CC RESOLUTION 5358RESOLUTION NO. 5358
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL
SEGUNDO ADOPTING VEHICLE MILES TRAVELED (VMT)
THRESHOLDS OF SIGNIFICANCE FOR PURPOSES OF
ANALYZING TRANSPORTATION IMPACTS UNDER THE
CALIFORNIA ENVIRONMENTAL QUALITY ACT (CEQA) AND
DETERMINING THAT ADOPTION OF THE VMT
THRESHOLDS IS NOT A PROJECT SUBJECT TO CEQA
REVIEW.
The City Council of the City of El Segundo does hereby resolve as follows:
SECTION 1: The City Council does hereby make the following findings of fact:
A. SB 743, which was signed into law in 2013 and codified in Public Resources
Code section 21099, required changes to the California Environmental
Quality Act (CEQA) Guidelines regarding the analysis of transportation
impacts. SB 743 changed the way transportation impacts are evaluated
under CEQA.
B. The Governor's Office of Planning and Research (OPR) was tasked to
amend the CEQA Guidelines to provide an alternative to the traditional
metric of level of service (LOS), which is based on automobile delay and
roadway capacity, in order to promote three statutory goals: 1) the reduction
of greenhouse gas (GHG) emissions; 2) the development of multimodal
transportation networks; and 3) a diversity of land uses. OPR concluded
that the use of Vehicle Miles Traveled (VMT) would adequately analyze a
project's transportation impacts while supporting all three statutory goals.
C. On December 28, 2018, the California Natural Resources Agency certified
and adopted the revised CEQA Guidelines, adding Section 15064.3 which
provides a new methodology for determining the significance of
transportation projects. VMT is now the metric for transportation analysis
under CEQA and LOS/automobile delay is no longer considered a
significant impact on the environment under CEQA. VMT exceeding an
applicable threshold of significance may indicate a significant impact.
D, The CEQA Guidelines make clear that the City has discretion to choose the
most appropriate methodology to evaluate a project's VMT, including
whether to express the change in absolute terms, per capita, per household,
or in any other measure.
E. In December 2018, OPR released the latest version of the Technical
Advisory for Evaluating Transportation Impacts in CEQA. The Technical
RESOLUTION NO. 5358
PAGE 1 of 5
Advisory provides technical recommendations regarding the
implementation of VMT analysis statewide in a document external to the
CEQA statute. As acknowledged by OPR, the Technical Advisory does not
alter lead agency's discretion in choosing thresholds of significance and the
most appropriate methodology for evaluating project impacts.
F, Beginning in 2020, the City began working with Kimley-Horn and
Associates, Inc. (Kimley-Horn) to prepare a VMT policy suitable for El
Segundo. These policy recommendations are included in SB 743
Implementation Guidelines, prepared by Kimley-Horn, and dated May 27,
2022 (Attachment A).
G. The City VMT policy relies on a variety of criteria to screen for potentially
significant VMT impacts. The screening criteria follow the recommendations
of OPR's Technical Advisory for Evaluating Transportation Impacts in
CEQA, and include: Small Projects; Local Service Commercial and Public
Facilities; Affordable Housing; Local Essential Services; Map -Based
Screening; and Redevelopment Projects.
H. The City VMT policy includes procedures for evaluating mixed -use projects
and redevelopment projects where the project replaces VMT-generating
land uses.
The City VMT policy specifies that for projects that don't meet the City VMT
policy screening criteria, a VMT analysis methodology, based data derived
from Replica, will be utilized to determine the VMT for a project. Replica is
a `Big Data' source that allows for a more accurate measurement of VMT
rather than an estimation that would be provided with a Travel Demand
Model (TDM).
J. Based on the application of the VMT impact analysis methodology, a land
use project involving residential, office, or other employment -based uses
would be considered to result in a significant VMT impact if the following
threshold is met: a land use project results in a significant VMT impact if the
project -generated VMT per service population exceeds the City Average
VMT per service population under existing baseline conditions. A land use
project involving retail or other customer -based uses would be considered
to result in a significant VMT impact if the following threshold is met: a land
use project results in a net regional increase in VMT.
K. The City Average VMT and net regional increase thresholds are
recommended as the most achievable reduction given El Segundo's unique
circumstances. The City of El Segundo is not a transit -rich area (with the
exception of three light rail stations in the east part of the City), and therefore
lacks the public transit system infrastructure, service, and operational
RESOLUTION NO. 5358
PAGE 2 of 5
amenities to support many feasible transit -related measures to reduce and
mitigate VMT impacts to a level of insignificance. In addition, there is very
little relatively flat vacant land remaining in the City, and the City does not
have available land for the development of large mixed -use projects that
could substantially reduce and mitigate VMT impacts to a level of
insignificance.
