a meeting thereof held on the 26th day of May, 2020, by the following vote:
AYES: 5 COUNCIL MEMBERS: Edwards, Naggar, Rahn, Schwank,
Stewart
NOES: 0 COUNCIL MEMBERS: None
ABSTAIN: 0 COUNCIL MEMBERS: None
ABSENT: 0 COUNCIL MEMBERS: None
dir
fioma
Randi Johl, City Clerk
4
CEQA
Transport ation
VMT A nalysis
G uid elines
Cit y of Temecula
April 3, 2020
FEHR '' PEERS
Table of Contents
Overview 1
Metrics and Methodology for Calculating VMT 3
VMT per Service Population 3
Total VMT (Boundary Method) 3
Trip Length Adjustments 3
VMT Analysis for Land Use Projects 6
Screening Criteria for CEQA VMT Analysis for Land Use Projects 6
1 Small Residential and Employment Projects 6
2 Projects Located Near a Major Transit Stop/High Quality Transit Corridor 6
3. Projects Located in a VMT Efficient Area 6
4. Locally Serving Retail Projects 7
S. Locally Serving Public Facilities 7
6. Redevelopment Projects with Greater VMT Efficiency 7
7. Affordable Housing 7
VMT Thresholds of Significance for Land Use Projects 7
VMT Analysis Procedures for Land Use Projects 7
VMT Analysis for Transportation Projects 9
Screening Criteria for CEQA VMT Analysis for Transportation Projects 9
VMT Thresholds of Significance for Transportation Projects 9
VMT Analysis Procedures for Transportation Projects 9
VMT Reduction and Mitigation Measures 9
Cumulative VMT Impacts 10
Appendices
Appendix A: Model Gateway Distances
Appendix B: VMT Screening Maps
Appendix C: Transportation Projects That Do Not Require VMT Analysis
I
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1
Overview
SB 743, signed by the Governor in 2013, changes the focus of transportation impact analysis in CEQA from
measuring impacts to drivers, to measuring the impact of driving.The change is being made by replacing
LOS with VMT and providing streamlined review of land use and transportation projects that will help
reduce future VMT growth. This shift in transportation impact focus is expected to better align
transportation impact analysis and mitigation outcomes with the State's goals to reduce greenhouse gas
(GHG) emissions, encourage infill development, and improve public health through more active
transportation.
In January 2019, the Natural Resources Agency finalized updates to the CEQA Guidelines including the
incorporation of SB 743 modifications. The Office of Planning and Research (OPR) published its latest
Technical Advisory on Evaluating Transportation Impacts in CEQA to the California Natural Resources
Agency in December 2018. This Technical Advisory provides recommendations on how to evaluate
transportation impacts under SB 743. These changes include elimination of auto delay, LOS, and other
similar measures of vehicular capacity or traffic congestion as a basis for determining significant CEQA
transportation impacts. The OPR guidance recommends the use of Vehicle Miles Travelled, or VMT, as the
preferred CEQA transportation metric. To comply with the new legislation the City of Temecula has
established a VMT analysis methodology, established VMT thresholds for CEQA transportation impacts,
and identified of possible mitigation strategies. SB 743 includes the following two legislative intent
statements:
1. Ensure that the environmental impacts of traffic, such as noise, air pollution, and safety concerns,
continue to be properly addressed and mitigated through the California Environmental Quality
Act.
2. More appropriately balance the needs of congestion management with statewide goals related
to infill development, promotion of public health through active transportation, and reduction of
GHG emissions.
Since CEQA transportation analysis now requires an evaluation of a project's potential impacts related to
VMT significance criteria, the VMT analysis will:
• Enable proposed development projects to comply with current CEQA requirements as a result of
the implementation of SB 743.
• Outline the County's CEQA significance thresholds, screening criteria, and methodology for
conducting the transportation VMT analysis.
• Help determine if mitigation is required to offset a project's significant VMT impacts.
• Identify VMT reduction measures and strategies to mitigate potential impacts below a level of
CEQA significance.
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• Reduce the need to widen or build roads through effective use of the existing transportation
network and maximizing the use of alternative modes of travel throughout the County.
VMT is a metric that accounts for the number of vehicle trips generated and the length or distance of
those trips. VMT does not directly measure traffic operations but instead is a measure of network use or
efficiency, especially if expressed as a function of population or employment (i.e.VMT per resident).VMT
tends to increase as land use density decreases and travel becomes more reliant on the use of the
automobile due to the long distances between origins and destinations.VMT can also serve as a proxy for
impacts related to energy use, air pollution emissions, GHG emissions, safety, and roadway maintenance.
