26 SB 743 Implementation Guidelines
City of Watsonville
City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
13 Telecommuting
Four-Ten work
schedule results in
20% weekly VMT
reduction, 10% trip
reduction equals 15%
VMT reduction
10%
14 Alternative work
schedule
Alternative Fridays off
(Nine-Ten schedule) 10%
Shared Mobility Strategies
15 Mandatory Ride
Amigos-Share
Program
Increases vehicle
occupancy by providing
ride-share matching
services, designating
preferred parking for
ride-share participants,
designing adequate
passenger
loading/unloading and
waiting areas for rideshare vehicles, and
providing a website or
message board to
connect riders and
coordinate rides. Need
a point person form the
business on-site
Incentive 10% Commute
16 Employee/Employer
Car Share
Implement car sharing
to allow people to have
on-demand access to a
vehicle, as-needed.
This may include
providing membership
to an existing program
located within 1/4 mile,
contracting with a thirdparty vendor to extend
membership-based
service to an area, or
implementing a projectspecific fleet that
supports the residents
and employees on -
site.
Incentive 0.7% All
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27 SB 743 Implementation Guidelines
City of Watsonville
City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
Provide an on-site car
vehicle for employees
to use for short trips.
This allows for
employees to run
errands or travel for
lunch.
Incentive 2% Commute
17 School Carpool
Program
Implements a school
carpool program to
encourage ride-sharing
for students.
Incentive 15% School
Bicycle Infrastructure Strategies
18 Bike Share Sign up for shared
bikes.
Incentive /
Infrastructure 7% All
19 Implement/Improve
On-street Bicycle
Facility
Implements or provides
funding for
improvements to
corridors and crossings
for bike networks
identified within a onehalf mile buffer area of
the project boundary, to
support safe and
comfortable bicycle
travel.
Infrastructure 4% All
20 Include Bike Parking
in excess of City
Code
Implements long-term
bicycle parking to
support safe and
comfortable bicycle
travel by providing
parking facilities at
destinations
Infrastructure
All 21
Include Secure Bike
Parking and
Showers in excess
of City Code
Implements additional
end-of-trip bicycle
facilities to support safe
and comfortable bicycle
travel.
Infrastructure 2%
22 Bicycle Repair
Station / Services
On-site bicycle repair
tools and space to use
them supports on-going
use of bicycles for
transportation.
Infrastructure
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28 SB 743 Implementation Guidelines
City of Watsonville
City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
Neighborhood Enhancement Strategies
23 Traffic Calming
Improvements
Implements traffic
calming measures
throughout and around
the perimeter of the
project site that
encourage people to
walk, bike, or take
transit within the
development and to the
development from
other locations.
Infrastructure 1% All
24 Pedestrian Network
Improvements
Implements pedestrian
network improvements
throughout and around
the project site that
encourages people to
walk.
Infrastructure 2% All
Miscellaneous Strategies
25 Virtual Care
Strategies for
Hospitals/Health
care
providers/MOB/Clinic
Resources to allow
patients to access
healthcare services or
communicate with
healthcare staff through
online or off-site
programs.
Infrastructure 5% Hospital
Visitors
26 On-site Affordable
Housing
Provides on-site
affordable housing in
excess of inclusionary
rates % of units is the
% reduction developer
can get.
Infrastructure 4% All
Parking Strategies
27 Reduce Parking
Supply
Changes on-site
parking supply to
provide less than the
amount required by
municipal code.
Permitted reductions
could utilize
mechanisms such as
TOC, Density Bonus,
Bike Parking
ordinance, or locating
in a Specific Plan Area.
Infrastructure 10% All
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29 SB 743 Implementation Guidelines
City of Watsonville
City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
28 Unbundle Parking
Unbundles parking
costs from property
costs, requiring those
who wish to purchase
parking spaces to do
so at an additional cost.
Implementation of
residential permit
parking zones for longterm use of on-street
parking in residential
area at the expense to
the developer.
Incentive 10% Residential
29 Parking Cash-Out
Provide employees a
choice of forgoing
current parking for a
cash payment to be
determined by the
employer. The higher
the cash payment, the
higher the reduction.
Incentive 5.0% Commercial
Only
30 Residential Area
Parking Permits Incentive 0.25%
Only in nonCoastal
Commission
areas
31 Parking
Management
Strategies
Strategies to
encourage efficiency in
parking facilities and
improve the quality of
service to parking
users
Incentive 1% Valet
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30 SB 743 Implementation Guidelines
City of Watsonville
Appendix D
2040 VMT Mitigation Needs for Residential and Employee-Based VMT Projects Attachment 3
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31 SB 743 Implementation Guidelines
City of Watsonville
Appendix E
VMT Banking Project Costs
Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Bridge SF 3,360 $900 $3,024,000 Assumes a 12' path over the bridge 3 Trail (14' Width) LF 295 $325 $95,900
4 Retaining Wall SF 1,770 $250 $442,500 Assumes a 6' wall $3,562,400 Notes
3.0% $106,900
5.0% $178,200
5.0% $178,200
5.0% $178,200
0.0% $0
0.0% $0
8.0% $285,000
0.0% $0
5.0% $178,200
$4,667,100 Notes
15.0% $700,100
15.0% $700,100
15.0% $700,100
$2,100,300
$6,767,400 Notes
40.0% $2,707,000
$9,475,000
Environmental Review
% of sub-total construction costs
Design Engineering
Construction Management/Materials Testing
Minor Contract Revisions % of sub-total major construction items Contingency (40%)
Item
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
Slough Bridge
Main to Ford St
Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
Landscaping % of sub-total major construction items
Traffic Control / Detour
City of Watsonville
Estimate of Conceptual Project Costs
8.2 Lower Watsonville Slough Loop Bridge
From West and North Side to West and South Side
% of sub-total major construction items
Traffic - Signage & Striping % of sub-total major construction items Mobilization % of sub-total major construction items Misc. - Lighting/Commercial Signs % of sub-total major construction items The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
SUB-TOTAL
% of sub-total
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
% of sub-total construction costs
% of sub-total construction costs
SUB-TOTAL DESIGN AND PROJECT ADMIN
SUB-TOTAL CONSTRUCTION COSTS
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32 SB 743 Implementation Guidelines
City of Watsonville Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Sharrow Markings EA 14 $115 $1,600 Spaced at 100' each marking on both sides of the road
$1,600 Notes
0.0% $0
0.0% $0
0.0% $0
0.0% $0
5.0% $100
5.0% $100
5.0% $100
0.0% $0
5.0% $100
$2,000 Notes
15.0% $300
15.0% $300
$600
$2,600 Notes
40.0% $1,100
$4,000
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
Design Engineering
Construction Management/Materials Testing
Minor Contract Revisions
From Lower Watsonville Slough Loop to East Side Struve Slough Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
Item
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
Misc. - Lighting/Commercial Signs % of sub-total major construction items % of sub-total major construction items
City of Watsonville
Estimate of Conceptual Project Costs
8.5 Las Brisas Connector Trail
SUB-TOTAL
% of sub-total Contingency (40%)
% of sub-total construction costs
% of sub-total construction costs
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
San Luis Avenue & Santa Victoria Avenue
SUB-TOTAL CONSTRUCTION COSTS
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping % of sub-total major construction items Mobilization % of sub-total major construction items
Landscaping % of sub-total major construction items
SUB-TOTAL DESIGN AND PROJECT ADMIN
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33 SB 743 Implementation Guidelines
City of Watsonville Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Bridge SF 6,600 $900 $5,940,000 Assumes a 12' path over the bridge $5,940,000 Notes
3.0% $178,200
5.0% $297,000
5.0% $297,000
5.0% $297,000
5.0% $297,000
0.0% $0
8.0% $475,200
0.0% $0
Minor Contract Revisions 5.0% $297,000
$8,078,400 Notes
15.0% $1,211,800
15.0% $1,211,800
15.0% $1,211,800
$3,635,400
$11,713,800 Notes