L. The proposed thresholds and associated mitigation measures are
quantified using currently available best practices per the California Air
Pollution Control Officers Association (CAPCOA).
SECTION 2: In accordance with the California Environmental Quality Act (California
Public Resources Code §§ 21000, et seq., "CEQA") and CEQA regulations (14 California
Code of Regulations §§ 15000, et seq.), and CEQA Guideline Section 15378(b)(5), the
proposed Policy for Implementing VMT Guidelines is not a "project" under CEQA as it is
an administrative activity of government and will not result in a direct or indirect physical
change to the environment.
SECTION. 3: Based upon oral and written testimony and other evidence received at the
public hearing held on the proposed Policy for Implementing VMT Guidelines, and upon
studies and investigations made by the City Council and on its behalf, the City Council
does further find as follows:
A. The adoption of the Policy for Implementing VMT Guidelines is consistent
with SB 743 and Section 15064.3 of the CEQA Guidelines.
SECTION 4: Action. Based on the information and findings set forth above, the City
Council approves and adopts the Policy for Implementing VMT Guidelines as set forth in
Exhibit A hereto, incorporated herein by this reference.
SECTION 5: The City Clerk will certify to the passage and adoption of this Resolution,
enter it in the City's book of original Resolutions, and make a record of this action in the
meeting's minutes.
RESOLUTION NO. 5358
PAGE 3 of 5
SECTION 6: Effective Date. This Resolution will take effect immediately upon adoption
and will remain effective unless repealed or superseded.
PASSED, APPROVED, AND ADOPTED this 6th day of September 2022.
ew Shy ayor
ATTEST:
OM4�q �amw
Tracy y Wea v City Clerk
APPROV AS TO FORM:
Mark Hensl y, City Attorney
RESOLUTION NO. 5358
PAGE 4 of 5
CERTIFICATION
STATE OF CALIFORNIA )
COUNTY OF LOS ANGELES ) SS
CITY OF EL SEGUNDO )
I, Tracy Weaver, City Clerk of the City of El Segundo, California, do hereby certify that
the whole number of members of the City Council of said City is five; that the foregoing
Resolution No. 5358 was duly passed, approved, and adopted by said City Council, at a
regular meeting of said Council held on the 6t" day of September, 2022, approved and
signed by the Mayor, and attested to by the City Clerk, by the following vote:
AYES: Mayor Boyles, Mayor Pro Tern Pimentel, Council Member Pirsztuk, and
Council Member Giroux
NOES:
None
ABSENT:
Council Member Nicol
ABSTAIN;
None
WITNESS MY HAND THE OFFICIAL SEAL OF SAID CITY this day of September,
2022.
M��
Tr Weaver, City Clerk
of the City of El Segundo,
California
RESOLUTION NO. 5358
PAGE 5 of 5
EXHIBIT A
SB 743 Implementation Guidelines
City of El Segundo
May 27, 2022
Background
In 2013, SB 743 was signed into law by California Governor Jerry Brown with a goal of reducing
Greenhouse Gas (GHG) emissions, promoting the development of infill land use projects and multimodal
transportation networks, and to promote a diversity of land uses within developments. One significant
outcome resulting from this statue is the removal of automobile delay and congestion, commonly
known as level of service (LOS), as a basis for determining significant transportation impacts under the
California Environmental Quality Act (CEQA).
The Governor's Office of Planning and Research (OPR) selected Vehicle Miles Traveled (VMT) as the
principal measure to replace LOS for determining significant transportation impacts. VMT is a measure
of total vehicular travel that accounts for the number of vehicle trips and the length of those trips. OPR
selected VMT, in part, because jurisdictions are already familiar with this metric. VMT is already used in
CEQA to study other potential impacts such as GHG, air quality, and energy impacts and is used in
planning for regional Sustainable Communities Strategies (SCS).
VMT also allows for an analysis of a project's impact throughout the jurisdiction rather than only in the
vicinity of the proposed project allowing for a better understanding of the full extent of a project's
transportation -related impact. It should be noted that SB 743 does not disallow an agency to use LOS for
other planning purposes outside the scope of CEQA.
Land Use Projects
The City has developed an approach to identify transportation impacts under CEQA for land -use that
aligns with guidance provided within the OPR Technical Advisory on Evaluating Transportation Impacts
in CEQA (2018). While the OPR guidance related to SB 743 has been a helpful introduction to using VMT
to evaluate projects, it does not provide a complete solution. There are a multitude of complex practical
issues that are not addressed by the OPR guidance. OPR Guidance does not specifically address land
uses beyond residential, office and retail, and it provides latitude on some elements of implementation.