The relationship between VMT and energy or emissions is based on fuel consumption. The traditional use
of VMT in environmental impact analysis is to estimate mobile air pollution emissions, GHGs, and energy
consumption.
This guidelines document is organized as follows:
1. Metrics and Methodology for Calculating VMT
2. VMT Analysis for Land Use Projects
3. VMT Analysis for Transportation Projects
4. VMT Reduction and Mitigation Measures
5. Cumulative VMT Impacts
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Metrics and Methodology for
Calculating VMT
Transportation VMT analysis for CEQA should be conducted using the Riverside County Transportation
Analysis Model (RIVTAM)'.The model outputs can be used to produce Total VMT/Service Population and
Total VMT.
VMT per Service Population
VMT/Service Population is established by dividing the total VMT with at least one trip end in the City of
Temecula by the population plus employment of the City. The total VMT includes all internal VMT,
internal to external, and external to internal VMT (in other words all VMT regardless of geographic
boundaries). Since this metric combines VMT for residents and employees and reflects how accessible all
land uses are
(for example, geographies with higher density, more shopping, and more jobs will have lower
VMT/Service Population) it can be used to evaluate multiple types of projects. To analyze the VMT/Service
Population for a proposed project,the project's total VMT is divided by the project population plus
employment.
The total VMT (origin-destination method)within the City can be calculated directly from model outputs
by multiplying the origin-destination (O-D) trip matrix by the final assignment skims (0-D Method VMT).
The total VMT value should be appended to include VMT from all trips that enter or exit the Riverside
County, as explained in the Trip Length Adjustment section.
Total VMT (Boundary Method)
Total daily VMT within a given area can be measured by multiplying the daily volume on every roadway
segment by the length of every roadway segment within a given area. This is called Boundary Method
VMT. Examples of total VMT (Boundary Method) are VMT within the WRCOG region, VMT within the City
of Temecula, or VMT within the vicinity of a transportation project.
Trip Length Adjustments
Trip length adjustments for trips leaving the RIVTAM Model Area can be made by using the California
Statewide Travel Demand Model (CSTDM).
Adjusting the length of trips leaving a model boundary requires appending extra distance at the model
gateway zone (or external centroid) connectors. This process results in new gateway distances that are
weighted based on the amount and location of external travel origins and destinations.
' RIVCOM is currently under development with an anticipated completion date in the Spring/Summer of 2020 Once
finalized, RIVCOM should be utilized for all forecasting activity
The first step of this process is to determine trip volume leaving or entering the model boundary. These
are referred to as internal-to-external (IX) and external-to-internal (XI)trips.This data can be generated
either from O-D trip matrices or by conducting a select zone analysis to track trips to the model gateways.
The volume at the gateways for this purpose should not include external-to-external (XX) through trips.
Determining the full length of trips leaving or entering a model boundary requires an OD dataset that
includes flows between the model area and the area external to the model.The California Statewide
Travel Demand Model (CSTDM) should be used to develop the OD dataset.
The next step requires determining the gateway(s) based on the RIVTAM model which trips from the OD
data source would travel through.The trip length adjustment process ultimately requires calculating the
weighted average distance beyond each model gateway. The process of calculating trip lengths external
to the RIVTAM model region for trips entering or exiting the RIVTAM model area using the CSTDM is
described below:
• Create correspondence between Study Area TAZs within RIVTAM model to the Statewide Model
TAZs.
• Add "Gate" attribute to CSTDM roadway network links and set"Gate" equal to gateway id only for
those links identified as the locations corresponding to the RIVTAM model gateways.
• Add "Gate_Dist" attribute to CSTDM roadway network links and set "Gate_Dist" equal to the link
distance for those links outside the RIVTAM model boundary. All the CSTDM roadway links inside
the RIVTAM model boundary will have a "Gate_Dist" attribute of 0.
• Run a highway skim on the CSTDM roadway network to skim the shortest travel time between
each OD pair, tracking the gateway and distance outside the RIVTAM model boundary. • For each
gateway, summarize the average distance beyond the RIVTAM model boundary weighted by
volume at each gateway.
• Tag the gateway distance from the above step using CSTDM to the gateways in the RIVTAM
model and multiply to the gateway volume from the RIVTAM model to determine the gateway
external VMT to the RIVTAM model. Make sure not to double-count any overlap distance that's
already accounted for in the VMT calculation from the RIVTAM model.
