HomeMy WebLinkAbout07 RESO 24-24 APPROVING VEHICLE MILES TRAVELED GUIDELINES UNDER CEQADocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
AGENDA REPORT
1W
MEETING DATE: MAY 7, 2024
TO: NICOLE BERNARD, ACTING CITY MANAGER
Agenda Item 7
Reviewed: DS
�ZB
City Manager
Finance Director N/A
FROM: JUSTINA WILLKOM, DIRECTOR OF COMMUNITY DEVELOPMENT
MICHAEL GRISSO, ACTING DIRECTOR OF PUBLIC WORKS
SUBJECT: ADOPT RESOLUTION NO. 24-24 TO APPROVE THE CITY OF TUSTIN
VEHICLE MILES TRAVELED ANALYSIS GUIDELINES UNDER THE
CALIFORNIA ENVIRONMENTAL QUALITY ACT
SUMMARY
Senate Bill 743 (SB 743) was passed in 2013 establishing new requirements under the California
Environmental Quality Act (CEQA) which evaluates Vehicle Miles Traveled (VMT) metrics in -lieu
of congestion or vehicle delay metrics previously used in determining a project's potential
transportation impacts as it relates to CEQA. Although SB 743 was passed in 2013, public
agencies were not required to start using VMT to measure traffic impacts until July 1, 2020.
Similar to many neighboring agencies, and since July 2020, the City has used the guidelines and
VMT metrics for CEQA as set forth by the California Office of Planning and Research (OPR) when
analyzing projects within the City. To ensure continuity within the City's planning processes and
ensure consistency within our local traffic network, the City hired RK Engineering Group, Inc.
(RKE) to prepare the City of Tustin Vehicle Miles Traveled Analysis Guidelines.
RECOMMENDATION
It is recommended that the City Council adopt Resolution No. 24-24 certifying the VMT Analysis
Guidelines in compliance with new CEQA requirements.
FISCAL IMPACT
The recommended action has no substantial fiscal impact to the City's current operating budget.
CORRELATION TO THE STRATEGIC PLAN
The VMT Analysis Guidelines contribute to the fulfillment of the City's Strategic Plan Goal A:
Economic and Neighborhood Development. Specifically, the VMT Analysis Guidelines will give
guidance to implement or foster development through the environmental process.
DISCUSSION AND BACKGROUND
Traffic and transportation are one category public agencies study under CEQA, particularly the
impact to traffic as it relates to new development, and a comparison to existing traffic conditions.
Historically, this analysis included metrics such as speed, travel time, maneuverability, delay, and
safety, with an emphasis on congestion (vehicle delay). This type of traffic analysis is referred to
as a "Level of Service" or "LOS" analysis. Although no longer considered an environmental impact
under CEQA, traffic congestion and vehicle delay related to new development is still addressed
through the City's General Plan which contains policies promoting and requiring efficient traffic
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Adoption of Vehicle Miles Traveled Analysis Guidelines
May 7, 2024
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movement. For this reason, LOS-based analysis will still be used as part of the overall planning
process and is referenced within the VMT Analysis Guidelines. With adoption of the VMT Analysis
Guidelines, VMT metrics will be used as it relates to CEQA for traffic and transportation analysis.
The VMT is a measure of the distance a person drives by personal vehicle to a destination. The
VMT is discussed in terms of miles traveled per capita for residential uses, and per employee for
non-residential uses.
Data on the City's existing residential and non-residential VMT was obtained from the countywide
traffic model maintained by the Orange County Transportation Authority (OCTA). The table below
depicts the existing average VMT for residential and non-residential uses in the City of Tustin
(Citywide Average). These values are subject to change on occasion with model updates by
OCTA.
Geographical Region
Home -Based VMT
Per Capita
Employment -Based VMT
Per Employee
Tustin Citywide Average
15.0
25.1
The VMT thresholds, procedures, and methods are all set forth in detail in the VMT Guidelines
and contain all of the features necessary to assist staff and project applicants in preparing and
evaluating development VMT impacts under CEQA. The Tustin VMT Guidelines have been
tailored to serve the City's local land use conditions, transportation network, and the City's
General Plan goals and policies.
CEQA FINDINGS:
The adoption of VMT thresholds is categorically exempt from CEQA pursuant to Section 15308
of Title 14, Chapter 3 of the California Code of Regulations (Class 8, Actions by Regulatory
Agencies for Protection of the Environment). This exemption is applicable to actions taken by
regulatory agencies for the protection of the environment. Adoption of VMT thresholds of
significance will improve the quality of the environment within the City and region by promoting
multimodal transportation and reducing air pollution and greenhouse gas emission generated
from vehicular traffic.
DocuSigned by:
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Justina Willkom
Director of Community Development
Doc�JuSigned by:
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Michael Grisso
Acting Director of Public Works
Attachment: Resolution No. 24-24 with Exhibit A: Vehicle Miles Traveled Analysis Guidelines
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RESOLUTION NO. 24-24
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF TUSTIN ADOPTING
THE CITY OF TUSTIN VEHICLE MILES TRAVELED ANALYSIS GUIDELINES
UNDER THE CALIFORNIA ENVIRONMENTAL QUALITY ACT
The City Council of the City of Tustin hereby finds, determines, declares, and
resolves as follows:
WHEREAS, California Environmental Quality Act Guidelines ("CEQA Guidelines")
section 15064.7(b) encourages 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
WHEREAS, CEQA Guidelines section 15064.7(a) defines a threshold 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 be less than significant;" and
WHEREAS, CEQA Guidelines section 15064.7(b) requires that thresholds of
significance for general use must be adopted by ordinance, resolution, rule, or
regulations, developed through a public review process, and be supported by substantial
evidence; and
WHEREAS, 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
WHEREAS, 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
WHEREAS, as a result, automobile delay, as measured by "level of service" ("LOS")
and other similar metrics, will generally no longer constitute a significant environmental
effect under the California Environmental Quality Act ("CEQA"); and
WHEREAS, the City of Tustin wishes to adopt the City of Tustin VMT Analysis
Guidelines Under CEQA ("VMT Guidelines") for purposes of analyzing potential the
CEQA transportation impacts of proposed development projects within the City; and
Resolution 24-24
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WHEREAS, the City of Tustin will retain its Level of Service standards for purposes
other than compliance with CEQA.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF TUSTIN DOES
RESOLVE, DECLARE, DETERMINE, AND ORDER AS FOLLOWS:
SECTION 1. Adoption and Incorporation of Recitals. The above recitals are true
and correct, and are incorporated herein by reference.
SECTION 2. Adoption of VMT Guidelines. The City of Tustin hereby adopts the
VMT Guidelines which are attached as Exhibit A to this Resolution. The thresholds of
significance contained therein are supported by substantial evidence as required by
CEQA Guidelines section 15064.7.
SECTION 3. CEQA. The City's adoption of the VMT Guidelines, which contain
thresholds of significance, are consistent with SB 743. The goals of SB 743 include the
reduction of greenhouse gasses, encouraging infill development, and promoting multi -
modal transportation networks. As required by SB 743, the VMT Guidelines will be used
in the City's regulatory process (CEQA process) which involves procedures for the
protection of the environment. Therefore, this action is exempt from further CEQA review
pursuant to CEQA's Class 8 categorical exemption. (CEQA Guidelines § 15308 — Actions
by Regulatory Agencies for Protection of the Environment.)
SECTION 4. Modifications. City staff may revisit and amend the VMT Guidelines
as needed, subject to the limitations of CEQA, including, without limitation, CEQA
Guidelines § 15064.7(b).
SECTION 5. Effective Date. This Resolution shall take effect immediately upon its
adoption by the City Council, and Clerk of the City Council shall attest to and certify the
vote adopting this Resolution.
PASSED AND ADOPTED at a regular meeting of the City Council of the City of
Tustin, California, held on the 7t" day of May 2024.