In response to this, a specific series of analysis steps for SB 743 project evaluation have been developed
to clarify requirements and reduce potential confusion. Exhibit 1 provides a graphical representation of
this analysis process.
SB 743 Implementation
May 2022
Table of Contents
Background............................. .......... . .................... ............................. ........ ....,., .......,. ..,..,,.... 1
LandUse Projects...... ............ ......... - .... ...... ....... .......,,,,........... .. .., .,... ,,............ .,.1
Step1: Evaluate Land Use Type ..... ......... ......... ......... ........... . ...... ......... ........ ......... ...........4
Step 2: Screen for Non -Significant Transportation Impact.......................................................................4
Step 3: Significance Threshold and Methodology ................... ......... ........ ......... ......... 8
VMT Thresholds of Significance ...................... .........____ ....... ___ ............ .............. .... , 9
SketchPlanning Tool ........................ ... ......... ..................... ......... ....... .. ...... .............. . w
Step 4: Scope of Analysis Agreement ........ ......... ......... ......... ......... ................... . ...... .........10
Step 5: Analysis and Mitigation .................. ......... .............., .........,..., ....,,.,, 10
Step6: Mitigation Monitoring .................. ................ ............ ...... .............. .... ......... ..„ 11
TransportationProjects.............................................................................................................................. 11
Screen for Non -Significant Transportation Impact.................................................................................12
Significance Threshold and Methodology ................................... ......... ..,..,....,........................................ 13
Appendix A — VMT Analysis Methodology ..... ......... ......... ......... _...... ...,................. .,....,, ,,, ........14
Appendix B —Transportation Demand Measures .............................................. ......... _...... ........ ,...,........ .,.16
SB 743 Implementation
May 2022
Exhibit 1— Process for CEQA VMT Analysis for Land Use Projects
*Evaluate land use
Screen for non-signifcant transportation impact
Determine significance threshold and methodology
a Scope of Analysis Agreement
Analysis and Mitigation
o Mitigation Monitoring (if Required)
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May 2022
Step 1: Evaluate Land Use Type
During the initial step the land use projects will need to be evaluated for the following considerations:
Land use type. For the purposes of analysis, the Institute of Transportation Engineers (ITE) land
use codes serve as the basis of land use definitions. Although it is recognized that VMT
evaluation tools and methodologies are typically not fully sensitive to some of the distinctions
between some ITE categories, the use of ITE land use codes is useful for maintaining consistency
across analyses, determining trip generation for other planning level tools, and maintaining a
common understanding of trip making characteristics amongst transportation professionals and
City staff. The ITE land use code is also used as an input into the sketch planning tool.
Mixed Use. If there are multiple distinct land uses within the project (residential, office, retail,
etc.), they will be required to be analyzed separately unless they are determined to be
insignificant to the total VMT. Mixed use projects are permitted to account for internal capture
which depending on the methodology may require a distinct approach not covered in this
documentation.
Redevelopment projects. As described under the Non -Significant Screening Criteria section,
redevelopment projects which have lower VMT than the existing on -site use can be determined
to have a non -significant impact.
Step 2: Screen for Non -Significant Transportation Impact
The purpose of this step is to determine if a presumption of a non -significant transportation impact can
be made on the facts of the project. The guidance in this section is primarily intended to avoid
unnecessary analysis and findings that would be inconsistent with the intent of SB 743. A detailed CEQA
transportation analysis will not be required for land use elements of a project that meet the screening
criteria shown in Exhibit 2. If a project is mixed use in nature, only those elements of the project that do
not comply with the elements in Exhibit 2 would require further evaluation to determine transportation
significance for CEQA purposes.
SB 743 Implementation
May 2022
Small Projects' I Project is presumed to cause a less -than -significant impact if it would:
This applies to projects " Generate less than 110 trips per day per the ITE Manual or other
with low trip acceptable source determined by City of El Segundo
generation per existing
Unless:
CEQA exemptions.
Note that this includes « Be inconsistent with the Sustainable Communities Strategy as
any land use type determined by the City of El Segundo
(residential, office,
open space,
neighborhood parks,
etc.)