40.0% $4,685,600
$16,400,000
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
City of Watsonville
Manabe-Ow Connector Trail Bridge
Estimate of Conceptual Project Costs
8.7 Manabe-Ow Connector Trail Bridge
From West Side Struve Slough to East Side Struve Slough Item
Utility Work % of sub-total major construction items
Landscaping % of sub-total major construction items
Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping % of sub-total major construction items % of sub-total construction costs
Mobilization % of sub-total major construction items
Misc. - Lighting/Commercial Signs % of sub-total major construction items % of sub-total major construction items
SUB-TOTAL CONSTRUCTION COSTS
% of sub-total construction costs Design Engineering
Construction Management/Materials Testing
Environmental Review
% of sub-total construction costs
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
SUB-TOTAL DESIGN AND PROJECT ADMIN
SUB-TOTAL
% of sub-total Contingency (40%)
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34 SB 743 Implementation Guidelines
City of Watsonville
Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Trail (14' Width) LF 2,500 $325 $812,500
2 Retaining Wall SF 30,000 $250 $7,500,000 Assumes a 6' wall $812,500 Notes
3.0% $24,400
10.0% $81,300
10.0% $81,300
10.0% $81,300
0.0% $0
0.0% $0
8.0% $65,000
0.0% $0
5.0% $40,700
$1,186,500 Notes
15.0% $178,000
15.0% $178,000
15.0% $178,000
$534,000
$1,720,500 Notes
40.0% $688,200
$2,410,000
From Pennsylvania Dr to South Green Valley Rd
City of Watsonville
Estimate of Conceptual Project Costs
9.1 Upper Struve Slough
Item
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
% of sub-total major construction items Mobilization % of sub-total major construction items Landscaping % of sub-total major construction items
Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
% of sub-total construction costs
% of sub-total construction costs
Misc. - Lighting/Commercial Signs % of sub-total major construction items % of sub-total major construction items Minor Contract Revisions Design Engineering
Construction Management/Materials Testing
Environmental Review
% of sub-total construction costs
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
Pennsylvania Dr to South Green Valley Rd
SUB-TOTAL CONSTRUCTION COSTS
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping
SUB-TOTAL DESIGN AND PROJECT ADMIN
SUB-TOTAL
% of sub-total Contingency (40%)
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35 SB 743 Implementation Guidelines
City of Watsonville
Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Sharrow Markings EA 8 $115 $900 Spaced at 100' each marking on both sides of the road
2 Trail (14' Width) LF 490 $325 $159,300 This does not include amenities along the trail
3 Class I Path (10' Width) SF 4,900 $25 $122,500 Concrete Path 4 Remove Concrete (Sidewalk) LF 100 $120 $12,000 Removal of existing sidewalk for new Class I path 5 Class I Path (10' Width) SF 1,000 $25 $25,000 Concrete Path 6 Sharrow Markings EA 6 $115 $700 Spaced at 100' each marking on both sides of the road
$282,700 Notes
3.0% $8,500
0.0% $0
5.0% $14,200
5.0% $14,200
10.0% $28,300
2.0% $5,700
8.0% $22,700
0.0% $0
5.0% $14,200
$390,500 Notes
15.0% $58,600
15.0% $58,600
$117,200
$507,700 Notes
40.0% $203,100
$720,000
From Green Valley Rd to Hermann Ave
City of Watsonville
Estimate of Conceptual Project Costs
9.3 Rolling Hills Connector Trail
Item
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
Eileen St (Hermann Ave to Trail)
Trail (Eileen St to SR 152)
SR 152 (Trail to S. Green Valley Rd)
Green Valley Rd (Main St to Trail)
Melwood Ct
Landscaping % of sub-total major construction items
Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping % of sub-total major construction items Mobilization % of sub-total major construction items % of sub-total major construction items
SUB-TOTAL CONSTRUCTION COSTS
Misc. - Lighting/Commercial Signs % of sub-total major construction items Minor Contract Revisions % of sub-total construction costs
% of sub-total construction costs
SUB-TOTAL DESIGN AND PROJECT ADMIN
Construction Management/Materials Testing
Design Engineering
Opinion of Probable Construction Costs
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
SUB-TOTAL
% of sub-total
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Contingency (40%)
Attachment 3
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36 SB 743 Implementation Guidelines
City of Watsonville
Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Trail (14' Width) LF 500 $325 $162,500 This does not include amenities along the trail
2 Trail (14' Width) LF 1,650 $325 $536,300 This does not include amenities along the trail
3 Retaining Wall SF 16,500 $250 $4,125,000 Assumes a 5' wall 4 Sharrow Markings EA 10 $115 $1,200 Spaced at 100' each marking on both sides of the road 5 Trail (14' Width) LF 460 $325 $149,500 This does not include amenities along the trail
6 Sharrow Markings EA 12 $115 $1,400 Spaced at 100' each marking on both sides of the road 7 Trail (14' Width) LF 390 $325 $126,800 This does not include amenities along the trail
8 Trail (14' Width) LF 200 $325 $65,000 ADA & pedestrian intersection improvements
9 Trail (14' Width) LF 1,820 $325 $591,500 This does not include amenities along the trail
10 Sharrow Markings EA 12 $115 $1,400 Spaced at 100' each marking on both sides of the road $5,760,600 Notes
3.0% $172,900
0.0% $0
5.0% $288,100
3.0% $172,900
10.0% $576,100
1.0% $57,700
8.0% $460,900
0.0% $0
5.0% $288,100
$7,777,300 Notes
15.0% $1,166,600
15.0% $1,166,600
15.0% $1,166,600
$3,499,800
$11,277,100 Notes
40.0% $4,510,900
$15,790,000
Contingency (0%)
Minor Contract Revisions
Design Engineering
Construction Management/Materials Testing
Item
Erosion Control
Drainage
Environmental Review
City of Watsonville
Estimate of Conceptual Project Costs
9.4 Upper Watsonville Slough Trail
From Main St to Freedom Blvd
% of sub-total major construction items
Trail (Main St to North of 9th St)
Trail (North of 9th Street to Junipero Serra Dr)
Junipero Serra Dr & Crespi Way
Trail (Junipero Serra Dr to Miles Ln)
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
Landscaping % of sub-total major construction items
Miles Ln (Trail to Slough)
Alta Vista Ave (Trail to Freedom Blvd)
% of sub-total major construction items
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping % of sub-total major construction items % of sub-total construction costs
Mobilization % of sub-total major construction items Misc. - Lighting/Commercial Signs % of sub-total major construction items % of sub-total major construction items
% of sub-total construction costs
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
Trail (Junipero Serra Dr to Miles Ln)
Trail (Miles Ln to Marin St)
Trail (Marin to Alta Vista Ave)
SUB-TOTAL DESIGN AND PROJECT ADMIN
SUB-TOTAL
% of sub-total
SUB-TOTAL CONSTRUCTION COSTS
% of sub-total construction costs
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37 SB 743 Implementation Guidelines
City of Watsonville
Appendix F
Bike Ridership Forecasts
Existing Induced Existing Induced
Trail Child Adult Commuter Child Adult Commuter Child corrected Adult corrected Total Child corrected Adult corrected Total
8.2 402 1,203 241 430 1,283 258 276 900 1,176 295 961 1,255
8.5 260 816 156 280 875 168 178 607 786 192 654 845
8.7 211 678 127 229 731 137 145 505 649 157 545 702
9.1 632 1,784 379 670 1,865 402 433 1,342 1,775 459 1,405 1,864
9.3 262 796 157 285 862 171 180 595 775 195 645 840
9.4 610 1,750 366 649 1,860 389 418 1,315 1,733 445 1,397 1,842 Total 1,629 5,264 6,893 1,743 5,606 7,349
Correction calculations:
Child corrected = ((1-commute%)-exercise%)/(1-commute%)*(Child) Adult corrected = commuter+((((1-commuter%)-exercise%)/(1-commuter%)*(adult-commuter))) Notes:
Percent commute = 11%
Percent exercise = 28%
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Appendix G
Assembly Bill (AB) 32, Senate Bill (SB) 375, and Senate Bill (SB) 743 California has a number of regulations regarding greenhouse gases (GHGs) and they are often confused with each other, in particular SB 375 is confused with AB 32. The major difference is AB 32 reduces GHGs from all sectors, whereas SB 375 is only concerned with transportation, specifically passenger vehicles. SB 743 also focuses on the transportation sector, but from an environmental perspective. It works with the California Environmental Quality Act (CEQA) to prioritize development and transportation projects that get people out of individual cars and into sustainable modes of transportation.