Table 1 shows the base year(2012)weighted average distance beyond the RIVTAM model boundary for
trips passing through the Riverside County model gateway, as calculated using the methodology above.
A full list of distances for model gateway distances for the RIVTAM model can be found in Appendix A.
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Table 1: Average Trip Distances South of Riverside County Line
Gateway Distance Outside Riverside County(miles)
Route County IX Trips XI Trips
SR-79 San Diego County 40.9 41.7
Pala Rd San Diego County 19.3 20.4
1-15 San Diego County 23.8 23.1
Sandia Creek Rd San Diego County 6.7 6.7
De Luz Rd San Diego County 4.4 4.4
Tenaja Rd San Diego County 6.5 6.5
Source Fehr&Peers.
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VMT Analysis for Land Use
Projects
Screening Criteria for CEQA VMT Analysis for Land Use
Projects
The requirements to prepare a detailed transportation VMT analysis apply to all land development
projects, except those that meet at least one of the screening criteria.A project that meets at least one of
the screening criteria below would have a less than significant VMT impact due to project characteristics
and/or location.
1. Small Residential and Employment Projects
Projects generating less than 110 daily vehicle trips (trips are based on the number of vehicle trips after
any alternative modes/location-based adjustments are applied) may be presumed to have a less than
significant impact absent substantial evidence to the contrary.
2. Projects Located Near a Major Transit Stop/High Quality Transit Corridor
Projects located within a half mile of an existing major transit stop or an existing stop along a high-quality
transit corridor2 may be presumed to have a less than significant impact absent substantial evidence to
the contrary.This presumption may not be appropriate if the project:
• Has a Floor Area Ratio of less than 0.75
• Includes more parking for use by residents, customers, or employees of the project than required
by the City
• Replaces affordable residential units with a smaller number of moderate- or high-income
residential units
3. Projects Located in a VMT Efficient Area
A VMT efficient area is any area with an average VMT per service population 15% below the baseline
average for the WRCOG region. Land use projects may qualify for the use of VMT efficient area screening
if the project can be reasonably expected to generate VMT per service population that is similar to the
existing land uses in the VMT efficient area. Projects located within a VMT efficient area may be presumed
2 Major transit stop a site containing an existing rail transit station,a ferry terminal served by either a bus or rail
transit service, or the intersection of two or more major bus routes with a frequency of service interval of 15 minutes
E or less during the morning and afternoon peak commute periods High quality transit corridor a corridor with fixed
route bus service with service intervals no longer than 15 minutes during peak commute periods.
•
to have a less than significant impact absent substantial evidence to the contrary. Screening maps for
each metric and subregion can be found in Appendix B.
4. Locally Serving Retail Projects
Local serving retail projects less than 50,000 square feet may be presumed to have a less than significant
impact absent substantial evidence to the contrary. Local serving retail generally improves the
convenience of shopping close to home and has the effect of reducing vehicle travel.
5. Locally Serving Public Facilities
Public facilities that serve the surrounding community or public facilities that are passive use may be
presumed to have a less than significant impact absent substantial evidence to the contrary.
6. Redevelopment Projects with Greater VMT Efficiency
A redevelopment project may be presumed to have a less than significant impact if the proposed project's
total project VMT is less than the existing land use's total VMT.
7. Affordable Housing
An affordable housing project may be presumed to have a less than significant impact absent substantial
evidence to the contrary.
VMT Thresholds of Significance for Land Use Projects
Projects that do not meet the above screening criteria must include a detailed evaluation of the VMT
produced by the project.Any project with a VMT/Service Population 15% below the WRCOG baseline
average VMT/Service Population can be presumed to have a less than significant impact.
VMT Analysis Procedures for Land Use Projects
For projects which meet one of the screening criteria for CEQA VMT analysis, no additional analysis is
necessary. For projects which are not screened, an evaluation of the VMT produced by the project is
necessary. To complete the analysis, the project should be evaluated using the RIVTAM Model (or
RIVCOM model once available) to evaluate the VMT/Service population using the methodology described
in the Methodology section.
If the project includes transportation demand management (TDM) measures, the reduction in VMT due to
each measure shall be calculated and can be applied to the project analysis. There are several resources
for determining the reduction in VMT due to TDM measures, such as the California Air Pollution Control
Officers Association (CAPCOA) Quantifying Greenhouse Gas Mitigation Measures (2010) (Quantification
Report).