Projects Near High
Project is presumed to cause a less -than -significant impact if it would:
Quality Transit'
Be within a %mile of an existing major transit stop3
High quality transit
Unless:
provides a viable
option for many to
. Have a Floor Area Ratio (FAR) of less than 0.75; or
replace automobile
a Includes more parking, excluding on -street parking, for use by
trips with transit trips
residents, customers, or employees of the project than required by
resulting in an overall
reduction in VMT.
the City of El Segundo zoning code; or
a Be inconsistent with the Sustainable Communities Strategy as
determined by the City of El Segundo; or
Replaces affordable residential units with a smaller number of
moderate- or high -income residential units
Local -Serving Retail'
Project is presumed to cause a less -than -significant impact if it would
include:
The introduction of
new Local -serving
A local serving retail development as determined by the City of El
retail has been
Segundo5
determined to reduce
VMT by shortening
' 2018 OPR Guidance, page 12
2 2018 OPR Guidance, page 13
' Pub. Resources Code, § 21064.3 ("'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 cf 15 minutes or less during the
morning and afternoon peak commute periods.").
'2018 OPR Guidance, page 16
s Local -serving retail is where no single on -site store exceeds 50,000 square feet and its customer base is the surrounding area that were
prevously making trips further away to a store offering similar ifarcaducts
SB 743 Implementation
May 2022
•
CrraPnino Critaria nPR Guida
trips that will occur out I Unless:
of necessity (groceries,
other essentials, etc.). " The nature of the service is regionally serving as determined by the
City of El Segundo
Affordable Housing6 Project is presumed to cause a less -than -significant impact if it would:
Lower -income ■ Provide a high percentage of affordable housing, as determined by
residents make fewer the City of El Segundo
trips on average, Unless:
resulting in lower VMT
overall. The percentage of affordable housing is determined by the City of El
Segundo to not be high in relation to the residential element of a
project
Local Essential
Project is presumed to cause a less -than -significant impact if it would:
Service'
Include a building that is less than 50,000 square feet; and
As with Local -Serving
Land Use is:
Retail, the introduction
j
of new Local Essential
Day care center; or
Services shortens non-
Public K-12 School; or
discretionary trips by
putting those goods
Police or Fire facility; or
and services closer to
Hospital and clinics; or
residents, resulting in
an overall reduction in
Medical/Dental office building; or
VMT.
Government offices (in -person services such as post office,
library, and utilities)
Unless:
The nature of the -service is regionally serving, as determined by the
City of El Segundo
e 2018 OPR Guidance, page 14. As described, "Evidence supports a presumption of less than significant impact for a 100 percent affordable
residential development (or the residential component of a mixed -use development) in infill locations. Lead agencies may develop their own
presumption of less than significant impact for residential projects (or residential portions of mixed -use projects) containing a particular amount
of affordable housing, based on local circumstances and evidence."
Based on assumption that, like local -serving retail, the addition of necessary local in -person services will reduce VMT given that trips to these
locations will be made Irrpspectww of distance gIytn their non -discretionary nature.
SB 743 Implementation
May 2022
Exhibit 2 — Screening Criteria
Map -Based Screening Project is presumed to cause a less -than -significant impact if it would:
This method
eliminates the need for
complex analyses, by
allowing existing VMT
data to serve as a basis
for the screening
smaller developments.
Note that screening is
limited to residential
and office projects
utilizing the maps.
Redevelopment
Projects$
Projects with lower
VMT than existing on -
site uses, can under
limited circumstances,
be presumed to have a
non -significant impact.
In the event this
screening does not
apply, projects should
be analyzed as though
there is no existing
uses on site (project
analysis cannot take
credit for existing
VMT).
a 2018 OFR Guidance, Page 18
■ Be located in an area of development that is under the threshold as
shown on a screening map as allowed by City of El Segundo
Unless:
Represent significant growth as to substantially change regional
travel patterns as determined by the City of El Segundo
Project is presumed to cause a less -than -significant impact if it would:
Unless:
Replaces an existing VMT-generating land use and does not result in
a net overall increase in VMT
The project replaces an existing VMT-generating land use and results
in a net overall increase in VMT; or
0 The existing land use has been vacant for more than 2 years
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May 2022
Step 3: Significance Threshold and Methodology
The purpose of this step is to determine the threshold of significance for application to a land use
project. Significance thresholds are based on land use type, broadly categorized as efficiency and net
change metrics. Efficiency metrics include VMT/Capita, Work VMT/employee, and VMT/Service
Population. Service population is defined as the total number of employees and residential population.
As described in Exhibit 3, "Net Change" refers to the net change in regional VMT. "Net Change" is used
for elements that include a significant customer base, such as commercial uses, although it can extend
to a variety of uses that have similar characteristics as shown in Exhibit 3.