California’s major initiative for reducing GHG emissions is outlined in AB 32, the “California Global Warming Solutions Act of 2006,” signed into law in 2006. AB 32 codifies the statewide goal of reducing GHG emissions to 1990 levels by 2020 (essentially a 15 percent reduction below 2005 emission levels), and requires the California Air Resources Board (CARB) to prepare a Scoping Plan that outlines the main state strategies for reducing GHGs to meet the 2020 deadline. In addition, AB 32 requires CARB to adopt regulations to require reporting and verification of statewide GHG emissions.
SB 375, signed in August 2008, enhances the state’s ability to reach AB 32 goals by aligning transportation planning and funding, land use planning and state housing mandates at the regional level in order to reduce vehicle miles travelled (VMT) and transportation-related GHG emissions. As mandated by CARB, the Association of Monterey Bay Area Governments (AMBAG) must reduce per capita GHG emissions from passenger vehicles in order to meet the SB 375 target. The 2035 Metropolitan Transportation Plan / Sustainable Communities Strategy (MTP/SCS) for the AMBAG region includes the targets previously set by CARB to not exceed 2005 per capita levels of GHGs by 2020 and to reduce GHG emissions by 5 percent per capita from 2005 levels by 2035. These targets will be revised based on updated Scoping Plans prepared by CARB and reflected in subsequent MTP/SCS documents prepared by AMBAG.
SB 743 concerns how transportation-related GHG impacts of development and transportation projects are evaluated under CEQA. SB 743 focused transportation’s impacts on the environment instead of on congestion. Before July 1, 2020, traffic congestion levels (known as level of service, or LOS) were the main measurement to determine the negative environmental impacts of development and transportation projects. These effects are now measured according to the overall amount that people drive (known as VMT). Given that transportation — and particularly passenger cars — is responsible for close to 40 percent of all GHG emissions in the State and over half of GHG emissions in the City, by reducing the VMT, the amount of GHG emissions and other air pollutants from cars are reduced.
Attachment 3
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Attachment 1
RESOLUTION NO. 14-22 (PC)
A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF
WATSONVILLE, CALIFORNIA, RECOMMENDING TO THE CITY
COUNCIL TO ADOPT A VEHICLE MILES TRAVELED (VMT) POLICY
INCLUSIVE OF ESTABLISHING VMT AS THE APPROPRIATE METRIC
FOR EVALUATING TRANSPORTATION-RELATED IMPACTS UNDER
CEQA, ESTABLISHING VMT THRESHOLDS OF SIGNIFICANCE,
ESTABLISHING SCREENING CRITERIA, ESTABLISHING
TRANSPORTATION DEMAND MANAGEMENT (TDM) STRATEGIES,
AND ESTABLISHING A VMT MITIGATION BANKING PROGRAM
Project: VMT Policy
WHEREAS, the California Environmental Quality Act (CEQA) requires public agencies responsible for approval of land use projects and construction of transportation projects to assess their anticipated environmental impacts and to select project alternatives or implement mitigation measure that lessen those impacts where feasible. Known as a “lead agency” under CEQA, a public agency with the discretionary authority to approve or deny a project (or to carry it out directly) generally must analyze the proposed project’s impacts to the physical environment, identify alternatives and mitigation measures, and approve a project alternative and/or mitigation measures that substantially reduce significant impacts, unless those measures are infeasible due to economic, social, or other conditions; and
WHEREAS, in 2013, state law was changed with the passage Senate Bill (SB) 743 (Steinberg) to update the way transportation impacts are analyzed under CEQA for new land use and transportation projects. Previously, transportation analyses had been based on automobile delay, typically measured as “level of service,” or LOS. SB 743 also required the Governor’s Office of Planning and Research (OPR) to develop a new metric for evaluating transportation impacts other than LOS to more appropriately balance the needs of congestion management with statewide goals related to infill DocuSign Envelope ID: 8FB5C986-1331-4E49-8C82-4BA0BC1D49AF Attachment 4
Attachment 1 Page 1 of 5
2 development, promotion of public health through active transportation, and reduction of greenhouse gas emissions; and
WHEREAS, in 2018, OPR released updates to the state’s CEQA Guidelines to implement SB 743 by replacing LOS with VMT as the most appropriate measure of a project’s transportation impacts; this update was formally certified and adopted by the California Natural Resources Agency and codified as section 15064.3 of the CEQA Guidelines. Simultaneously, OPR released a Technical Advisory on Evaluating Transportation Impacts in CEQA. The Technical Advisory includes recommendations for thresholds of significance for evaluating impacts of office, residential and retail developments, and provides screening criteria for identifying the types of projects that can be presumed to have a less than significant impact; and WHEREAS, as of July 1, 2020, all lead agencies are required to use VMT to measure transportation impacts, in accordance with section 15064.3 of the CEQA Guidelines; and
WHEREAS, in order to comply with SB 743, the City of Watsonville joined the Cities of Capitola, Santa Cruz, and Scotts Valley and the County of Santa Cruz to collectively approach this new paradigm of measuring transportation impacts for the purposes of conducting environmental review. The Cities and County hired Kimley Horn & Associates, a transportation consulting firm, to assist with the necessary work, including updating baseline traffic conditions, updating and running the county-wide Travel Demand Model, creating screening maps, and producing thresholds of significance for the Santa Cruz region. This work forms the foundation of the City’s draft VMT Policy, and was used by other jurisdictions within our region that have adopted VMT thresholds of significance and SB 743 guidelines in conformance of with section 15064.3 of the CEQA Guidelines and OPR’s Technical Advisory; and DocuSign Envelope ID: 8FB5C986-1331-4E49-8C82-4BA0BC1D49AF Attachment 4
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3 WHEREAS, CEQA Guidelines section 15064.7(b) allows lead agencies to adopt thresholds of significance for the lead agency’s general use in its environmental review process; and
WHEREAS, the City intends to adopt a VMT Policy, inclusive of establishing VMT thresholds of significance, based on a data-driven evaluation, in order to meet the intent of State legislation; and
WHEREAS, the adoption of a VMT Policy, including the VMT Mitigation Banking Program, is not a “project” as defined in section 15378 of the CEQA Guidelines and Public Resources Code section 21065, as this is not a “project” that may cause a direct, or reasonably foreseeable indirect, physical change in the environment. The VMT Policy is an administrative activity of the City, providing guidance to property owners, project developers, applicants and proponents for determining the significance of transportation impacts of land use projects. The VMT Policy would not approve any specific development and would therefore not lead to any particular physical change to the environment. Moreover, even if found to be a “project,” the VMT Policy is exempt under the “common sense” exception (14 Cal. Code Regs. § 15061(b)(3)) because it can be seen with certainty that there is no possibility that the action of adopting the Policy would have a significant effect on the environment.
NOW, THEREFORE, BE IT RESOLVED by the Planning Commission of the City of Watsonville, California, as follows:
Good cause appearing, therefore, the Planning Commission of the City of Watsonville does hereby recommend adoption of the draft City of draft VMT Policy, a copy of which is attached hereto and incorporated herein by this reference, inclusive of establishing VMT as the City’s thresholds of significance for transportation-related environmental impacts pursuant to CEQA, as follows:
DocuSign Envelope ID: 8FB5C986-1331-4E49-8C82-4BA0BC1D49AF Attachment 4
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4 Residential projects: 15% below existing county-wide average VMT per capita Office projects: 15% below existing county-wide average Work VMT per employee
Retail projects: No net increase (based on county-wide VMT) Other customers: No net increase (based on county-wide VMT for similar land uses)
Other employment: 15% below existing county-wide average Work VMT per employee for similar uses
BE IT FURTHER RESOLVED, that the Planning Commission of the City of Watsonville recommends that the City Council authorize the Community Development Director to update the VMT thresholds of significance for land use projects and plans, as necessary and appropriate to reflect current conditions, provided any update is consistent with the intent of SB 743 and in compliance with procedural and substantive requirement of CEQA and all other applicable state and local laws.