AUSTIN LUMBARD,
Mayor
ATTEST:
ERICA N. YASUDA,
City Clerk
Resolution 24-20
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APPROVED AS TO FORM:
DocuSigned by:
Dtit i( ateVauk for
DA F-�IKEt�NqDIG,
City Attorney
/msd/
STATE OF CALIFORNIA )
COUNTY OF ORANGE ) SS
CITY OF TUSTIN )
I, Erica N. Yasuda, City Clerk and ex-officio Clerk of the City Council of the City of Tustin,
California, do hereby certify that the whole number of the members of the City Council is
five; that the above and foregoing Resolution No. 24-24 was duly and regularly passed
and adopted at a regular meeting of the City Council held on the 7t" day of May 2024 by
the following vote:
COUNCILMEMBER AYES:
COUNCILMEMBER NOES:
COUNCILMEMBER ABSTAINED:
COUNCILMEMBER ABSENT:
COUNCILMEMBER RECUSED:
ERICA N. YASUDA,
City Clerk
Resolution 24-24
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CITY OF TUSTIN
Vehicle Miles Traveled Analysis Guidelines
March 2024
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Vehicle Miles Traveled Analysis Guidelines
Table of Contents
1.0 Introduction..............................................................................................................1
2.0 VMT Screening for Land Use Projects....................................................................... 2
2.1 Tustin VMT Screening Form.................................................................................................2
2.2 Screening Criteria................................................................................................................2
3.0 VMT Impact Analysis................................................................................................. 7
3.1 VMT Thresholds of Significance...........................................................................................7
3.2 Mitigating Impacts Using the VMT Screening Form..............................................................8
3.3 Project -Specific VMT Modeling............................................................................................8
4.0 Mitigation Measures...............................................................................................10
5.0 Level of Service Performance Criteria.....................................................................11
Exhibits
Exhibit A:
Tustin Transportation Impact Analysis Flow Chart for Land Use Projects
Exhibit B:
City of Tustin Transit Priority Areas
Exhibit C:
OCTAM TAZ Map for City of Tustin
Exhibit D:
Low VMT Areas — VMT Per Capita
Exhibit E:
Low VMT Areas — VMT Per Employee
Appendices
Appendix A: City of Tustin VMT Screening Form for Land Use Project
Appendix B: ADT Screening Criteria Supplemental Analysis
Appendix C: List of VMT Reduction Measures from 2021 CAPCOA Handbook
Appendix D: Sample Projects
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Vehicle Miles Traveled Analysis Guidelines
1.0 Introduction
The City of Tustin Vehicle Miles Traveled Analysis Guidelines (VMT Guidelines) provides standardized
criteria and thresholds of significance for analyzing transportation pursuant to the latest requirements
of the California Environmental Quality Act (CEQA) (Pub. Resources Code, § 21000 et seq.).
On September 27, 2013, Governor Brown signed Senate Bill (SB) 743 into law. SB 743 seeks to further
promote the State's goals of reducing greenhouse gas (GHG) emissions and traffic -related air
pollution and increase the development of multimodal transportation systems through the reduction
of VMT. While SB 743 was primarily intended to help facilitate projects in transit priority areas, it also
authorized the California Governor's Office of Planning and Research (OPR) to change how
transportation impacts are analyzed outside of transit priority areas. The new CEQA Guidelines (§
15000 et seq.) were certified and adopted by the Natural Resource Agency in December 2018 and
VMT is now identified as the most appropriate metric to evaluate a project's transportation impacts.
Effective July 1, 2020, the previous CEQA metric of level of service (LOS), typically measured in terms
of automobile delay or roadway capacity, generally will no longer constitute a significant
environmental impact under CEQA.
The Tustin VMT Guidelines are based on the recommendations provided in the OPR Technical
Advisory on Evaluating Transportation Impacts in CEQA, December 2018 (OPR Technical Advisory)
and incorporate the VMT modeling estimates from the Orange County Transportation Analysis Model
(OCTAM). The VMT Guidelines have been tailored to consider the local land use conditions,
transportation network, and the General Plan goals and polices in the City of Tustin.
The City of Tustin reserves the right to modify the requirements of the VMT Guidelines on a case -by -
case basis and will update the guidelines, as needed, to address new CEQA precedent, future
modeling forecasts, and overall refinement of the process moving forward.
The City of Tustin will continue to maintain LOS standards in the General Plan as part of the
discretionary review process to ensure adequate traffic operations along its roadways, outside of the
scope of CEQA.
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2.0 VMT Screening for Land Use Projects
All discretionary land use projects subject to CEQA must evaluate transportation impacts related to
VMT as part of the environmental review process. The Transportation Review Flow Chart shown in
Exhibit A provides an overview of the typical development review process for assessing transportation
impacts in the City of Tustin.
2.1 Tustin VMT Screening Form
The first step in evaluating a land use project's potential VMT impact is to perform an initial screening
assessment utilizing the City of Tustin VMT Screening Form for Land Use Projects (VMT Screening
Form). The VMT Screening Form provides an easy to use tool for streamlining the VMT analysis
process. An automated spreadsheet is available from City Staff and a PDF copy is provided in Appendix
A.
2.2 Screening Criteria
Screening criteria may be used to determine whether a project would result in a less than significant
impact without having to conduct a detailed study. The following screening criteria has been adopted
by the City of Tustin and are based on the recommendations from the OPR Technical Advisory for
setting screening thresholds for land use projects:
1. Is the project 100% affordable housing?
If a project consists of 100% affordable housing, then the presumption can be made that it
will have a less than significant impact on VMT. According to sources provided by OPR,
affordable housing projects typically generate lower VMT than market -rate housing and a
project consisting of a high percentage of affordable housing may be a basis for the city to
find a less than significant impact on VMT. Furthermore, a project which includes any
affordable residential units may factor in the effect of the affordability on VMT into the
assessment of VMT generated by those units.
2. Is the project within one half (1/2) mile of qualifying transit?
CEQA Guideline Section 15064.3, subdivision (b)(1), states that lead agencies generally
should presume that certain projects (including residential, retail, and office projects, as well
as projects that are a mix of these uses) proposed within one half (112) mile of an existing
major transit stop or an existing stop along a high quality transit corridor will have a less than
significant impact on VMT.
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For purposes of the Tustin VMT Guidelines, qualifying transit means a major transit stop or
high -quality transit corridor, defined as follows:
• Major transit stop means a site containing an existing rail transit station, a ferry terminal
served by either a bus or rail transit service, or the intersection of two or more major bus
routes with a frequency of service interval of 15 minutes or less during the morning and
afternoon peak commute periods. (Pub. Resources Code, § 21064.3)
• High -quality transit corridor means a corridor with fixed route bus service with service
intervals no longer than 15 minutes during peak commute hours. (Pub. Resources Code,
§ 21155).
The latest OCTA Bus and Metrolink Rail transit schedules should be utilized during the VMT
screening process to determine whether a bus stop or corridor meets the criteria for qualifying
transit.
Per CEQA Section 21155(b), a project shall be considered to be within one-half mile of a
major transit stop if all parcels within the project have no more than 25 percent of their area
farther than one-half mile from the stop and if not more than 10 percent of the residential
units or 100 units, whichever is less, in the project are farther than one-half mile from the
stop or corridor. The analysis should also consider any substantial physical barriers that may
impede pedestrian access between the transit stop and project site.
The methodology for calculating the frequency of peak period bus service should be
consistent with the Southern California Association of Governments (SCAG) "Connect SoCal"
2024-2050 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS),
Mobility Technical Report, Appendix 5: High Quality Transit Corridor Methodology. The
morning peak period is defined as 6 AM to 9 AM and the afternoon peak period is defined
as 3 PM to 7 PM. The total population of bus trips during the combined seven —hour morning
and afternoon peak periods is used to determine the peak frequency at a bus stop. This is
done for each bus route, by direction. The peak frequency is calculated by dividing 420
minutes (the seven —hour peak converted to minutes) by the total peak bus trips. This average
frequency should be 15 minutes or less to qualify. The threshold is strict, at 15.0 minutes. A
bus route must only meet the 15—minute service interval threshold in one direction to qualify
as an HQTC. Separate but overlapping bus routes that do not individually meet the 15—minute
threshold may not be combined in order to qualify as an HQTC
See Exhibit B for a map of currently qualifying transit areas in the City of Tustin.
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3. Is the project a local serving land use?
Local serving land uses provide goods and services to the local community. Local serving land
uses offer more opportunities for residents and employees to shop, dine and obtain services
closer to home and work.
Local serving uses can also include community resources that may otherwise be located
outside of the local area. By improving destination proximity, local serving uses lead to
shortened trip lengths and reduced VMT. Therefore, local serving uses may be presumed to
have a less than significant impact on VMT. Projects that serve a wider regional area and
population, such as regional shopping and entertainment centers would not qualify as a local
serving use.
Table 1 contains a list of the eligible local serving uses in the City of Tustin:
Table 1
List of Local Servina Uses'
Local Serving Retail
(Less Than 50 TSF)
Education/Institutional'
Municipal/Public Services'
• General retail/commercial
• Public K-12 schools
Library
stores less than
• Day care/pre-schools
Civic center
50,000 square feet,
• Local private schools
Police/Fire station
including:
• Community colleges and
• Community center
• Supermarket
vocational schools
• Public works support facility
• Restaurant/cafe/bar
• Local assembly uses.