Exhibit 3 - Significance Threshold Criteria and Methodology
Example Land Use Residential, Professional Office, Retail, Hotel, Sports Venue
Industrial
Example VMT Thresholds VMT per service population Region VMT change
Customer Component No Yes
Non -Significant Screening Criteria,
Allowable Methods The City of El Segundo Sketch Non -Significant Screening
Planning Tool, Travel Demand Criteria, Travel Demand Model
Model
For projects with a significant customer base, it is typically appropriate to separately calculate the
change in VMT related to the customers and employees separately unless the customer base is minimal
in nature. Under the circumstances in which the project has a significant customer base, first you would
evaluate the total difference in regional VMT resultant from the customer base. Then you would
calculate the difference in VMT resultant from employees using the following formula:
(number of employees) x (estimated VMT/employee —threshold VMT/employee)
The threshold of significance for projects with a significant customer base will accordingly correspond to
the "Net Change" threshold as described in Exhibit 3. Under these circumstances, you would also use
"Net Change" when evaluating the outcomes of mitigations as well. If a project includes a mixture of
land use types (mixed -use), each element of the project should be evaluated separately for the purposes
of clarity.
For non -typical land use projects, the project applicant will need to work with the City to determine
which metric and methodology should be used for analyzing the project's VMT impact.
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May 2022
VMT Thresholds of Significance
The thresholds of significance, as they relate to the City of El Segundo, are summarized in Exhibit 4.
Exhibit 4 - VMT Thresholds of Significance Evaluation Method
i Land Use ... ..
Residential
The existing daily VMT per service population for the City of El
Segundo based on data from Replica
Office The existing daily VMT per service population for the City of El
Segundo based on data from Replica
Retail Net increase in total daily VMT
Based on these criteria the VMT thresholds of significance shown in Exhibit 5 have been established.
The thresholds shown in Exhibit 5 are based on data obtained from Replica10 representing conditions on
a typical weekday in the fall of 2019 (September through November). The thresholds are calculated
using the El Segundo citywide average.
Exhibit 5 - VMT Thresholds of Significance, Threshold Basis, and Data Source
Residential 24.5 VMT/Service
Population
Office 24.5 VMT/Service
Population
Retail Net regional change
Other 24.5 VMT/Service
Employment Population
Other Net regional change
Customer
The existing VMT per service population for City of El
Segundo based on data from Replica
The existing VMT per service population for the City
of El Segundo based on data from Replica
Using the City of El Segundo as the basis and Replica
as the data source
The existing VMT per service population for the City
of El Segundo based on data from Replica
Using the City of El Segundo as the basis and Replica
as the data source
Note that the inclusion of "Other Employment" and "Other Customer" refers to all other service and
goods providers that are not included in the basic office/retail categories. Examples of "Other
Employment" include industrial uses such as warehouses and distribution centers. Examples of "Other
Customer" include hotels, event spaces, post offices, and wineries.
"Rep I ica is anon line big data aggregator that provides trip information throughout the United States. Information
includes od in and destination, trip pure e mode, and other characteristics.
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Based on improvements to methods and data there will be periodic updates to the numerical threshold
values shown, however the relative approach for calculating them should remain the same. Therefore,
the information provided in the table above will be updated periodically and the project applicant
should confirm with City staff as to which values are current.
Sketch Planning Tool
The City of El Segundo has developed a sketch planning tool for use in SB 743 land use project analysis.
The purpose of the tool is to calculate VMT for a land use project. The source data of the tool was
developed from Replica using the methodology described in Appendix A. As with any sketch planning
tool, there are distinct limitations in terms of its application including limits on the type and size of
development that it can be applied to. Note that it is anticipated that the tool will continue to evolve in
response to methodological changes adopted by the City and as such it is important that the most
current version of the tool be utilized. Broadly, the sketch planning tool provides the following
information:
r Institute of Transportation Engineers (ITE) Trip Generation
• VMT Threshold Analysis
■ Greenhouse Gas (GHG) Estimation
® Transportation Demand Management (TDM) Evaluation
The VMT Analysis methodology is summarized in Appendix A.
Step 4: Scope of Analysis Agreement
Prior to undertaking VMT analysis, a scope compliant with the City of El Segundo's requirements should
be prepared and submitted for approval. Given the potential complexities of some uses, particularly
those not identified as residential, retail, or office, an agreement regarding the threshold and
methodology is important to avoid analysis that is not compliant with the City of El Segundo's
requirements.
During this step the analysis agreed to under Step 4 should be completed. Relevant documentation
providing enough detail that assumptions are clearly understandable, and methods that can be
replicated should be provided along with the results of the VMT analysis for the proposed project.