The VMT reductions associated with project TDM should be applied to the project VMT estimate (nsuring
that the VMT reduction is applied to the appropriate project VMT. For example, if a commute trip
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reduction program is proposed for a multi-family residential project, the VMT reduction should only be
applied to the work related VMT associated with the project. If the project does not include any TDM,
then no reduction would be taken.
The resulting VMT values should be compared to the significance threshold determine whether the
project results in a significant CEQA transportation impact due to VMT.
'V.
VMT Analysis for
J
Transportation Projects
For transportation projects, any project that results in an increase in additional motor vehicle capacity
(such as constructing a new roadway or adding additional vehicle travel lanes on an existing roadway) has
the potential to increase vehicle travel, referred to as"induced vehicle travel."
Screening Criteria for CEQA VMT Analysis for Transportation
Projects
Appendix C contains a list of transportation projects that, absent substantial evidence to the contrary, do
not require an induced travel/VMT analysis since they typically do not cause substantial or measurable
increases in VMT.
VMT Thresholds of Significance for Transportation Projects
A net increase in area total VMT indicates that the project has a significant impact
VMT Analysis Procedures for Transportation Projects
To calculate the change in area (boundary method) total VMT, the transportation project should be input
into the travel demand model. The "with project" area total VMT produced by the model run is compared
to the "no project" area total VMT.A net increase in area VMT indicates that the project has a significant
impact
VMT Reduction and Mitigation
Measures
To mitigate VMT impacts, the project applicant must reduce VMT,which can be done by either reducing
the number of automobile trips generated by the project or by reducing the distance that people drive.
The following strategies are available to achieve this:
1. Modify the project's built environment characteristics to reduce VMT generated by the project.
2. Implement TDM measures to reduce VMT generated by the project.
Strategies that reduce single occupant automobile trips or reduce travel distances are called TDM
strategies. There are several resources for determining the reduction in VMT due to TDM measures such
as the CAPCOA Quantification Report.
'V.
Cumulative VMT Impacts
Since VMT is a composite metric that will continue to be generated over time, a key consideration for
cumulative scenarios is whether the rate of VMT generation gets better or worse in the long-term. If the
rate is trending down over time consistent with expectations for air pollutant and GHGs, then the project
level analysis may suffice. However, the trend direction must be supported with substantial evidence.A
project would result in a significant project-generated VMT impact under cumulative conditions if the
cumulative project-generated VMT per service population exceeds the WRCOG baseline VMT per service
population.
Measuring the'project's effect on VMT' is necessary especially under cumulative conditions to fully
explain the project's impact.A project effect on VMT under cumulative conditions would be considered
significant if the cumulative total VMT/service population increases under the plus project condition
compared to the no project condition.
Please note that the cumulative no project shall reflect the adopted RTP/SCS; as such, if a project is
consistent with the regional RTP/SCS,then the cumulative impacts shall be considered less than
significant.
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Appendix A: Model Gateway Distances
Gateway Distance Outside Riverside County(miles)
Route Destination IX Trips XI Trips
US-101 Santa Barbara County 24 4 26.4
SR-1 SO Santa Barbara County 1.9 1.4
SR-33 Santa Barbara County 162.9 184 7
Lockwood Valley Rd Kern County 1.8 1.9
1-5 Kern County 224 2 224 8
90th Street W Kern County 26.9 19.8
60th Street W Kern County 0.0 6.1
SR-14 Kern County 30.3 29.0
Sierra Hwy Kern County 0.0 0.0
120th Street E Kern County 13 0 13.1
Mercury Blvd.