• Local park
• Coffee/donut shop
• Other local serving civic uses
• Dry cleaners
• Barber shop
• Hair/nail salon
• Bank
• Walk-in medical clinic
• Urgent Care
• Gas service station
• Auto repair/tire shop
• Gyms/health club
• Dance/yoga/fitness/martial
arts studio
' The City Staff reserves the right to require additional VMT analysis of any use listed above if there
is indication that it may otherwise increase VMT. Other local serving uses may also be eligible for
screening at the discretion of the City Staff.
z OPR does not list Educational/Institutional or Municipal/Public Services uses as a local serving uses
that would decrease VMT. These uses have been identified by the City of Tustin as complementary
local serving uses for the community that would promote a diversity of land use and lower citywide
VMT.
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4. Is the Project in a low VMT area?
Projects that locate in areas with low VMT, and that incorporate similar features (i.e., density,
mix of uses, transit accessibility), will tend to exhibit similarly low VMT. If a project is located
in a Traffic Analysis Zone (TAZ) with VMT per capita or VMT per employee that is less than or
equal to the citywide average, then the project is considered to be located in a low VMT area,
and can be presumed to have a less than significant impact on VMT.
The latest version of the OCTAM should be used to determine whether a project is located in
a low VMT area.
Residential projects shall utilize and compare the VMT/capita rate of the TAZ in which the
project is located to the citywide average VMT/capita rate. Non-residential projects shall utilize
and compare the VMT/employee rate to the citywide average VMT/employee rate. For mixed -
use projects in which the residential component is considered the primary use, and the non-
residential component is less than 50,000 square feet of local serving retail, the analysis shall
be run as a residential project and the VMT/capita rate should be used. If a mixed -use project
consists of non -local serving uses, a separate screening assessment should be prepared for
both the residential and non-residential components of the project.
See Exhibit C for a map of the OCTAM TAZs in the City of Tustin.
See Exhibit D for a map of the low VMT areas of the City based on VMT per capita.
See Exhibit E for a map of the low VMT areas of the City based on VMT per employee.
The OPR Technical Advisory recommends that a fifteen percent reduction in VMT below that
of existing development may be a reasonable threshold for determining low VMT areas.
However, based on the constraints of the city's suburban setting, existing transportation
infrastructure, and General Plan policies, a low-VMT area is considered to be TAZ with VMT
per capita or VMT per employee that is less than or equal to the citywide average VMT. See
Section 3.1 for additional discussion on the thresholds of significance for VMT in the City of
Tustin.
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5. Are the project's net daily trips less than 500 ADT?
Most small projects that generate less than 500 net average daily traffic (ADT) would not
cause a substantial increase in the total citywide or regional VMT and may therefore be
presumed to have a less than significant impact on VMT. Appendix B provides additional
discussion, evidence, and analysis regarding the application of the 500 ADT screening criteria
and how it has been established within the context of CEQA. The ADT screening threshold is
consistent with the County of Orange, and other agencies in the region, which have adopted
higher ADT screening thresholds than initially recommended by OPR, and the threshold is
based on the unique characteristics of the community. The OPR Technical Advisory
recommends setting the small project trip threshold to 110 daily trips. However, as shown in
evidence provided in Appendix B, projects that generate less than 500 ADT in the City of
Tustin would not cause substantial increases in the overall VMT for the City and would not
result in a significant GHG impact, thus it may be presumed to have a less than significant
impact on VMT.
The latest edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual is
the preferred source for calculating trip generation in the City of Tustin. The use of other
sources of trip generation must be approved by the City Staff. The screening criteria trip limit
is based on net trip generation after considering pass -by, internal capture, affordable
housing, and/or existing land use trips.
• Pass -by trips include the portion of the project traffic that is already on the adjacent
roadway and passes by the site as an intermediate stop. Typically applied to
retail/commercial uses only. Pass -by should be consistent with ITE or other verified
sources.
• Internal capture trips are trips that both begin and end on the project site. Commonly
found in mixed -use developments. Internal capture credits should be consistent with the
NCHRP Report 684 Enhancing Trip Capture Estimation for Mixed -Use Developments or
other verified sources.
• Affordable housing trip credits can be taken for any dwelling unit within a project that is
deemed affordable, as defined by the City.
• Existing land use trip credits can be taken for land uses on a project site that are currently
operational or that have been previously operational, provided such credits are consistent
with the baseline principles in CEQA which permit an existing condition baseline based
on historical use.
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3.0 VMT Impact Analysis
Projects that do not meet at least one (1) of the screening criteria described in Section 2.2, must
provide additional analysis and mitigation of potential VMT impacts.
3.1 VMT Thresholds of Significance
Section 21099 of the Public Resources Code states that the criteria for determining the significance
of transportation impacts must promote: (1) reduction of greenhouse gas emissions; (2) development
of multimodal transportation networks; and (3) a diversity of land uses.
The City of Tustin VMT Guidelines have relied upon the recommendations provided by OPR and
modeling data provided by OCTA to establish the following VMT thresholds of significance for land
use projects:
• Residential Projects: A significant transportation impact occurs if the project's home -
based VMT per capita exceeds the OCTAM base model year citywide average VMT per
capita for the City of Tustin.
• Non-residential Projects: A significant transportation impact occurs if the project's home -
based work VMT per employee exceeds the OCTAM base model year citywide average
VMT per employee for the City of Tustin.
The OPR Technical Advisory recommends that a fifteen percent reduction in VMT below that of
existing development may be a reasonable threshold. However, given that the City of Tustin is
primarily located within a suburban setting, the amount of VMT reduction from an individual land
use project is limited, and it is likely infeasible to achieve a 15% reduction below the citywide average
for many areas in the City. However, by ensuring that land use development projects result in no net
increase in VMT over the current base year citywide VMT averages, a sustained reduction in citywide
VMT and GHG emissions will occur.
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3.2 Mitigating Impacts Using the VMT Screening Form
To help streamline the VMT evaluation process, the City of Tustin allows certain projects to utilize the
OCTAM base year VMT statistics from the TAZ in which the project is located to mitigate potentially
significant impacts.'
To be eligible for mitigating impacts using the VMT Screening Form, projects should be located in a
TAZ with sufficient base year demographic data to provide a reasonable estimate of VMT patterns
for the area. For example, residential projects must be located in a TAZ with existing housing to
provide a reasonable sample size of VMT/capita and non-residential projects must be located in a
TAZ with existing employment to provide a reasonable sample size of VMT/employee for evaluation
and mitigation purposes.
Utilizing the VMT statistics from the OCTAM base model as a means for assessing project -specific
VMT is effective because, generally, land uses of a similar type that are in the same geographic area
will tend to exhibit similar VMT. Such land uses will have similar access to the same transportation
network and produce and attract trips in a similar manner. The presumption that similar land uses
located in the same geographic area would exhibit similar transportation patterns is consistent with
the OPR Technical Advisory methodology regarding map -based screening.
A project is required to reduce the base year VMT rate for the TAZ in which the project is located to
be less than or equal to the citywide VMT average. The percent reduction required to achieve the
citywide average VMT is calculated as follows:
Percent Reduction Required = 1 — (citywide average rate/project TAZ rate)
3.3 Project -Specific VMT Modeling
Projects that do not satisfy at least one (1) of the VMT screening criteria, and generate 2,400 or more
net daily trips, and require a zone change and/or General Plan Amendment that would exceed the
trip generation and/or demographic data in the OCTAM may be required to analyze VMT impacts by
performing project specific VMT modeling using the OCTAM. Project specific VMT modeling shall
determine if the project would have a significant impact based on the following scenarios:
• OCTAM base model year scenario with project conditions
• OCTAM future model year scenario with project conditions
' Projects located in the Tustin Legacy Specific Plan Area shall utilize the OCTAM future year VMT statistics to
establish project VMT due to the lack of residential and employment development in the OCTAM base year
scenario.
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VMT modeling should include project generated VMT per capita and/or VMT per employee for the
project and compare the results to the applicable threshold of significance.
When performing project specific VMT modeling, adjustments should be made to the Orange County
Projections (OCP) to include the project's socio economic data. If necessary, adjustments to the
highway network and centroid connectors can be made to reflect the project specific conditions. The
latest version of OCTAM shall be used when performing VMT modeling.
All changes and modifications to OCTAM should be clearly documented and reported as part of the
VMT analysis.
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City of Tustin
Vehicle Miles Traveled Analysis Guidelines
4.0 Mitigation Measures
VMT mitigation measures should be quantified using the latest methodology from the California Air
Pollution Control Officers Association (CAPCOA). Other sources of VMT reduction measures may be
approved by the City Staff, provided substantial evidence is included to justify the VMT reduction
estimates. All VMT reduction measures shall be clearly listed and quantified with supplemental
calculations and attachments.
The California Emissions Estimator Model (Claimed) developed by CAPCOA may be used to help
quantify VMT reduction measures. It is recommended that any VMT reduction measures used for
mitigating VMT be consistent with the requirements for reducing greenhouse gas emissions within
the CEQA document.