If a significant transportation impact is identified, feasible mitigation measures to avoid or reduce the
impact must be identified. CEQA requires that the mitigation measures are included in the project's
environmental assessment. OPR provides a list of potential measures to reduce VMT but gives the lead
agency full discretion in the selection of mitigation measures.
The type and size of the project will determine the most appropriate mitigation strategies for VMT
impacts. For large projects such as general plans or specific plans, VMT mitigations should concentrate
on the project's density and land use mix, site design, regional policies, and availability of transit, bicycle,
and pedestrian facilities. For smaller projects such as an individual development project, VMT
mitigations will typically require the preparation of a transportation demand management (TDM)
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program. A TDM program is a combination of strategies to reduce VMT. The program is created by an
applicant for their land use project based on a list of strategies agreed to with the City of El Segundo.
The City of El Segundo has developed a list of potential TDM strategies appropriate for their jurisdiction
and what magnitude of VMT reduction could be achieved. The selection process was guided by the
California Air Pollution Control Officers Association (CAPCOA) recommendations found in the January
2022 publication Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate
Vulnerabilities, and Advancing Health and Equity. The area context of the City of El Segundo also
influenced the type of TDM strategies that were selected.
Appendix B summarizes available TDM strategies along with the maximum VMT reduction, applicable
land use application, and complementary strategies. The City of El Segundo's sketch planning tool
includes the TDMs summarized in Appendix B.
If feasible mitigation measures cannot be identified to mitigate the project's impact, a Cumulative
analysis will be required. A land development project or transportation project that can be sufficiently
mitigated to not have a significant impact under Baseline Plus Project conditions would not be required
to undertake Cumulative analysis.
If Cumulative analysis is determined to be required, the Cumulative analysis should consider the effect
of any planned mitigation measures identified during the Baseline analysis even if those mitigation
measures do not fully mitigate the impact. If the Cumulative conditions analysis also results in a finding
of a significant impact with previously identified mitigation measures, this Cumulative impact shall result
in a finding of a significant and unavoidable impact and must therefore be called out in the project's EIR
and subject to a Finding of Overriding Consideration.
Step 6: Mitigation Monitoring
As required by CEQA, the City of El Segundo will require ongoing mitigation monitoring and reporting.
The specifics of this will be developed on a project basis.
Transportation Projects
Depending on the specific nature of a transportation project; it can alter trip patterns, trip lengths, and
even trip generation. Research has determined that capacity -enhancing projects can and often do
increase VMT. This phenomenon is commonly referred to as "induced demand". While methods are
generally less developed for the analysis of induced demand compared to other areas of transportation
analysis, there is still the need to quantify and understand its impact to the transportation system
considering the requirements of SB 743.
Similarly to land use projects, the approach to transportation project analysis closely aligns with the
2018 OPR Guidance. In terms of analysis, the analyst should first determine whether the transportation
project has been prescreened and determined to have a non -significant impact as described in the
following section.
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Screen for Non -Significant Transportation Impact
The following non -significant impact examples are provided directly from the 2018 OPR Guidance":
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
a Timing of signals to optimize vehicle, bicycle, or pedestrian flow
Installation of roundabouts or traffic circles
a Installation or reconfiguration of traffic calming devices
■ Adoption of or increase in tolls
14 2018 aPR Guiofjn e, Pare 20
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May 2022
a 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
0 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
Significance Threshold and Methodology
For projects that increase roadway capacity and are not identified under the Non -Significant Screening
Criteria in the prior section, the significance criterion should be change in regional VMT. A finding of a
significant impact would be determined if a transportation project results in a net increase in regional
VMT.
Project types that would likely lead to a measurable and substantial increase in vehicle travel generally
include those that:
n Add through lanes on existing or new highways, including general purpose lanes, HOV lanes,
peak period lanes, auxiliary lanes, or lanes through grade -separated interchanges.
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Appendix A — VMT Analysis Methodology
While Travel Demand Models (TDMs) are broadly considered to be amongst the most accurate of
available tools to assess regional and sub -area VMT, based on a review of the data for El Seguno, it was
decided that Replica would be used instead to assess VMT. This decision was primarily due to the fact
that using a Big Data source (Replica) allows for a more accurate measurement of their VMT rather than
an estimation that would be provided with a TDM. Replica uses anonymized cell phone data combined
with or sources of location -based data such as credit card transactions to estimate trips down to the
network link and Census block group level. The data used for this analysis is based on the average
weekdays occurring between September and November 2019 to remove the influence of COVID. Each
trip recorded includes the distance of the trip, the length (in seconds) of the trip, the mode used (drive
alone, passenger, transit, walk, bike, other), the travel purpose (work, school, home, shopping, eating,
etc.), the origin type (home, work, shopping, food, etc.), the time of day, the origin block group, and the
destination block group. To determine a threshold for the City of El Segundo, trips arriving or departing
from the 5-County SCAG region (Ventura, Los Angeles, Orange, San Bernardino, and Riverside) were
included.