I HEREBY CERTIFY that the foregoing Resolution was introduced at a regular meeting of the Planning Commission of the City of Watsonville, California, held on the 6th of September, 2022, by Commissioner Kammer, who moved its adoption, which motion being duly seconded by Commissioner Veitch-Olson, was upon roll call, carried and the resolution adopted by the following vote:
Ayes: Commissioners: Acosta, Dodge, Kammer, Rojas, Sención, Veitch-Olson, Dorantes-Pulido
Noes: Commissioners: None
Absent: Commissioners: None
DocuSign Envelope ID: 8FB5C986-1331-4E49-8C82-4BA0BC1D49AF Attachment 4
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5 _________________________________ _______________________________ Suzi Merriam, Secretary Veronica Dorantes-Pulido, Chairperson Planning Commission Planning Commission
DocuSign Envelope ID: 8FB5C986-1331-4E49-8C82-4BA0BC1D49AF Attachment 4
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Analyzing Vehicle
Miles Traveled for
CEQA Compliance
SB 743 IMPLEMENTATION GUIDELINES FOR THE
CITY OF WATSONVILLE
Adopted September 27, 2022
Resolution No. 205-22 (CM)
Community Development Department | Public Works & Utilities Department 250 Main Street
Watsonville, CA 95076
Attachment 2
2 SB 743 Implementation Guidelines
City of Watsonville
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 statute is that automobile delay, as measured by “level of service” (LOS) and other similar metrics, generally no longer constitutes a significant environmental effect under the California Environmental Quality Act (CEQA). (Pub. Resources Code, § 21099(b)(2)). This change in the analysis of transportation impacts went into effect when the CEQA Guidelines were updated to make the revisions called for in SB 743 and were certified by the Natural Resources Agency in December, 2018.
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). As of July 1, 2020, agencies analyzing the transportation impacts of new projects must look at VMT as a metric known as vehicle miles traveled (VMT) instead of LOS.
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.
As California has a number of regulations regarding GHG emissions that are often confused with each other, Appendix G provides additional background information on two key laws – AB 32 and SB 375 – and how they align with strategies for the Association of Monterey Bay Area Governments (AMBAG) region to reduce VMT regionally.
Use of this Document
This document has been developed to serve both as the basis of SB 743 implementation and VMT analysis within the City. While this document includes footnotes and references to other documents, the use of this document does not require the reader to reference the footnotes unless they are interested in understanding the technical basis of elements of this document’s preparation. The analysis guidelines are separated into two distinct approaches, those that relate to land use projects and those that relate to transportation improvement projects. If a project includes both land use and transportation improvement elements, analysis would be required to be carried out for both. Projects not subject to CEQA are not required to follow these guidelines. This includes projects that are reviewed under existing ministerial or administrative processes, site plan review, and other actions that do not require environmental review.
This policy shall be administered by the Zoning Administrator and City Engineer, who shall be responsible for all determinations required as part of its implementation. For example, the Zoning Administrator would make a determination whether a land use project meets any of the screening criteria listed in Exhibit 2. Whereas, the City Engineer would decide on whether a transportation project has been prescreened, as further discussed on page 11. Generally speaking, the Zoning Administrator would address questions concerning land use projects, and the City Engineer would address questions Attachment 2
3 SB 743 Implementation Guidelines
City of Watsonville
concerning transportation improvement projects. The City Engineer would also be responsible for making determinations on technical questions, such appropriate Institute of Transportation Engineers (ITE) trip generation rates.
Land Use Projects
The approach included within this document identify transportation impacts under CEQA for land-use projects that closely align 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 analytical steps for SB 743 project evaluation have been developed to clarify requirements and reduce potential confusion. Exhibit 1 provides a graphical representation of this analytical process.
Step 1: Evaluate Land Use Type
During the initial step, a land use project will need to be evaluated for the following considerations:
Land use type. For the purposes of analysis, the 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. 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.
Attachment 2
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Exhibit 1 – Process for CEQA VMT Analysis for Land Use Projects Attachment 2
5 SB 743 Implementation Guidelines
City of Watsonville
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 projects 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 meet any of the criteria in Exhibit 2 would require further evaluation to determine transportation significance for CEQA purposes.
Exhibit 2 – Land Use Project Screening Criteria
Screening Criteria1Impact Analysis
SMALL PROJECTS2 Presumed to cause a less-than-significant impact:
Project generation is less than 110 trips per day
Unless:
It is inconsistent with the current General Plan and Metropolitan Transportation Plan/Sustainable Communities Strategy (MTP/SCS)
PROJECTS NEAR HIGH
QUALITY TRANSIT3
Presumed to cause a less-than-significant impact:
Within a ½ mile of an existing major transit stop, which maintains a service interval frequency of 15 minutes or less during the morning and afternoon peak commute periods.
Unless:
Has a Floor Area Ratio (FAR) of less than 0.75
Includes more parking for use by residents, customers, or employees of the project than required by the City of Watsonville It is inconsistent with the current General Plan and MTP/SCS Replaces affordable residential units with a smaller number of moderate- or high-income residential units
1 When the Screening Criteria are met no further transportation analysis of VMT impacts under CEQA is necessary. 2 Office of Planning and Research (2018), OPR Technical Advisory on Evaluating Transportation Impacts in CEQA, p. 12, available at https://opr.ca.gov/docs/20190122-743_Technical_Advisory.pdf. 3 Ibid., p. 13.
Attachment 2
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Screening Criteria Impact Analysis
LOCAL-SERVING
RETAIL4
Presumed to cause a less-than-significant impact:
No single store on-site exceeds 50,000 square feet
Project is local-serving
Unless:
If the nature of the service is regionally focused5
AFFORDABLE
HOUSING6
Presumed to cause a less-than-significant impact:
The residential component of a project consists of 100-percent affordable residential units
Unless:
The percentage of affordable housing is less than 100 percent of the residential element of a project
LOCAL ESSENTIAL
SERVICE7
Presumed to cause less-than-significant impact:
Day care center
Public K-12 School
Police or Fire facility
Medical/Dental office building
Assisted living / memory care facility
Government offices (in-person services such as post office, library, and utilities)
Unless:
The nature of the service is regionally focused
4 Ibid., p. 16. For purposes of these Guidelines, “Local Serving” shall mean retail operations that primarily serve nearby residential neighborhoods within the City of Watsonville. A determination that a project is “Local Serving” may be supported by a market study or other studies of similar uses elsewhere in the City.
5 For purposes of these Guidelines, “Regionally Focused” shall mean retail operations that primarily serve a regional customer base. A determination that a project is “Regionally Focused” may be supported by a market study or other studies of similar uses elsewhere in the region surrounding the City.
6 OPR (2018), p. 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.”
7 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 irrespective of distance given their non-discretionary nature.
Attachment 2
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Screening Criteria Impact Analysis
MAP-BASED
SCREENING8
Presumed to cause a less-than-significant impact:
Area of development is under threshold as shown on a screening map included in Appendix B
Unless:
Represent significant growth as to substantially change regional travel patterns
REDEVELOPMENT
PROJECTS9
Presumed to cause a less-than-significant impact:
Project replaces an existing VMT-generating land use and does not result in a net overall increase in VMT
Unless:
Project replaces an existing VMT-generating land use and results in a net overall increase in VMT
Step 3: Significance Threshold and Methodology
The purpose of this step is to determine the appropriate threshold of significance for a land use project.
Significance thresholds are based on land use type and are broadly grouped into two categories: efficiency and net change metrics. Efficiency metrics include VMT/capita and Work VMT/employee. 10 As shown in
Exhibit 1, projects involving residential and office land uses would be evaluated using efficiency metrics; whereas, projectsthat include a significant customer/user base, such as retail and other commercial uses, would be evaluated based on the net change in regional VMT based on customer/user trips. Exhibit 3 provides a few examples of the variety of uses that have similar characteristics for using Efficiency or Net Change metrics.