Appendix C includes a list of VMT reduction measures from the 2021 CAPCOA Handbook for
Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing
Health and Equity, December 2021 (CAPCOA Handbook). Refer to the CAPCOA handbook for a
detailed description of each measure and the specific requirements for how VMT reduction is
calculated.
After all feasible mitigation measures are applied, the mitigated Project VMT Rate should be
compared to the applicable thresholds of significance to determine whether the project has effectively
reduced the impact to less than significant levels. The mitigated Project TAZ VMT Rate is calculated
as follows:
Mitigated Project VMT Rate = Unmitigated Project VMT Rate * (1 — Total VMT Reduction)
If the mitigated Project VMT rate is below the citywide average rate, then the Project is presumed to
have a less than significant impact with mitigation. If the mitigated Project VMT rate remains above
the citywide average rate after all feasible mitigation has been applied, then a potentially significant
and unavoidable impact may occur.
He
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City of Tustin
Vehicle Miles Traveled Analysis Guidelines
5.0 Level of Service Performance Criteria
The City of Tustin continues to maintain level of service (LOS) standards in the General Plan to ensure
adequate traffic operations along City roadways and intersections. Projects going through the
development review process may be required to perform a traffic impact study to analyze the impact
to these facilities, outside of the scope of CEQA. Project applicants should contact the Public Works
department to determine the appropriate scope of work for analyzing traffic operational impacts.
The Tustin General Plan Circulation Element describes the City's performance criteria as follows:
Evaluating the ability of the circulation system to serve the desired future land uses requires
establishing suitable "performance criteria". These are the means by which future traffic volumes are
compared to future circulation system capacity, and the adequacy of that circulation system assessed.
In establishing volume to capacity (V/C) based performance criteria, there are certain items that need
to be addressed to obtain suitable V/C estimates and relate them to LOS. For instance, while average
daily traffic (ADT) is a useful measure to show general levels of traffic on a facility and to provide data
for other related aspects such as noise and air quality, congestion is largely a peak hour or peak
period occurrence, and ADT does not reflect peak period conditions very effectively. Because of this,
ADT volumes are presented but not used here as the basis for capacity evaluation. Instead, this
evaluation focuses on those parts of the day when such congestion can occur, specifically the AM
and PM peak hours.
Performance criteria have a policy component which establishes a desired level of service (LOS) and a
technical component which specifies how traffic forecast data can be used to measure the
achievement of the criteria. The performance criteria used for evaluating volumes and capacities on
the City street system are summarized in Table 2 and Table 3.
The City of Tustin has established level of service LOS "D" as a threshold standard to monitor arterial
intersection capacity needs during the AM and PM peak hours. Because of the significant amount of
regional traffic on the designated Smart Streets (Irvine Boulevard, Edinger Avenue, and Jamboree
Road south of Irvine Boulevard), level of service "E" is the recommended standard for select
intersections on these facilities, consistent with the Orange County Congestion Management (CMP)
guidelines. The CMP is a State mandated plan implemented through Assembly Bill 1791 to promote
a coordinated approach to land use and transportation decisions. Table 3 describes traffic flow quality
for different levels of service.
Such criteria would be applied consistently for evaluating land use and circulation system changes
and are the basis for the General Plan circulation recommendations.
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City of Tustin
Vehicle Miles Traveled Analysis Guidelines
Table 2
Circulation System Performance Criteria
The following are the performance criteria used for comparing volumes and capacities on the city street
and highway system:
Peak Hour Intersection Volumes'•'
Level of Service D Threshold level of service
Level of Service E CMP highway intersections
Source: City of Tustin General Plan, Circulation Element, Table C-2
Notes:
Table 3 below shows how the intersection levels of service are specified.
z For evaluating land use and circulation system changes in accordance with the Growth Management
Element of the General Plan, the peak hour intersection performance criteria is applied
Table 3
Peak Hour Intersection Level of Service
Peak hour intersection Level of Service (LOS) to be based on Intersection Capacity Utilization (ICU) values
calculated as follows:
Saturation flow rate
1,700 Vehicles Per Hour (VPH)
Clearance interval
0.05
Levels of Service are as follows:
Level of Service
Maximum ICU Value
LOS A
.60
LOS B
.70
LOS C
.80
LOS D
.90
LOS E
1.00
LOS F
Above 1.00
Source: City of Tustin General Plan, Circulation Element, Table C-2B
Note: For evaluating land use and circulation system changes in accordance with the Growth Management
Element of the General Plan, the peak hour intersection portion of the performance criteria is applied.
12
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1
Exhibits
City of Tustin
Vehicle Miles Traveled Analysis Guidelines
i3:1
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Exhibit A
City of Tustin Transportation Impact Analysis
Flow Chart for Land Use Projects
Submit application
and prepare
preliminary
scoping review
Prepare Scoping
Does project
Agreement for
YES generate
LOS VMT
Does project
YES
Prepare VMT
Traffic
50 or more
require CEQA
Screening Form
Impact Study and
peak hour
review?
LOS Analysis
trips?
NO
NO
Full TIS not
warranted.
Does project
Focused study to
No further VMT
YES
meet at least
Prepare Traffic
review access,
analysis required
one VMT
Impact Study and
on -site circulation
screening
LOS Analysis
and parking may be
criteria?
required.
NO
YES
Does project
Identify roadway
Potentially
generate less
and intersection
Significant Impact.
than 2,400
improvements,
ADT
as needed
NO
NO
Impact is less than
Is mitigated
Implement VMT
significant with
YES
VMT rate
Reduction
Prepare
Obtain
mitigation.
less than
Mitigation
OCTAM
Approvals
Adopt Mitigation
Threshold o?
(CAPCOA or other
VMT Analysis
Measures
Significance.
approved sources)
CITY OF TUSTIN VMT ANALYSIS GUIDELINES
engineering
group, inc.
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588 Exhibit B
City of Tustin Transit Priority Areas
E
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Note: Map subject to change based on latest
A OCTA routes and schedules.
=6= 0
O= Transit Priority Area High Quality Transit Corridor
(1/2 Mile Radius) (1/2 Mile Radius) engineering
CITY OF TUSTIN VMT ANALYSIS GUIDELINES group, inc.
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Exhibit C
OCTAM TAZ Map
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836
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848
853
7 Y4
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Legend:
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CITY OF TUSTIN VMT ANALYSIS GUIDELINES
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Exhibit E
Low VMT Areas - VMT Per Employee
Legend:
0 = VMT/employee less than or equal to City of Tustin 2016 citywide average VMT/employee
N L_ j = City of Tustin Boundary
engineering
CITY OF TUSTIN VMT ANALYSIS GUIDELINES group, inc.
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Appendix A
City of Tustin VMT Screening Form for Land Use Projects
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1 OT L
CITY OF TUSTIN
VMT SCREENING FORM FOR LAND USE PROJECTS
This form acknowledges the City of Tustin requirements for the evaluation of vehicle miles traveled (VMT) under CEQA.
The analysis provided in this form should follow the City of Tustin approved VMT Guidelines, dated February 13, 2024.
I. Proiect Description
Case Number:
Project Name:
Project Location:
Project Description
Current GP Land Use: 1Proposed GP Land Use:
Current Zoning: 1 Proposed Zoning:
Does the Poject require a General Plan Amendment and/or Zone Change? I YES NO
II. VMT
Is the Project 100% affordable housing?
Is the Project within 1/2 mile of qualifying transit?
Is the Project a local serving land use?
Is the Project in a low VMT area?
Are the Project's Net Daily Trips less than 500 ADT?
VMT Area Evaluation:
YES
NO
YES
NO
YES
NO
YES
NO
YES
NO
City of Tustin VMT Thresholds
Citywide Average Home -Based VMT' = 15.0 VMT/Capita
Citywide Average Employment VMT' = 25.1 VMT/Employee
' OCTAM 5.0 v.6.22.23 base year (2016) statistics
Attachments:
Attachments:
Attachments:
Attachments:
Attachments:
Project Traffic Analysis Zone (TAZ)
VMT Rate for Project TAZl
Type of Project
VMT/Capita
Residential:
VMT/Employee
Non -Residential:
p Generation Evaluation:
Source of Trip Generation:
* Use trip rates from the latest edition of the ITE Trip Generation Manual or as approved by City Staff.
Project Trip Generation: I I Average Daily Trips (ADT)
Internal Trip Credit: YES NO %Trip Credit:
Pass -By Trip Credit: YES NO %Trip Credit:
Affordable Housing Credit: YES NO %Trip Credit:
Existing Land Use Trip Credit: YES NO Trip Credit:
Net Project Trip Generation: IAverage Daily Trips (ADT) Attachments:
project trip generation warrant an LOS evaluation outside of CECA? I YES I NO
Version: March 11, 2024
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L UI L
III. VMT Analysis Summary
. Is additional VMT modeling required to evaluate impacts? I YES I I NO
Projects that do not satisfy at least one (1) of the VMT screening criteria AND generate 2,400 or more net daily trips AND require a zone change/general plan
amendment may require additional VMT modeling using OCTAM. Project that generates less than 2,400 daily trips may use the base TAZ rate for VMT analysis and
mitigation purposes.