Land Use Data
The number of residents and workers within each block group that comprises the City of El Segundo, as
well as for the five counties included in the region, were taken from data provided by the US Census for
2019. 2019 was chosen to match the year that the trips were collected from Replica and used to develop
the VMT thresholds for the City.
Person Trips, Vehicle Occupancy, Trip Distance
To determine the average trip distance and occupancy for the City of El Segundo, as well as the 5-County
region, the total trips were refined to only include trips that either started from home or work. The trips
were refined further to isolate only those trips that occurred within an automobile rather than by
another mode such as transit or biking, as required by State guidelines. Two trip types remain within the
Replica data, private auto trips and carpool trips. Replica trips are person trips rather than vehicle trips
and private auto trips are defined as trips made by someone driving a vehicle, excluding passengers.
Carpool trips are defined as trips across the network by people who were passengers within a private
auto.
Within the analysis period that included data from more than one Thursday in October 2019, there were
31,727 private auto trips and 8,960 carpool trips traveling from work or home within the City of El
Segundo. During the same period, there were 20,300,645 private auto trips and 8,248,321 carpool trips
traveling from work or home for the five counties. As all trips were person trips, the occupancy was
calculated by dividing the total number of trips by the number of private auto trips as these trips
represent one vehicle per driver. This resulted in a calculated occupancy of 1.28 persons per vehicle for
the City of El Segundo and 1.42 persons per vehicle for the five counties. The total distance traveled by
these trips was 638,165 miles for the City of El Segundo and 222,124,979 for the five counties. This
resulted in an average trip distance of 15.7 miles for the City of El Segundo and 11.8 miles for the five
counties.
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Olkylks n. I=* 0.
The calculated occupancy information was used to estimate the average VMT per Service Population for
the City of El Segundo and the 5-County region. The total service population within El Segundo (91,104)
and the 5-County region (26,965,277) were multiplied by two to account for the fact that Replica only
provides one-way trip information and divided by the occupancy to determine the total number of
vehicle trips, resulting in 142,083 total trips for the City of El Segundo and 38,066,811 total trips for the
5-County region. This was then multiplied by the average commute trip distance calculated previously,
resulting in a total daily VMT of 2,228,529 for the City of El Segundo and 448,435,408 for the 5-County
region. The total daily VMT was then divided by the total service population (residents + workers) to
calculate an average daily VMT per Service Population of 24.5 for the City of El Segundo and 16.6 for the
5-County region. It should be noted that only two of the fourteen block groups that comprise the City of
El Segundo's boundary have a higher VMT per Service Population than the El Segundo citywide average
while five of the fourteen block groups have a higher VMT per Service Population than the 5-County
regional average. As noted previously, the City's VMT per Service Population threshold is set at the El
Segundo citywide average of 24.5 VMT per Service Population.
SB 743 Implementation
May 2022
Appendix B —Transportation Demand Measures
City of El Segundo
TDM
Transportation
VMT
Measure
Demand
Management
Description
TDM Type
Max VMT
Reduction
Reduction
#
Measure
Type
Land Use Strategies
This measure would reduce
project VMT in the study area
relative to the same project
sited in a non -transit -oriented
Provide Transit-
development (TOD) location.
Oriented
TOD refers to projects built in
Infrastructure
20% Commute
Development (T-
compact, walkable areas that
3)
have easy access to public
transit, ideally in a location with
a mix of uses, including
housing, retail offices, and
community facilities.
This measure requires below
market rate (BMR) housing.
Integrate
BMR housing providing greater
2
Affordable
opportunity for lower income
Infrastructure
20% All
Housing (T-4)
families to live closer to job
centers and achieve a
jobs/housing match near
transit.
Trip Reduction
Programs
This measure will implement a
mandatory CTR program with
employers. CTR programs
Implement
discourage single -occupancy
Commute Trip
vehicle trips and encourage
3
Reduction
alternative modes of
Incentive
20% Commute
Program -
transportation such as
Mandatory (T-6)
carpooling, taking transit,
walking, and biking, thereby
reducing VMT and GHG
emissions.