Exhibit 3 - Significance Threshold and Methodology
Threshold Basis Efficiency Net Change
Example Land Uses
Residential, Professional Office,
Industrial Retail, Medical Office, Sports Venue
Example VMT Thresholds Per capita, per employee Regional VMT change Customer/User Component
(Primary source of VMT) No Yes
8 OPR (2018), p. 12.
9 Ibid., p. 18.
10 Work VMT specifically applies to commute trips as represented by the attractions in the Travel Demand Model. Refer to Appendix A for additional information.
Attachment 2
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Threshold Basis Efficiency Net Change
Allowable Methods
Non-Significant Screening Criteria,
The City of Watsonville Sketch
Planning Tool, Travel Demand
Model
Non-Significant Screening Criteria,
Travel Demand Model
For projects with a large customer/user base, it is typically appropriate to separate employee trip characteristics from the customer base trip characteristics. Under these circumstances, it is most appropriate to evaluate the total of the delta in regional VMT resulting from the customer base plus the delta of VMT resulting from employees based on the following formula:
(number of employees) x (estimated VMT/employee – threshold VMT/employee) The threshold of significance will accordingly correspond to the “Net Change” threshold as described in Exhibit 3. Under these circumstances, it is most appropriate to evaluate this total Net Change as the basis for evaluating the outcome of mitigations. As with mixed use projects, each element of the project should be tallied and evaluated separately.
VMT Thresholds of Significance
OPR recommends a 15 percent VMT reduction relative to existing development may be a reasonable threshold. While OPR’s Technical Advisory is not binding on public agencies, CEQA allows lead agencies to “consider thresholds of significance . . . recommended by other public agencies, provided the decision to adopt those thresholds is supported by substantial evidence.”11 According to OPR, achieving 15 percent lower per capita (for residential development) or per employee (for office development) VMT compared with VMT resulting from existing development is both generally achievable and is supported by evidence that connects this level of reduction to the State’s emissions goals.
12 The thresholds of significance recommended by OPR, as they relate to the City of Watsonville, are summarized in Exhibit 4.
Exhibit 4 - OPR suggested VMT Thresholds of Significance Land Use OPR Guidance13
Residential 15% below existing county-wide average VMT per capita Office 15% below existing county-wide average VMT per employee Retail Net increase in total VMT
Exhibit 5 provides the City’s VMT thresholds of significance for residential, office, retail, and related land use projects based on these criteria.
11 CEQA Guidelines, § 15064.7(c).
12 OPR (2018), pp. 10-12.
13 Ibid., pp. 15-16.
Attachment 2
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City of Watsonville
Exhibit 5 - VMT Thresholds of Significance
Land Use VMT Threshold Basis
Residential 8.9 VMT/capita14 15% below existing county-wide average VMT per capita Office 7.4 Work VMT/employee15 15% below existing county-wide average Work VMT per employee
Retail No net increase Using the county-wide VMT as the basis Other
Customer
No net increase Using the county-wide VMT as the basis for similar land uses
Other
Employment Work VMT/employee16 15% below existing county-wide average Work VMT per employee for similar land uses 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. As shown, they follow a similar approach to the office/retail categories with the principal difference being that the average/basis for the threshold would be the aggregation of the specific “other” land use across the County (i.e., an industrial project would use industrial uses, etc.).
Based on improvements to methods and data as well as other modeling modifications there will be periodic updates to the numerical threshold values shown, however the relative approach for calculating them should remain the same. The values in the current sketch planning tool, discussed in the next section, will supersede the information provided in the table above. Additional thresholds for various employment types are also provided in the sketch planning tool.
Sketch Planning Tool
The City of Watsonville has developed a sketch planning tool for use in SB 743 land use project analysis.
The purpose of the tool is to enable staff to calculate VMT for a land use project. The sketch planning tool allows the user to enter project information, such as a land use type, amount of development (in terms of units for residential projects and square feet for commercial or other types of non-residential projects), and then generate a VMT output. If above a VMT threshold of significance, applicable Transportation Demand Management (TDM) strategies (from Appendix C) can be applied to reduce the project’s overall VMT and evaluate their effectiveness. The tool also includes presumption overrides for land use projects that meet screening criteria in Exhibit 2, such as projects that provide affordable housing units or local serving retail space up to but not exceeding 50,000 square feet in floor area.
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 the tool can be applied to. Note that this tool is intended for
14 Residential VMT specifically applies to all Home-Based trips as represented in the Travel Demand Model. Refer to Appendix A for additional information.
15 Work VMT specifically applies to commute trips as represented in the Travel Demand Model. Refer to Appendix A for additional information. 16 Work VMT specifically applies to commute trips as represented in the Travel Demand Model. Refer to Appendix A for additional information.
Attachment 2
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City of Watsonville
projects involving up to 2,000 trips. (For projects involving more than 2,000 trips, the Travel Demand Model would need to be run to accurately estimate VMT.) Note further that it is anticipated that the tool will continue to evolve in response to data or methodological changes and as such, it isimportant that the most current version of the tool be utilized. Broadly, the sketch planning tool provides the following information:
Institute of Transportation Engineers (ITE) Trip Generation Vehicle Miles Traveled (VMT) Threshold Analysis
Greenhouse Gas (GHG) Estimation
Transportation Demand Management (TDM) Evaluation
The VMT Analysis methodology utilized by the sketch planning tool is summarized in Appendix A.
Agreement Prior to Conducting a VMT Analysis
Prior to undertaking VMT analysis, a scope of work that is compliant with the City of Watsonville’s requirements should be prepared and submitted by the Applicant for approval by City staff. 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 CEQA and the City of Watsonville’s standards.
Step 4: VMT Analysis
If a proposed project does not meet one of the screening criteria in Exhibit 2, a VMT analysis shall be conducted for the project in accordance with the City’s requirements. During this step, the analysis agreed to under Step 3 would be completed. Along with the results of the VMT analysis, relevant documentation must be provided with enough detail to understand assumptions used in conducting the analysis and confirm and/or replicate the methods used in performing the analysis for the proposed project.
Step 5: Mitigation Measures
If a significant transportation impact is identified, the City of Watsonville, as lead agency, must consider mitigation or alternatives. CEQA requires that the mitigation measures or alternatives be included in the project’s environmental assessment analysis. OPR provides a list of potential measures to reduce VMT but gives a 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 TDM 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 by the Zoning Administrator and City Engineer.
The City of Watsonville has developed a list of potential TDM strategies appropriate for the City and quantifies the magnitude of VMT reduction that could be achieved. The selection process was guided by the California Air Pollution Control Officers Association (CAPCOA) recommendations found in the 2010 Attachment 2
11 SB 743 Implementation Guidelines
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publication Quantifying Greenhouse Gas Mitigation Measures. The area context of the City of Watsonville also influenced the type of TDM strategies that were selected. CAPCOA has found strategies with the largest VMT reduction in suburban areas include vanpools, telecommute or alternative work schedules, and master planned communities with design and land-use diversity to encourage intra-community travel.
Based on empirical evidence, CAPCOA found the cross-category maximum for all transportation-related mitigation measures is 15% for suburban settings.
Appendix C summarizes available TDM strategies, along with the maximum VMT reduction, applicable land use application, and complementary strategies. The City of Watsonville’s sketch planning tool includes the TDMs summarized in Appendix C.
Step 6: Monitoring Mitigation
As required by CEQA, the City of Watsonville will require ongoing mitigation monitoring and reporting when mitigation measures are adopted as part of an approved project. The specifics of this will be developed on a project-by-project basis. As an example, the City may require the determination of a “trip cap” (the number of vehicle trips entering/existing the site that would correspond with the threshold VMT estimate) as part of the mitigation plan. Subsequently, the project could be required to provide annual reporting of driveway counts collected by an acceptable third party to demonstrate the effectiveness of the adopted mitigation measures.
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.
Similar 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.