City of Tustin VMT Threshold of Significance:
Unmitigated Project VMT Rate:
Does Unmitigated Project VMT Rate Exceed VMT Threshold?
Is mitigation required?
Percentage Reduction Required to Achieve the Citywide Average VMT:
Mitigation Measures:
YES
NO
YES
NO
Source:
VMT Reduction Mitigation Measure:
Estimated VMT
Reduction (%)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Total VMT Reduction (%)
All mitigation measures are subject to become Conditions of Approval of the project. Provide attachments showing all
VMT reduction calculations.
Mitigated Project TAZ VMT Rate:
Significance Finding:
(Less than significant, less than significant with mitigation, potential significant, etc.)
11 Prepared By I Developer/Applicant 11
Company:
Contact:
Address:
Phone:
Email:
Date:
Approved by:
Company:
Contact:
Address:
Phone:
Email:
Date:
11 Tustin Public Works Engineering Date I Tustin Community Development Planning Date 11
Development review and processing fees should be submitted with, or prior to the submittal of this Form.
The Public Works and/or Planning Division staff will not process the Form prior to fees being paid to the City.
Version: March 11, 2024
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OCTAM 5.0 v.6.22.23 Base Model Year 2016 VMT Statistics
Zone
Home -based VMT per Capita
Employment (commute) VMT per
employee
759
8.8
25.2
832
23.6
33.8
851
23.5
34.3
857
16.0
26.0
859
13.0
25.2
863
16.9
25.3
1102
15.4
25.9
1103
12.1
25.3
1104
21.1
30.1
1105
12.2
25.1
1106
15.8
24.6
1107
14.5
24.3
1108
21.8
33.2
1109
11.6
24.4
1110
21.2
29.4
1111
13.8
24.6
1112
11.4
22.8
1113
10.7
23.6
1114
11.6
23.6
1115
14.1
24.4
1116
15.5
28.6
1117
12.1
24.3
1118
17.2
26.8
1119
15.0
26.0
1120
16.0
27.6
1121
12.9
23.3
1122
13.5
32.1
1123
11.6
22.5
1124
14.7
27.4
1125
16.8
24.5
1126
0.0
23.6
1127
17.5
27.4
1128
0.0
25.2
1129
17.2
28.0
1130
0.0
24.8
1131
18.0
25.7
1132
0.0
25.0
1133
0.0
0.0
1134
13.4
26.0
1135
0.0
0.0
1136
8.3
36.8
1137
17.2
29.6
1138
0.0
25.3
* Geography nests into OCTAM zone structure. VMT includes all VMT to/from specified geography, except for
VMT that leaves OCTAM model area.
** Note that as OCTAM is updated, these statistics are subject to change.
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Appendix B
ADT Screening Criteria Supplemental Analysis
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City of Tustin
VMT Guidelines for CEQA
Appendix B: Evaluation of Daily Trip Screening Criteria
The City of Tustin recognizes projects that generate less than 500 Average Daily Traffic (ADT) would
generally be assumed to cause less than significant transportation impact under CEQA. This is
consistent with the general concept recommended by OPR for small project screening. However, OPR
recommends that absent substantial evidence indicating that a project would generate a potentially
significant level of VMT, or inconsistency with a Sustainable Communities Strategy (SCS) or general
plan, projects that generate or attract fewer than 110 ADT generally may be assumed to cause a less
than significant transportation impact. This section provides further analysis and evidence for the use
of the City of Tustin's Daily Trip Screening Criteria.
1. Impact to Total Citywide VMT
The following analysis was prepared to look at how an individual project's ADT would contribute to
changes in the total citywide VMT. OCTAM base year 2016 statistics were used to show potential
changes from developments of varying size. Table B-1 shows the change in citywide VMT from six
(6) different land use projects that generate 110 ADT, 250 ADT, 500 ADT and 2,400 ADT.
As shown in Table B-1, the incremental change in the citywide VMT from a typical project that
generates 500 ADT would range from approximately 0.03% to 0.10% increase. While the increase is
greater than a project that generates 1 10 ADT, the relative change is still considered insignificant in
comparison to the total citywide VMT and it would not be expected to significantly change the City's
VMT efficiency rates. Thus, a project that generates 500 ADT would not cause a significant impact
to citywide VMT totals.
Table B-1
Evaluation of Screenina Criteria
Land Use
110 ADT'
250 ADT'
500 ADT'
2,400 ADT'
Residential
Single Family (DU)
11
26
53
254
Percent Increase in Citywide VMT
0.01 %
0.03%
0.05%
0.26%
Multifamily (DU)
16
37
74
356
Percent Increase in Citywide VMT
0.02%
0.04%
0.08%
0.37%
Senior Housing (DU)
34
77
154
740
Percent Increase in Citywide VMT
0.02%
0.05%
0.09%
0.46%
Employment
General Office (TSF)
10.1
23.06
46.12
221.4
Percent Increase in Citywide VMT
0.02%
0.04%
0.08%
0.41 %
General Retail (TSF)
2.02
4.59
9.18
40
Percent Increase in Citywide VMT
0.01 %
0.01 %
0.03%
0.1 1 %
General Light Industrial (TSF)
22.58
51.33
102.66
492.81
Percent Increase in City-wide VMT
0.02%
0.05%
0.09%
0.45%
ADT calculated based on ITE Trip Generation Manual, 1 1 t" Edition, 2021.
Appendix B-1
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City of Tustin
VMT Guidelines for CEQA
The statistical data from OCTAM base year 2016 that was used for evaluating the screening criteria
in Table B-1 is provided in Table B-2 for reference.
Table B-2
OCTAM 5.0 v.6.22.23 Base Year 2016 Stats
Home -based VMT per Capita
15.0
Home -based work VMT per Employee
25.1
Total Population
90,762
Total Employment
45,647
Total Occupied Households
29,163
Population per Occupied Household
3.11
Population per Senior Household*
1.87
Office Employees per TSF*
3.33
Retail Employees per TSF*
5
Industrial Employees per TSF*
1.67
Total Citywide VMT
4,552,205
*Estimated from other sources
2. Impact to GHG Emissions
Greenhouse Gas (GHG) emissions from mobile sources (i.e. cars and trucks) are typically the largest
source of operational emissions generated by a land use project. The quantity of GHG emissions
generated by mobile sources is positively correlated to VMT; the more VMT a project generates, the
more GHG emissions it will generate. Since SB 743 seeks to reduce GHG emissions through the
reduction of VMT, the VMT screening criteria should ensure that all potential projects that are
presumed to be less than significant for transportation would also be less than significant for
greenhouse gas.
This section provides a brief analysis, evidence and quantification of GHG emissions based on the
recommended daily trip screening criteria of 500 ADT and compares the results to the SCAQMD
Interim CEQA GHG Significance Thresholds. The California Emissions Estimator Model Version 2022.1
(Claimed) was used to calculate GHG emissions for six (6) common land uses in the City of Tustin.
Claimed is a statewide land use emissions computer model developed for the California Air Pollution
Control Officers Association (CAPCOA) in collaboration with the California air districts.
Estimates of mobile source emissions require information on three parameters: VMT (trip generation
x trip length), vehicle fleet mix, and emission factors (quantity of emission for each mile traveled or
time spent idling by each vehicle).
Appendix B-2
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City of Tustin
VMT Guidelines for CEQA
Table B-3
Estimated GHG Emissions for 500 ADT Screenina Criteria
Emissions Source
MTCO2 e/Yea r'
Single
Family
(53 DU)
Multifamily
(74 DU)
Senior
Housing
(154 DU)
General
Office
(46.12 TSF)
General
Retail
(9.18 TSF)
Light
Industrial
(102.66 TSF)
Mobile Sources
313.58
438.61
910.96
496.58
147.18
731.50
Energy Sources
17.78
24.83
51.67
0.94
0.19
2.09
Area Sources
196.62
132.94
276.66
261.16
24.55
472.05
Water
18.63
8.36
17.39
24.66
2.03
71.41
Waste
13.08
1 17.12
130.84
13.38
2.98
39.72
Refrigerant
0.12
0.09
0.34
1 0.02
0.01
1 4.42
Total Annual GHG Emissions
559.81
621.95
1,387.87
796.73
176.93
1,321.19
SCAQMD Threshold
3,000
Exceed Threshold?