SB 743 Implementation
May 2022
City of Ell Segundo
TDM
Transportation
VMT
Measure
Demand
Management
Description
TDM Type
Max VMT
Reduction
Reduction
#
Measure
Type
yp
This measure will implement a
marketing strategy to promote
the project site employer's CTR
program. Information sharing
Implement
and marketing promote and
4
Commute Trip
educate employees about their
Incentive
4.0%
Commute
Reduction
travel choices to the
Marketing (T-7)
employment location beyond
driving such as carpooling,
taking transit, walking, and
biking, thereby reducing VMT
and GHG emissions.
This measure will implement a
ridesharing program and
5
Ridesharing
establish a permanent
Incentive
4.0%
Commute
Program (T-8)
transportation management
association with funding
requirements for employers.
This measure will provide
subsidized or discounted, or
free transit passes for
employees and/or residents.
Subsidized
Reducing the out-of-pocket
6
Transit Program
cost for choosing transit
Incentive
1.2%
Commute
(T-9)
improves the competitiveness
of transit against driving,
increasing the total number of
transit trips and decreasing
vehicle trips.
This measure will install and
Provide End -of-
maintain end -of -trip facilities for
7
Trip Bicycle
employee use. End -of -trip
Infrastructure
o
0.7/o
Commute
Facilities (T-10)
facilities include bike parking,
bike lockers, showers, and
personal lockers.
.._. ....._ ..
........ .............
This measure will implement an
employer -sponsored vanpool
Employer-
service. Vanpooling is a flexible
8
Sponsored
form of public transportation
Incentive
o
20 /o
Commute
Vanpool (T-11)
that provides groups of 5 to 15
people with a cost-effective and
convenient rideshare option for
commutin .
W
SB
743 Implementation
May 2022
City of El Segundo
TDM
Transportation
Demand
Max VMT
VMT
Measure
Management
Description
TDM Type
Reduction
Reduction
Type
#
Measure
.
_...._.
........
T.._....
This measure will price onsite
parking at workplaces.
Price Workplace
Because free employee
9
Parking
parking is a common benefit,
Incentive
20%
Commute
(T-12)
charging employees to park
onsite increases the cost of
choosing to drive to work.
This measure will require
project employers to offer
employee parking cash -out.
Employee
Cash -out is when employers
10
Parking Cash-
provide employees with a
Incentive
12%
Commute
Out
choice of forgoing their current
(T-13)
subsidized/free parking for a
cash payment equivalent to or
greater than the cost of the
arkin s ace.
Parking or
Road Pricing / Management
This measure will reduce the
total parking supply available at
a residential project or site.
Limit Residential
Limiting the amount of parking
11
Parking Supply
available creates scarcity and
Incentive
13.7%
All
(T-15)
adds additional time and
inconvenience to trips made by
private auto, thus
disincentivizing driving as a
mode of travel.
This measure will unbundle, or
Unbundle
separate, a residential project's
12
Residential
parking costs from property
Incentive
15.7%
All
Parking Costs
costs, requiring those who wish
(T-16)
to purchase parking spaces to
do so at an additional cost.
Neighborhood Design
This measure will increase the
Pedestrian
sidewalk coverage to improve
[Infrastructure
13
Network
pedestrian access. Providing
5%
All
Improvement (T-
sidewalks and an enhanced
18)
pedestrian network encourages
people to walk instead of drive.
SB 743 Implementation
May 2022
City of El Segundo
TDM
Transportation
VMT
Measure
Demand
Management
Description
TDM Type
Max VMT
Reduction
Reduction
#
Measure
.........µ
Type
........._.
This measure will construct or
improve a single bicycle lane
Construct or
facility (only Class I, II, or IV)
14
Improve Bike
that connects to a larger
Infrastructure
0.6%
All
Facility (T-19-A)
existing bikeway network.
Providing bicycle infrastructure
helps to improve biking
conditions within an area.
Construct or improve a single
bicycle boulevard that connects
Construct or
to a larger existing bikeway
Improve Bike
network. Bicycle boulevards
15
Boulevard (T-
are a designation within Class
Infrastructure
0.2%
Ali
19-B)
III Bikeway that create safe,
low -stress connections for
people biking and walking on
streets.
Transit Strategies
This measure will implement
transit -supportive treatments
Transit-
on the transit routes serving the
Supportive
plan/community. Transit -
16
Roadway
supportive treatments
Infrastructure
o
0.2 /o
All
Treatments
incorporate a mix of roadway
(T-27)
infrastructure improvements
and/or traffic signal
modifications to improve transit
travel times and reliability.
SB 743 Implementation
May 2022