Screen for Non-Significant Transportation Impact
The following non-significant impact examples are provided directly from the 2018 OPR Guidance17:
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;
17 OPR (2018), p. 20.
Attachment 2
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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 (“road diet”);
Grade separation to separate vehicles from rail, transit, pedestrians or bicycles, or to replace a lane in order to separate preferential vehicles (e.g., HOV, HOT, or trucks) from general vehicles; Installation, removal, or reconfiguration of traffic control devices, including Transit Signal Priority (TSP) features;
Installation of traffic metering systems, detection systems, cameras, changeable message signs and other electronics designed to optimize vehicle, bicycle, or pedestrian flow; Timing of signals to optimize vehicle, bicycle, or pedestrian flow; Installation of roundabouts or traffic circles;
Installation or reconfiguration of traffic calming devices; Adoption of or increase in tolls;
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; Attachment 2
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City of Watsonville
Addition of new or enhanced bike or pedestrian facilities on existing streets/highways or within existing public rights-of-way;
Addition of Class I bike paths, trails, multi-use paths, or other off-road facilities that serve nonmotorized travel; Installation of publicly available alternative fuel/charging infrastructure; and 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 “Net 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.
VMT Mitigation Banking Program
This section discusses a programmatic approach to respond to the need for feasible VMT mitigation within the City of Watsonville. In suburban areas such as the City of Watsonville, VMT impact analyses can result in a finding of a significant adverse transportation impact, particularly in undeveloped areas, due to a lack of land use density and diversity. In addition, with fewer transportation options compared to more urbanized areas, mitigating impacts in suburban areas can prove to be more difficult than under the former LOS methodology for analyzing traffic impacts. For many jurisdictions like the City of Watsonville, the switch to the VMT methodology under SB 743 is resulting in a reversal in the results of transportation impact significance findings as compared to the analyses conducted under the former LOS-based methodology.
As a practical matter, the new VMT methodology is also a more restrictive approach to identifying transportation impacts both because of the basis for setting an impact threshold and limited mitigation opportunities. In terms of the threshold of significance, OPR recommends that projects consisting of residential or general employment category land uses effectively need to be located in an area where they are 15 percent less than the average VMT for similar uses.18 Effectively this means that new projects must be located in an area where they are more efficient than 65-percent of similar uses from a VMT standpoint. Given the suburban nature of Watsonville and elsewhere in the region, there is a need for additional feasible mitigation solutions.
To date, VMT mitigation across the State has relied heavily on TDM measures. These measures generally represent two basic approaches: infrastructure and policy. The documents produced by CAPCOA regarding VMT mitigation represent the primary bases for estimating the effectiveness of TDM mitigation in California.19,20 Although CAPCOA is an invaluable resource, many of the TDM mitigation options
18 OPR (2018), pp. 12 & 15.
19 CAPCOA (2010), Quantifying Greenhouse Gas Mitigation Measures. 20 CAPCOA (2021), Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health & Equity.
Attachment 2
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provided have questionable efficacy in suburban and rural settings, as they are more effective in urban settings with high quality transit and a mix of land uses in close proximity to one another. TDMs can also be challenging from the standpoint of mitigation monitoring and are often unpopular with project applicants because they may need to be managed and paid for in perpetuity. These limitations have led jurisdictions, including the City of Watsonville, to increasingly consider programmatic approaches, in addition to TDMs, for VMT mitigation. Programmatic approaches can allow for collectively funding larger mitigation projects such that a development or transportation project can obtain an amount of mitigation commensurate with their impact with a single monetary payment. Programmatic approaches can also provide a public benefit in terms of funding transportation improvements that would not otherwise be constructed, resulting in improvements to congestion, GHG emissions, increased transportation choices, and additional opportunities for active transportation.
The City of Watsonville has developed a VMT Mitigation Banking Program to help address the need for additional VMT mitigation. A mitigation bank attempts to create a monetary value for VMT reduction such that a developer could purchase VMT reduction credits—i.e., these credits are purchased for the purposes of mitigating VMT in excess of determined impact thresholds. The underlying projects may be either regionally or locally beneficial to the area in which the project is located.
VMT Mitigation Need
The locations of future development, the quantity of development, and the extent of mitigation needs based on individual Traffic Analysis Zone (TAZ) output are invaluable input into determining the magnitude of VMT mitigation needed in the future. This type of dataset is both invaluable to understanding potential revenue and the amount that differing spatial areas may require in mitigation terms.
Using Santa Cruz County’s Travel Demand Model and the thresholds established within this document for the City of Watsonville, the total potential VMT to be mitigated was calculated by calculating the difference between the VMT per capita and VMT per employee for each Traffic Analysis Zone (TAZ) that is over the established thresholds. The difference was then multiplied by the population and total employees for each TAZ to develop a total VMT per TAZ to be mitigated, which then allows for a City-wide total to be calculated. Based on these forecasts, Exhibit 6 below presents an estimate of the amount of VMT that will need to be mitigated through 2040. More detailed mapping showing the spatial location of VMT mitigation needs is provided in Appendix D. Although this data does not account for the potential level of site specific VMT mitigation that will occur, it does present a clear need for mitigation more than what can be achieved through TDMs or similar site-based mitigation approaches.
Attachment 2
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Exhibit 6 – VMT Summary for Anticipated Growth and Needed Mitigation through 2040 Category #
Future Households over Threshold 678
Future Employment over Threshold 8,997
2040 Total Residential VMT 476,757
2040 Total Employment-Based VMT 333,755
2040 Total Residential VMT for VMT/capita over threshold 237,613 2040 Total Employment-Based VMT for VMT/employee over threshold 333,755 Feasible Mitigation
This section discusses how CEQA and the State of California treat cases in which a project has a significant transportation impact and therefore is required to provide feasible mitigation. Based on research conducted by CAPCOA, the maximum reduction in VMT that can be feasibly attained using exclusively site-specific mitigation measures in a suburban context such as the City of Watsonville, is 15-percent.21 Site-specific solutions most often rely on TDM measures, as discussed in the previous section, although project land use modifications can also be utilized to mitigate impacts. Therefore, projects that exceed the VMT significant impact thresholds by more than 15-percent must rely on non-site-specific approaches if full mitigation is to be achieved. If full mitigation is not possible, CEQA nonetheless requires that feasible mitigation measures be imposed to reduce the severity of the impact even if the impact remains significant with the mitigation.
Based on this, if a project exceeds the City’s VMT threshold by more than 15 percent, it will require a combination of site-specific measures and non-site-specific measures, including the VMT Mitigation Bank as discussed in the next section, in order to achieve mitigation. This could mean using only site-specific mitigation measures to reach the 15-percent threshold, using only the VMT Mitigation Bank to reach the 15-percent threshold, or using both to reach the 15-percent threshold, such as using TDM measures to reduce VMT by 6-percent and then using the VMT Mitigation Bank to reduce VMT by the remaining 9 percent.
VMT Banking Projects
Exhibit 7 below provides information on the VMT banking projects that development and transportation projects can contribute funds for the purpose of mitigating their VMT impacts. The primary focus of these projects is to construct or improve active transportation facilities that will replace vehicular trips thereby reducing VMT. Note that the City may, at its discretion, add additional projects to this list which may alter the then current fee structure discussed in the Maximum Banking Credit Rate provided later in this document. Cost estimate details are provided in Appendix E.