No
No
No
No
No
No
Percent Below Threshold
81 %
79%
54%
73%
94%
56%
11 MTCO2e = Metric Tons of Carbon Dioxide Equivalents per Year
z Claimed default parameters were used in all emissions calculations except for the following changes; trip generation rates were
changed to reflect the latest ITE Trip Gen Manual 11th Edition trip rates; home -based VMT and home -based work VMT was
changed to reflect citywide averages of 15.0 VMT/capita and 25.1 VMT/worker; vehicle fleet mix for the light industrial use was
changed to reflect higher truck percentages per the latest ITE estimates.
As shown in Table B-3, the estimated GHG emissions from land use projects that generate 500 ADT
or less would be expected to be well below the applicable SCAQMD thresholds of significance.
Therefore, projects that generate 500 ADT or less would generally be presumed to have a less than
significant impact for greenhouse gas.
Appendix B-3
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Appendix C
List of VMT Reduction Measures from 2021 CAPCOA Handbook
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LAND USE
NEIGHBORHOOD DESIGN
Q
T-l. Increase Residential Density
Q
T-18. Provide Pedestrian Network Improvement
❑
T-2. Increase Job Density
O
T-19-A. Construct or Improve Bike Facility
❑
T-3. Provide Transit -Oriented Development
Q
T-19-B. Construct or Improve Bike Boulevard
❑
T-4. Integrate Affordable and Below Market Rate Housing
❑
T-20. Expand Bikeway Network
•
T-17. Improve Street Connectivity
❑
T-21-A. Implement Conventional Ccrshore Program
Q
T-21A. Implement Electric Carshare Program
TRIP REDUCTION PROGRAMS
❑
T-22-A. Implement Pedal (Non -Electric) Bikeshare Program
Q
T-5. Implement Commute Trip Reduction Program (Voluntary)
❑
T-22-B. Implement Electric Bikeshore Program
Q
T-6. Implement Commute Trip Reduction Program (Mandatory
❑
T-22-C. Implement Scootershare Program
Implementation and Monitoring)
Q
T-7. Implement Commute Trip Reduction Marketing
TRANSIT
❑
T-8. Provide Ridesho ring Program
❑
T-25. Extend Transit Network Coverage or Hours
❑
T-9. Implement Subsidized or Discounted Transit Program
a
T-26. Increase Transit Service Frequency
❑
T-10. Provide End - of -Trip Bicycle Facilities
❑
T-27. ImplementTronsit-Supportive Roadway Treatments
Q
T-11. Provide Employer -Sponsored Van pool
❑
T-28. Provide Bus Rapid Transit
Q
T-12. Price Workplace Parking
d
T-29. Reduce Transit Fares
•
T-13. Implement Employee Parking Cash -Out
❑
T-23. Provide Community -Based Travel Planning
CLEAN VEHICLES AND FUELS
Q
T-30. Use Cleaner -Fuel Vehicles
PARKING OR ROAD
PRICING/MANAGEMENT
Q
T-14. Provide Electric Vehicle Charging Infrastructure
Q
T-15. Limit Residential Parking Supply
Q
T-16. Unbundle Residential Parking Costs from Property Cost
Q
T-24. Implement Market Price Public Parking (On -Street)
REFER TO THE FULL CAPCOA HANDBOOK FOR A DETAILED DESCRIPTION
OF EACH MITIGATION MEASURE AND THE SPECIFIC REQUIREMENTS FOR
HOW VMT REDUCTION IS CALCULATED.
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
Appendix D
Sample Projects
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Myford Warehouse Project
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1 OT L
CITY OF TUSTIN
VMT SCREENING FORM FOR LAND USE PROJECTS
This form acknowledges the City of Tustin requirements for the evaluation of vehicle miles traveled (VMT) under CECA.
The analysis provided in this form should follow the City of Tustin approved VMT Guidelines, dated February 13, 2024.
I. Proiect Description
Case Number:
Project Name: M ford Warehouse
Project Location: 14451 Word Road, Tustin, CA
Project Description
220,354 SF Warehouse
Current GP Land Use: PCCB Proposed GP Land Use:
CurrentZoning:1 PC IND Proposed Zoning: PC IND
Does the Poject require a General Plan Amendment and/or Zone Change? YES NO X
II. VMT Screening
Is the Project 100% affordable housing?
Is the Project within 1/2 mile of qualifying transit?
Is the Project a local serving land use?
Is the Project in a low VMT area?
Are the Project's Net Daily Trips less than 500 ADT?
VMT Area Evaluation:
YES
NO
X
YES
NO
)(
YES
NO
X
YES
X
NO
YES
NO
X
City of Tustin VMT Thresholds
Citywide Average Home -Based VMT' = 15.0 VMT/Capita
Citywide Average Employment VMT' = 25.1 VMT/Employee
' OCTAM 5.0 v.6.22.23 base year (2016) statistics
Attachments:
Attachments:
Attachments:
Attachments:
Attachments: 0
Project Traffic Analysis Zone (TAZ)
VMT Rate for Project TAZl
Type of Project
1130
VMT/Capita
Residential:
24.8
1 VMT/Employee
Non -Residential:
I X
p Generation Evaluation:
Source of Trip Generation:1 ITE 10th Edition 155: High Cube Fulfillment Center
* Use trip rates from the latest edition of the ITE Trip Generation Manual or as approved by City Staff.
Project Trip Generation: 1 1,802 Average Daily Trips (ADT)
Internal Trip Credit: YES NO X %Trip Credit:
Pass -By Trip Credit: YES NO X %Trip Credit:
Affordable Housing Credit: YES NO %Trip Credit:
Existing Land Use Trip Credit: YES X NO Trip Credit: 160
Net Project Trip Generation: 1,642 Average Daily Trips (ADT) Attachments:
project trip generation warrant an LOS evaluation outside of CECA? YES I X I NO
Version: March 11, 2024
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Page 2 of 2
III. VMT Analysis Summary
A. Is additional VMT modeling required to evaluate impacts?
YES NO X
Projects that do not satisfy at least one (1) of the VMT screening criteria AND generate 2,400 or more net daily trips AND require a zone change/general plan
amendment may require additional VMT modeling using OCTAM. Project that generates less than 2,400 daily trips may use the base TAZ rate for VMT analysis and
mitigation purposes.
B. City of Tustin VMT Threshold of Significance:
25.1 VMT/Employee
C. Unmitigated Project VMT Rate:
24.8 VMT/Employ@@
D. Does Unmitigated Project VMT Rate Exceed VMT Threshold?
YES NO X
E. Is mitigation required?
YES NO X
F. Percentage Reduction Required to Achieve the Citywide Average VMT:
n/a
G. Mitigation Measures:
Source:
VMT Reduction Mitigation Measure:
Estimated VMT
Reduction (%)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Total VMT Reduction (%)
All mitigation measures are subject to become Conditions of Approval of the project. Provide attachments showing all
VMT reduction calculations.
H. Mitigated Project TAZ VMT Rate:
n/a
I. Significance Finding:
Less than significant
(Less than significant, less than significant with mitigation, potential significant, etc.)
Prepared By
Developer/Applicant
Company: RK Engineering Group, Inc.
Company:
Contact: Bryan Estrada
Contact:
Address: 1401 Dove Street, Suite 540
Address:
Phone: 949-474-0809
Phone:
Email: be@rkengineer.com
Email:
Date: 3/17/2024
Date:
Approved
by:
Tustin Public Works Engineering Date
Tustin Community Development Planning Date
Development review and processing fees should be submitted with, or prior to the submittal of this Form.
The Public Works and/or Planning Division staff will not process the Form prior to fees being paid to the City.
Version: March 11, 2024
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
Red Hill Plaza Office Project
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
1 OT L
CITY OF TUSTIN
VMT SCREENING FORM FOR LAND USE PROJECTS
This form acknowledges the City of Tustin requirements for the evaluation of vehicle miles traveled (VMT) under CECA.
The analysis provided in this form should follow the City of Tustin approved VMT Guidelines, dated February 13, 2024.
I. Proiect Description
Case Number:
Project Name: Red Hill Plaza Office Protect
Project Location: East corner of Red Hill Avenue and El Camino Real
Project Description
Construct a new 50,000 SF office building within the existing Red Hill Plaza Shopping Center.
Current GP Land Use: Red Hill Ave SP Proposed GP Land Use: I RedI ve SP
Current Zoning:1 Red HIII Ave SP Proposed Zoning:1 Red HIII Ave SP
Does the Poject require a General Plan Amendment and/or Zone Change? I YES I I NO X
II. VMT Screening
Is the Project 100% affordable housing?
Is the Project within 1/2 mile of qualifying transit?
Is the Project a local serving land use?
Is the Project in a low VMT area?
Are the Project's Net Daily Trips less than 500 ADT?