( Kern County
200th St)
0.0 0 0
SR-58 Kern County 102.8 92.7
SR-395 Kern County 134 8 122.1
SR-178 Kern County 2.9 3.6
Trona Rd Inyo County 0.0 0.0
SR-127 Inyo County 38.9 37.9
Mesquite Valley Rd Inyo County 0.0 0.0
Kingston Rd State of Arizona 0.0 0.0
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FEHR ' PEERS
Appendix
!PillSR-15 State of Arizona 0.0 0 0
c Nipton Rd State of Arizona 0.0 0.0
SR-95 State of Arizona 0.0 0 0
Needle Hwy State of Arizona 0.0 0.0
1-40 State of Arizona 0.0 0.0
Parker Dam Rd State of Arizona 0.0 0.0
SR-62 State of Arizona 0.0 0.0
1-10 State of Arizona 0.0 0.0
1-8 International Border- Mexico 0.0 0.0
SR-186 International Border- Mexico 0.0 0.0
SR-7 International Border- Mexico 0.0 0.0
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SR-111 International Border- Mexico 0.0 0.0
1-8 Imperial County 67.2 63.8
SR-78 Imperial County 48.6 43.4
SR-22 Imperial County 28.1 26.1
SR-79 San Diego County 40.9 41.7
Pala Rd San Diego County 19.3 20.4
1-15 San Diego County 23.8 23.1
Sandia Creek Rd San Diego County 6.7 6.7
De Luz Rd San Diego County 4.4 4.4
Tenaja Rd San Diego County 6.5 6.5
I-5 San Diego County 40.2 40.3
FEHR ' PEERS
Appendix B : VMT Screening Maps
FEHRt' PEERS
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TEMECULA
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�� Riverside County
San Diego County
- < -15%below WRCOG Regional Average(Screened) City Limits
0 to-15%below WRCOG Regional Average(Mitigatable) O County Boundai
Higher than WRCOG Regional Average(Challenge to Mitigate)
RIVTAM Model (2012)
Daily Total VMT per Service Population
Comparison to WRCOG Regional Average
Appendix C: Transportation Projects
That Do Not Require VMT Analysis
The following complete list is provided in the OPR Technical Advisory(December 2018, Pages 20-21) for
transportation projects that "would not likely lead to a substantial or measurable increase in vehicle travel,
and therefore generally should not require an induced travel analysis:"
• Rehabilitation, maintenance, replacement, safety, and repair projects designed to improve the
condition of existing transportation assets (e.g., highways; roadways; bridges; culverts;
Transportation Management System field elements such as cameras, message signs, detection, or
signals;tunnels;transit systems;and assets that serve bicycle and pedestrian facilities) and that
do not add additional motor vehicle capacity
• Roadside safety devices or hardware installation such as median barriers and guardrails
• Roadway shoulder enhancements to provide "breakdown space," dedicated space for use only by
transit vehicles, to provide bicycle access, or to otherwise improve safety, but which will not be
used as automobile vehicle travel lanes
• Addition of an auxiliary lane of less than one mile in length designed to improve roadway safety •
Installation, removal, or reconfiguration of traffic lanes that are not for through traffic, such as left,
right, and U-turn pockets, two-way left turn lanes, or emergency breakdown lanes that are not
utilized as through lanes
• Addition of roadway capacity on local or collector streets provided the project also substantially
improves conditions for pedestrians, cyclists,and, if applicable, transit
• Conversion of existing general purpose lanes (including ramps) to managed lanes or transit lanes,
or changing lane management in a manner that would not substantially increase vehicle travel
• Addition of a new lane that is permanently restricted to use only by transit vehicles
• Reduction in number of through lanes
• Grade separation to separate vehicles from rail,transit, pedestrians or bicycles, or to replace a
lane in order to separate preferential vehicles (e.g., HOV, HOT, or trucks) from general vehicles
• Installation, removal, or reconfiguration of traffic control devices, including Transit Signal Priority
(TSP) features
• Installation of traffic metering systems, detection systems, cameras, changeable message signs
and other electronics designed to optimize vehicle, bicycle, or pedestrian flow
• Timing of signals to optimize vehicle, bicycle, or pedestrian flow
• Installation of roundabouts or traffic circles
• Installation or reconfiguration of traffic calming devices
• Adoption of or increase in tolls
FEHR tPEERS
Appendix
• Addition of tolled lanes, where tolls are sufficient to mitigate VMT increase
• Initiation of new transit service
• Conversion of streets from one-way to two-way operation with no net increase in number of
traffic lanes
• Removal or relocation of off-street or on-street parking spaces
• Adoption or modification of on-street parking or loading restrictions (including meters, time
limits, accessible spaces, and preferential/reserved parking permit programs)
• Addition of traffic wayfinding signage
• Rehabilitation and maintenance projects that do not add motor vehicle capacity
• Addition of new or enhanced bike or pedestrian facilities on existing streets/highways or within
existing public rights-of-way
• Addition of Class I bike paths,trails, multi-use paths, or other off-road facilities that serve
nonmotorized travel
• Installation of publicly available alternative fuel/charging infrastructure
• Addition of passing lanes, truck climbing lanes, or truck brake-check lanes in rural areas that do
not increase overall vehicle capacity along the corridor