21 CAPCOA (2010), Quantifying Greenhouse Gas Mitigation Measures.
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Exhibit 7 – VMT Banking Projects
Trail
ID
Type Name of
Project
Description Length/Number
of Improvements
Cost
Estimate
8.2 Bike/Ped Lower
Watsonville
Slough Loop
Provide a new slough trail at the following
segments to create a new loop:
- Main Street to Ford Street
- San Luis Avenue to the existing Watsonville
slough loop
0.11 mi $9,475,000
8.5 Bike/Ped La Brisas
Connector Trail
Provide connection along San Luis Avenue & Santa
Victoria Avenue to the existing trail
0.13 mi $4,000
8.7 Bike/Ped Manabe-Ow
Connector Trail
Provide bridge from Manabe-Ow to existing trail 0.10 mi $16,400,000
9.1 Bike/Ped Upper Struve
Slough Trail
Slough trail connecting Pennsylvania Drive to South
Green Valley Road
0.47 mi $2,410,000
9.3 Bike/Ped Rolling Hills
Connector Trail
Trail loop along Eileen Street, SR 152, South Green
Valley Road, and Melwood Court
0.33 mi $720,000
9.4 Bike/Ped Upper
Watsonville
Slough
Slough trail from Main Street to Freedom
Boulevard
1.05 mi $15,790,000
Total $44,799,000
Maximum VMT Banking Credit Rate and Nexus:
The four steps to identify the VMT Mitigation Banking projects and calculate the VMT Banking credit rate are as follows:
1. Identify appropriate mitigation projects;
2. Determine the cost of construction of the mitigation projects;
3. Determine the total VMT that can be mitigated by the projects; and
4. Calculate the maximum mitigation credit rate per VMT by dividing total cost of the mitigation projects by the total VMT mitigated by the projects to determine the rate per unit of VMT.
The approach outlined above results in a calculation of the maximum rate per VMT mitigated based on the list of projects identified above. The full cost of funding these improvements is used to calculate the maximum VMT Mitigation Banking credit rate per VMT the City could apply to all new residential and nonresidential development in the City between 2022 and 2032 that result in VMT impacts.
As part of this analysis, a nexus evaluation was undertaken to support the basis of the VMT Mitigation Bank’s development and credit rate. Consistent with California’s Mitigation Fee Act, to develop a fee program a local agency must identify the purpose of the fee (Gov’t Code § 66001(a)(1)). The City of Watsonville’s policy is that new development shall contribute to the VMT banking credit rate, if needed for mitigation of their VMT impacts. In addition, the costs of constructing the improvements to help mitigate VMT citywide will be implemented through the VMT Mitigation Banking Program administered by the City of Watsonville.
As noted above, the projects that are included in the City of Watsonville’s VMT Mitigation Banking Program will fund the construction of facilities that support active transportation (cycling and walking) to Attachment 2
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mitigate VMT impacts from new development by moving trips from automobiles to bike or pedestrian facilities. As these projects’ benefit could not be sufficiently analyzed using the Travel Demand Model given limitations within the model related to the representation of bike and pedestrian facilities, the projects were analyzed using off-model techniques. Specifically, bicycle improvements were evaluated based on NCHRP 552 Guidelines for Analysis of Investments in Bicycle Facilities. This approach relies on spatial analysis techniques to determine the likely number of new active transportation users resulting from the introduction of a new bicycle improvement. This approach also removes the number of new users who will use the facility for exercising as exercise will not replace vehicle trips and thus, will not reduce existing VMT. Based on survey data of bicyclists throughout the United States, both for adults and children, the percentage of those cycling for commute purposes was estimated to be 11-percent of all riders and those cycling for exercise was estimated to be 28-percent of all riders. Child cyclists are included in the analysis as they may use the new facility to access schools, friends, or stores among other destinations that previously they would need a parent to drive them to. Thus, with the removal of riders for exercise, only riders that would use the facilities to replace vehicle trips were included in the analysis.
The resultant bike ridership estimates are provided in Appendix F. Note that although the projects will provide benefits to pedestrians, those were not quantified for the purposes of this analysis given that the nature and location of these projects is not anticipated to significantly result in walking trips replacing vehicle-based trips. Exhibit 8 shows the comparison between the existing ridership and future induced riders based on the construction of the projects.
Exhibit 8 – Existing and Future Daily Bicycle Ridership Demand
(facility users)
Existing Riders Induced Riders Total Future Riders
(existing + induced)
Adult Bicyclists 5,264 5,606 10,870
Child Bicyclists 1,629 1,743 3,372
Total 6,893 7,349 14,242
As shown in Exhibit 8, the bicycle improvement projects could add almost 7,350 bicycle riders per day throughout the City in the future (by model year 2032), which would roughly double existing bicycle ridership to over 14,000 bicycle trips throughout the City and provide an alternative to congested vehicular travel along with significant health and recreational benefits. While not related to VMT mitigation, it should also be noted that construction of the pedestrian and bicycle improvements will result in additional safety benefits by reducing the potential for vehicle-bicycle and vehicle-pedestrian conflicts.
Total VMT Reduction
The total VMT reduction per project for the bicycle and pedestrian projects was calculated by multiplying the average bicycle trip length taken by new riders induced by the construction of a project by the total number of new riders and the project’s lifecycle. For the purposes of this analysis, the average trip length used was four miles, based on industry standard assumptions. In addition, the project lifecycle was assumed to be ten years to cover the analysis period between 2022 and 2032. The number of new bicycle riders for each project was multiplied by the average trip length to obtain the total daily VMT reduction Attachment 2
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for each project. Each project’s VMT reduction was added together to determine the total VMT reduction for all bicycle and pedestrian projects, which for the projects listed in Exhibit 7 total 29,392.
Maximum Banking Credit Rate
To determine the maximum overall credit rate, the total project costs of $44,799,000 was divided by the total VMT reduction of 29,392 daily VMT. This calculation resulted in a maximum cost per VMT reduction of $1,524.21. Note that this rate does not include any non-fee funding sources (grants, etc.). The addition of any funding sources for these projects could reduce the cost to fully implement projects included in Exhibit 7.
VMT Mitigation Banking Program Administration and Monitoring The City of Watsonville shall set up a separate account for the purpose of tracking the collection of payments into the VMT Mitigation Banking Program. This account shall be monitored by the City Engineer to ensure purchased VMT credits are used for constructing appropriate projects, as identified in Exhibit 7, to achieve the intended VMT reduction. As part of the annual Capital Improvement Program (CIP) reporting to Planning Commission and City Council, the City Engineer shall include a progress report on any funds accumulated in the VMT Mitigation Banking Program and expenditures on constructing or improving active transportation facilities providing additional VMT-reducing investments that would not have occurred if bank funding were not available.
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Appendix A
VMT Analysis Methodology
Travel Demand Models are broadly considered to be amongst the most accurate of available tools to assess regional and sub-area VMT. While the Association of Monterey Bay Area Governments (AMBAG) maintains the regional travel demand model as a part of the Metropolitan Transportation Plan/Sustainable Communities Strategy program (MTP/SCS), the jurisdictions in Santa Cruz County maintain their own travel demand model (SCC TDM) for the analysis of local conditions. The latest available version of the SCC TDM was developed in 2020.
The 2019 Base Year model scenario from this model was used for the baseline conditions and 2040 Future Year model scenario is used for cumulative conditions analysis. The four incorporated cities included in the model (City of Capitola, City of Santa Cruz, City of Scotts Valley, and the City of Watsonville) are major contributors of the trips throughout the County during a typical weekday.
As many of the County’s daily trips originate from or are destined for areas outside of the County such as the Bay area and Monterey County (external trips), their total length could not be computed solely using the SCC TDM, additional analysis was required. The length of these trips was determined using two main processes, using Big Data and SCC TDM output files. The Big Data firm from which data was obtained was Teralytics, which uses triangulated cell phone data to determine origin-destination locations for vehicle trips, aggregated at the Census Tract level. The data that was obtained from Teralytics summarized the number of trips to and from the County to the surrounding counties at the Census Tract level for the entire month of October 2019. The distance between each Census Tract in the County and the surrounding counties was determined by using the TransCAD software, the modeling platform the SCC TDM runs on.
The multipath analysis function within the TransCAD software was used to determine the point to point distance between the centroid of each Census Tract using the internal pathing algorithm that determines the shortest path along the roadway network between the centroid of each Census Tract pair. The shortest path between each individual Santa Cruz County Census Tract and every non-Santa Cruz County Census Tract that contained at least one trip was multiplied by the share of the total trips to and from each individual Santa Cruz County Census Tract to determine the average trip length to and from the individual County Census Tract. The average trip length was applied to each SCC TDM TAZ within the individual Santa Cruz County Census Tract and multiplied by the number of external trips to and from that TAZ to determine the total external VMT by TAZ.