VMT Area Evaluation:
YES
NO
X
YES
NO
)(
YES
NO
X
YES
NO
X
YES
NO
X
City of Tustin VMT Thresholds
Citywide Average Home -Based VMT' = 15.0 VMT/Capita
Citywide Average Employment VMT' = 25.1 VMT/Employee
' OCTAM 5.0 v.6.22.23 base year (2016) statistics
Attachments:
Attachments:
Attachments:
Attachments:
Attachments: 0
Project Traffic Analysis Zone (TAZ)
VMT Rate for Project TAZl
Type of Project
1119
VMT/Capita
Residential:
26.0
1 VMT/Employee
Non -Residential:
I X
p Generation Evaluation:
Source of Trip Generation:1 ITE 11 th Edition
* Use trip rates from the latest edition of the ITE Trip Generation Manual or as approved by City Staff.
Project Trip Generation: 542 1 Average Daily Trips (ADT)
Internal Trip Credit: YES NO X %Trip Credit:
Pass -By Trip Credit: YES NO X %Trip Credit:
Affordable Housing Credit: YES NO %Trip Credit:
Existing Land Use Trip Credit: YES NO Trip Credit:
Net Project Trip Generation: 1 542 Average Daily Trips (ADT) Attachments:
project trip generation warrant an LOS evaluation outside of CECA? YES I X I NO
Version: March 11, 2024
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L UI L
III. VMT Analysis Summary
. Is additional VMT modeling required to evaluate impacts? I YES I I NO
Projects that do not satisfy at least one (1) of the VMT screening criteria AND generate 2,400 or more net daily trips AND require a zone change/general plan
amendment may require additional VMT modeling using OCTAM. Project that generates less than 2,400 daily trips may use the base TAZ rate for VMT analysis and
mitigation purposes.
City of Tustin VMT Threshold of Significance:
C. Unmitigated Project VMT Rate:
Does Unmitigated Project VMT Rate Exceed VMT Threshold?
Is mitigation required?
F. Percentage Reduction Required to Achieve the Citywide Average VMT:
G. Mitigation Measures:
25.1 VMT/Employee
26.0 VMT/Employee
YES X NO
YES X NO
-3.5%
Source: CAPCOA 2021
VMT Reduction Mitigation Measure:
Estimated VMT
Reduction (%)
1.
T-8: Provide Ridesharin Program
-3.0%
2•
T-10: Provide End -of -Trip Bicycle Facilities
-0.7%
3.
4.
5.
6.
7.
8.
9.
10.
Total VMT Reduction (%)
-3.7%
All mitigation measures are subject to become Conditions of Approval of the project. Provide attachments showing all
VMT reduction calculations.
H. Mitigated Project TAZ VMT Rate:
25.0 VMT/Employee
I. Significance Finding:
Less than Significant with Mitigation
(Less than significant, less than significant with mitigation, potential significant, etc.)
Prepared By Developer/Applicant
Company: RK Engineering Group, Inc. Company:
Contact: Bryan Estrada Contact:
Address: 1401 Dove Street, Suite 540 Address:
Phone: 949-474-0809 Phone:
Email: be@rkengineer.com Email:
Date: 3/17/2024 Date:
Approved by:
11 Tustin Public Works Engineering Date I Tustin Community Development Planning Date 11
Development review and processing fees should be submitted with, or prior to the submittal of this Form.
The Public Works and/or Planning Division staff will not process the Form prior to fees being paid to the City.
Version: March 11, 2024
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
Red Hill Plaza Sample Project
VMT Reduction Calculations
(Example Mitigation Measures)
Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
Ins!
f
GHG Mitigation Potential
Up to8.0%of GHG
��O emissions from project/site
employee commute VMT
Co -Benefits (icon key on pg. 34)
Climate Resilience
Ridesharing programs could result in less
traffic, potentially reducing congestion or
delays on major roads during peak AM and
PM traffic periods. When this reduction
occurs during extreme weather events, it
better allows emergency responders to
access a hazard site. Lower transportation
costs would also increase community
resilience by freeing up resources for
other purposes.
Health and Equity Considerations
Program should include all onsite workers,
such as contractors, interns, and service
workers. Because ridesharing is vehicle -
based, and some employees may not be in
areas with feasible rideshare networks,
design of programs need to ensure
equitable benefits to those with and without
access to rideshare opportunities.
Measure Description
This measure will implement a ridesharing program and establish
a permanent transportation management association with funding
requirements for employers. Ridesharing encourages carpooled
vehicle trips in place of single -occupied vehicle trips, thereby
reducing the number of trips, VMT, and GHG emissions.
Subsector
Trip Reduction Programs
Locational Context
Urban, suburban
Scale of Application
Project/Site
Implementation Requirements
Ridesharing must be promoted through a multifaceted approach.
Examples include the following.
• Designating a certain percentage of desirable parking spaces
for ridesharing vehicles.
■ Designating adequate passenger loading and unloading and
waiting areas for ridesharing vehicles.
• Providing an app or website for coordinating rides.
Cost Considerations
Costs of developing, implementing, and maintaining a rideshare
program in a way that encourages participation are generally
borne by municipalities or employers. The beneficiaries include the
program participants saving on commuting costs, the employer
reducing onsite parking expenses, and the municipality reducing
cars on the road, which leads to lower infrastructure and roadway
maintenance costs.
Expanded Mitigation Options
When providing a ridesharing program, a best practice is to
establish funding by a non -revocable funding mechanism for
employer -provided subsidies. In addition, encourage use of low -
emission ridesharing vehicles (e.g., shared Uber Green).
This measure could be paired with any combination of the other
commute trip reduction strategies (Measures T-7 through T-13) for
increased reductions.
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
GHG Reduction Formula
MEMMENES
GHG Calculation Variables
Output
A Percent reduction in GHG emissions from 0-8.0 % calculated
project/site employee commute VMT
User Inputs
B Percent of employees eligible for program 0-100 % user input
Constants, Assumptions, and Available Defaults
C Percent reduction in employee commute VMT Table T-8.1 % SANDAG 2019
Further explanation of key variables:
■ (B) — This refers to the percent of employees that would be able to participate in the
program. This will usually be 100 percent. Employees who might not be able to
participate could include those who work nighttime hours when transit and rideshare
services are not available or employees who are required to drive to work as part of
their job duties. This input does not refer to the percent of employees who actually
participate in the program.
• (C) — The percent reduction in employee commute VMT by place type is provided in Table
T-8.1 in Appendix C. The reduction differs by place type because the willingness and
ability to participate in carpooling is higher in urban areas than in suburban areas. Note
that this measure is not applicable for implementation in rural areas (SANDAG 2019).
GHG Calculation Caps or Maximums
Measure Maximum
(Amax) The maximum GHG reduction from this measure is 8 percent.
Subsector Maximum
(Z AmaXT-5 through T- 13 <45%) This measure is in the Trip Reduction Programs subsector. This
subcategory includes Measures T-5 through T-13. The employee commute VMT reduction
from the combined implementation of all measures within this subsector is capped at
45 percent.
Mutually Exclusive Measures
If this measure is selected, the user may not also take credit for either Measure T-5 or T-6.
However, this measure may be implemented alongside other individual CTR measures
(Measures T-7 and T-9 through T-13). The efficacy of individual programs may vary highly
based on individual employers and local contexts.
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Example GHG Reduction Quantification
The user reduces employee commute VMT by requiring that employers of a project provide
a ridesharing program to their employees. In this example, the percent of employees eligible
(B) at a packaging and distribution center is 50 percent and the place type of the project is
urban (C). GHG emissions from employee commute VMT would be reduced by 4 percent.
A = 50% X -8% _ -4%
Quantified Co -Benefits
Improved Local Air Quality
7D
The percent reduction in GHG emissions (A) would be the same as the percent
reduction in NOx, CO, NO2, SO2, and PM. Reductions in ROG emissions can be
calculated by multiplying the percent reduction in GHG emissions (A) by an
adjustment factor of 87 percent. See Adjusting VMT Reductions to Emission
Reductions above for further discussion.
�$ Energy and Fuel Savings
The percent reduction in vehicle fuel consumption would be the same as the percent
reduction in GHG emissions (A).
(� IJ VMT Reductions
uu �� The percent reduction in VMT would be the some as the percent reduction in GHG
emissions (A).
Sources
■ San Diego Association of Governments (SANDAG). 2019. Mobility Management VMT Reduction
Calculator Tool —Design Document. June. Available: https://www.icommutesd.com/docs/default-
source/planning/tool-design-document—final-7-17-19.pdf?sfvrsn=ec39eb3b-2. Accessed: January 2021.
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
CAPCOA VMT Reduction Calculations
T-8 Provide Ridesharing Program
GFIG Reduction Farrnu la
A = B x
GHG Calculation Va ri n byes
Output
A Percent reduction in GH G em issions from 0-13.0 % calculated
project/site employee commute VMT
User Inputs
B Percent of smployees a ligi Ule for program 0-100 % user input
Co natants, AssumOon a, and Avai la ble Defa utts
C Percent reduction in employee commute VMT Table T-$.1 % SAN DAG 2019
Output:
A = -3.0%
User Inputs, Constants, Assumptions, and Defaults:
B = 75
C = -4%
VMT Reduction = -3.0%
Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
�0
GHG Mitigation Potential
4.4% Up to 4.4% of GHG
1 emissions from project/site
employee commute VMT
Co -Benefits (icon key on pg. 34)
Climate Resilience
End -of -trip bicycle facilities could take more
cars off the road, resulting in less traffic and
better allowing emergency responders to
access a hazard site during an extreme
weather event. They could also make it
easier for bicycle users to access resources in
an extreme weather event.
Health and Equity Considerations
Facilities should be inclusive of all gender
identities and expressions. Consider
including gender -neutral, single -occupancy
options to allow for additional privacy for
those who want it.
Measure Description
This measure will install and maintain end -of -trip facilities for
employee use. End -of -trip facilities include bike parking, bike
lockers, showers, and personal lockers. The provision and
maintenance of secure bike parking and related facilities encourages
commuting by bicycle, thereby reducing VMT and GHG emissions.
Subsector
Trip Reduction Programs
Locational Context
Urban, suburban
Scale of Application
Project/Site
Implementation Requirements
End -of -trip facilities should be installed at a size proportional to
the number of commuting bicyclists and regularly maintained.
Cost Considerations
Employer costs include capital and maintenance costs for
construction and maintenance of facilities and potentially labor
and materials costs for staff to monitor facilities and provide
marketing to encourage use of new facilities. The beneficiaries
include the program participants saving on commuting cost, the
employer reducing onsite parking expenses, and the municipality
reducing cars on the road, which leads to lower infrastructure and
roadway maintenance costs.
Expanded Mitigation Options
Best practice is to include an onsite bicycle repair station and
post signage on or near secure parking and personal lockers
with information about how to reserve or obtain access to
these amenities.
This measure could be paired with any combination of the other
commute trip reduction strategies (Measures T-7 through T-13) for
increased reductions.
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
Provide En• • • Bicycle Facilities
GHG Reduction Formula
Cx(E-(BXQ)
A D x F
GHG Calculation Variables
Output
A Percent reduction in GHG emissions from
0.1-4.4
%
calculated
employee project/site commute VMT
User Inputs
None
Constants, Assumptions, and Available Defaults
B Bike mode adjustment factor
1.78 or
unitless
Buehler 2012
4.86
C Existing bicycle trip length for all trips in
Table
miles
FHWA 2017a
region
T-10.1
D Existing vehicle trip length for all trips in
Table
miles
FHWA 2017a
region
T-10.1
E Existing bicycle mode share for work trips
Table
%
FHWA 2017b
in region
T-10.2
F Existing vehicle mode share for work trips
Table
%
FHWA 2017b
in region
T-10.2
Further explanation of key variables:
• (B) - The bike mode adjustment factor should be provided by the user based on type of
bike facility. A study found that commuters with showers, lockers, and bike parking at
work are associated with 4.86 times greater likelihood to commute by bicycle when
compared to individuals without any bicycle facilities at work. Individuals with bike
parking, but no showers and lockers at the workplace, are associated with 1.78 times
greater likelihood to cycle to work than those without trip -end facilities (Buehler 2012).
• (C and D) - Ideally, the user will calculate bicycle and auto trip length for a Project/Site
at a scale no larger than a census tract. Potential data sources include the U.S. Census,
California Household Travel Survey (preferred), or local survey efforts. If the user is not
able to provide a project -specific value using one of these data sources, they have the
option to input the trip lengths for bicycles and vehicles for one of the six most populated
CBSAs in California, as presented in Table T-10.1 in Appendix C (FHWA 2017a). Trip
lengths are likely to be longer for areas not covered by the listed CBSAs, which represent
the denser areas of the state.
■ (E and F) - Ideally, the user will calculate bicycle and auto mode share for work trips for
a Project/Site at a scale no larger than a census tract. Potential data sources include the
U.S. Census, California Household Travel Survey (preferred), or local survey efforts. If
the user is not able to provide a project -specific value using one of these data sources,
they have the option to input the regional average mode shares for bicycle and vehicle
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
work trips for one of the six most populated CBSAs in California, as presented in Table
T-10.2 in Appendix C (FHWA 2017b). If the project study area is not within the listed
CBSAs or the user is able to provide a project -specific value, the user should replace
these regional defaults in the GHG reduction formula. For areas not covered by the
listed CBSAs, which represent the denser areas of the state, bicycle mode share is likely
to be lower and vehicle share higher than presented in Table T-10.2.
GHG Calculation Caps or Maximums
Measure Maximum
(Amax) The maximum GHG reduction from this measure is 4.4 percent. This maximum
scenario is presented in the below example quantification.
Subsector Maximum
(Z Am.XT-5 through T-1 3 <45%) This measure is in the Trip Reduction Programs subsector. This
subcategory includes Measures T-5 through T-13. The employee commute VMT reduction
from the combined implementation of all measures within this subsector is capped at
45 percent.
Mutually Exclusive Measures
If this measure is selected, the user may not also take credit for either Measure T-5 or T-6.
However, this measure may be implemented alongside other individual CTR measures
(Measures T-7, T-8, T-9, and T-1 1 through T-13). The efficacy of individual programs may
vary highly based on individual employers and local contexts.
Example GHG Reduction Quantification
The user reduces VMT by providing end -of -trip facilities for the project's employees, which
encourages bicycle trips in place of vehicle trips. In this example, the type of bike facility
provided by the project is parking with showers, bike lockers, and personal lockers (B). The
project is within San Jose -Sunnyvale -Santa Clara CBSA, and the user does not have
project -specific values for trip lengths and mode shares and for bicycles and vehicles. Per
Tables T-10.1 and T-10.2 in Appendix C, inputs for these variables are 2.8 miles, 11.5
miles, 4.1 percent, and 86.6 percent, respectively (C, D, E, and F). GHG emissions from
employee commute VMT would be reduced by 4.4 percent.
Ulm
2.8 miles x (4.1 % — (4.86 x 4.1 %))
11.5 miles x 86.6%
Quantified Co -Benefits
_ -4.4%
Improved Local Air Quality
7D
The percent reduction in GHG emissions (A) would be the same as the percent
reduction in NOx, CO, NO2, SO2, and PM. Reductions in ROG emissions can be
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
calculated by multiplying the percent reduction in GHG emissions (A) by an
adjustment factor of 87 percent. See Adiusting VMT Reductions to Emission
Reductions above for further discussion.
�$ Energy and Fuel Savings
The percent reduction in vehicle fuel consumption would be the same as the percent
reduction in GHG emissions (A).
VMT Reductions
u The percent reduction in VMT would be the some as the percent reduction in GHG
emissions (A).
Sources
Buehler, R. 2012. Determinants of bicycle commuting in the Washington, DC region: The role bicycle
parking, cyclist showers, and free car parking at work. Transportation Research Part D, 17, 525-531.
Available: http://www.pedbikeinfo.org/cros/downloads/DeterminantsofBicycleCommuting.pdf.
Accessed: January 2021.
Federal Highway Administration (FHWA). 2017a. National Household Travel Survey-2017 Table
Designer. Travel Day PT by TRPTRANS by HH_CBSA. Available: https:Hnhts.ornl.gov/. Accessed:
January 2021.
Federal Highway Administration (FHWA). 2017b. National Household Travel Survey-2017 Table Designer.
Workers by WRKTRANS by HH_CBSA. Available: https:Hnhts.ornl.gov/. Accessed: January 2021.
DocuSign Envelope ID: 009D57E6-9ACB-4264-ADDC-CAF3F57A8588
CAPCOA VMT Reduction Calculations
T-10 Provide End of Trip Bicycle Facilities
GHG Reduction Formula
A _ C x (E — (B x E))
D x F
GHG Calculation Variables
Output
A
Perceryl reduction in OHG emissions from
0.1-'-.-4
%
employee project/site commute VMT
User Inputs
None
Constants, Assumptions, and Available defauFts
b
Biloe made odjustmentfactor
1-73 or
unitless
4-86
C
hosting bicycle trip length for all trips in
Table
miles
region
T-1 0-1
D
hostingvehicle trip length fear -all trips in
Table
miles
region
T-1 0_1
E
hosting bicycle mode shone for work trips
Table
%
in region
T-1 0-2
F
hosting vehicle mode share for work trips
Table
%
in region
T-1 0-2
Output:
A = -0.7%
User Inputs. Constants. Assumptions. and Defaults:
B =
4.86
C =
1.7
D =
9.7
E =
1.0%
F =
90.7%
VMT Reduction = -0.7%