To calibrate the external distance calculated using the Teralytics data, the distance between the internal Santa Cruz County Census Tracts was calculated. The distances were calculated using the process outlined above which included using the TransCAD pathing algorithm to determine the shortest path between Census Tract centroids. The distances between the internal Santa Cruz County Census Tracts were aggregated down to the SCC TDM TAZs to allow for comparison with the SCC TDM data. One of the SCC TDM output files is the peak-period skim file in which the shortest path between two SCC TDM TAZs is calculated during congested (peak) periods of the day.
To determine a calibration factor for the external trip distances, the distance between TAZs calculated by the SCC TDM was compared to the distances calculated using the Teralytics data. The comparison was completed on a TAZ by TAZ basis and the calibration factor was calculated at the County level by averaging Attachment 2
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the difference in distances between the Teralytics data and the SCC TDM data. It was determined that the distances calculated using the Teralytics data were, on average, 16-percent longer than the distance calculated by the SCC TDM. Therefore, the external trip distances were reduced by 16-percent when calculating the VMT for the external trips.
Model Zone Structure
VMT was computed at Traffic Analysis Zone (TAZ) level to determine the thresholds as well as to allow for comparisons among different areas throughout the County. There are 696 TAZs within the County, including 364 TAZs within the unincorporated parts of the County.
Socio-Economic Data
Socioeconomic data (SED) and other model inputs are associated with each TAZ. Out of several different variables in the model SED, the VMT analysis mainly focused on population, the number of households, the number of students, and types of employment that are used in the trip generation component of the model. VMT computation was focused on the number of households in each TAZ and employment variables by 6 industries to determine rest of the trips. Employment variables used in the model are listed below.
Employment by Industry type:
1. Agriculture
2. Construction
3. Industrial and Manufacturing
4. Retail and Food
5. Service (White Collar, non-government jobs)
6. Public Administration (Government jobs)
Trip Generation
The SCC TDM runs a series of complex steps to estimate daily trip productions and attractions by various trip purposes for each TAZ. The trip purposes are listed below.
Model Trip Purpose:
1. Home-Based Work (HW)
2. Home-Based Other (HO)
3. Home-Based School, K-12 (HK)
4. Home-Based College (HC)
5. Home-Based Shopping (HS)
6. Work-Based Other (WO)
7. Other-Based Other (OO)
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The production model uses several variables such as number of workers, household income, age, household size and car availability depending on the trip purpose. Trip productions for every TAZ in the model were compiled separately by each trip purpose. The attraction model uses employment categories for the HW trip purpose, whereas it uses the employment categories and number of students (K-12 and University) for all non-HW trip purposes. The attraction model estimates trip attractions to each TAZ by regression coefficients that vary by employment type. Trip attractions for every TAZ were compiled by each purpose and by each employment type based on these regression coefficients.
Person Trips, Vehicle Occupancy, Trip Distance
Trip productions and attractions were compiled after the mode choice step, and only auto trips were used for the analysis. After the vehicle trip productions and attractions were computed for each trip purpose, trip lengths were applied for each zone pair from the skim matrices in the model to compute the production and attraction VMT by purpose.
VMT by Land Use Type
The residential VMT was computed by combining the production VMT for all the Home-Based trip purposes. VMT for non-residential land uses was computed from the attraction VMT by appropriate trip purposes and regression coefficients used in the attraction model.
Residential and non-residential VMT by each TAZ were computed and average VMT were determined by City, County and Region levels to determine City’s thresholds.
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Appendix B
Screening Maps
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Appendix C
City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
Transit Strategies
1 Transit Stops
Coordinate with local
transit agency to
provide bus stop near
the site. Real time
transportation
information displays
support on-the-go
decision making to
support sustainable trip
making. Only get a
reduction on a nonHQT line, cannot get
both.
Infrastructure 3% All
2 Safe and Well-Lit
Access to Transit
Enhance the route for
people walking or
bicycling to nearby
transit (typically offsite). Provide
Emergency 911
phones along these
routes to enhance
safety.
Infrastructure 1% All
3 Implement
Neighborhood
Shuttle
Implement projectoperated or projectsponsored
neighborhood shuttle
serving residents,
employees, and visitors
of the project site.
Incentive 5% All
4 Transit Subsidies
Involves the
subsidization of transit
fare for residents and
employees of the
project site. This
strategy assumes
transit service is
already present in the
project area. Incentive 5% All
Pays for employees to
use local transit. This
could either be a
discounted ticket or a
full-reimbursed transit
ticket.
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City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
Communication & Information Strategies
5 Mandatory Travel
Behavior Change
Program
Involves the
development of a travel
behavior change
program that targets
individuals’ attitudes,
goals, and travel
behaviors, educating
participants on the
impacts of their travel
choices and the
opportunities to alter
their habits. Provide a
web site that allows
employees to research
other modes of
transportation for
commuting. Employeefocused travel behavior
change program that
targets individuals
attitudes, goals, and
travel behaviors,
educating participants
on the impacts of their
travel choices and the
opportunities to alter
their habits.
Incentive
4%
All
6 Promotions &
Marketing
Involves the use of
marketing and
promotional tools to
educate and inform
travelers about sitespecific transportation
options and the effects
of their travel choices
with passive
educational and
promotional materials.
Marketing and public
information campaign
to promote awareness
of TDM program with
an on-site coordinator
to monitor program.
Incentive All
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City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
Commuting Strategies
7 Employer Sponsored
Vanpool or Shuttle
Implementation of
employer-sponsored
employee vanpool or
shuttle providing new
opportunities for
access to connect
employees to the
project site.
Incentive /
Infrastructure 5% Commute
8 Preferential Carpool
/ Vanpool Parking
Spaces
Reserved carpool /
vanpool spaces closer
to the building
entrance.
Infrastructure 1%
9 Passenger Loading
Zones for Carpool /
Vanpool
Provide easy access
for carpools or
vanpools.
Infrastructure 1%
10 On-site Carts or
Shuttles or bikes
Provide on-site cart or
shuttle for employees
to travel across
campus.
Incentive /
Infrastructure 2% All
11 Emergency Ride
Home (ERH)
Program
Provides an occasional
subsidized ride to
commuters who use
alternative modes.
Guaranteed ride home
for people if they need
to go home in the
middle of the day due
to an emergency or
stay late and need a
ride at a time when
transit service is not
available. Ecology
Action is preferred
vendor. This
supplemental to the
other trip reduction
strategies. ADD to 5
and 6.
Incentive 4% Commute
12 On-site Childcare
Provides on-site
childcare to remove the
need to drive a child to
daycare at a separate
location.
Infrastructure 4% All
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City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
13 Telecommuting
Four-Ten work
schedule results in
20% weekly VMT
reduction, 10% trip
reduction equals 15%
VMT reduction
10%
14 Alternative work
schedule
Alternative Fridays off
(Nine-Ten schedule) 10%
Shared Mobility Strategies
15 Mandatory Ride
Amigos-Share
Program
Increases vehicle
occupancy by providing
ride-share matching
services, designating
preferred parking for
ride-share participants,
designing adequate
passenger
loading/unloading and
waiting areas for rideshare vehicles, and
providing a website or
message board to
connect riders and
coordinate rides. Need
a point person form the
business on-site
Incentive 10% Commute
16 Employee/Employer
Car Share
Implement car sharing
to allow people to have
on-demand access to a
vehicle, as-needed.
This may include
providing membership
to an existing program
located within 1/4 mile,
contracting with a thirdparty vendor to extend
membership-based
service to an area, or
implementing a projectspecific fleet that
supports the residents
and employees on -
site.
Incentive 0.7% All
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City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
Provide an on-site car
vehicle for employees
to use for short trips.
This allows for
employees to run
errands or travel for
lunch.
Incentive 2% Commute
17 School Carpool
Program
Implements a school
carpool program to
encourage ride-sharing
for students.
Incentive 15% School
Bicycle Infrastructure Strategies
18 Bike Share Sign up for shared
bikes.
Incentive /
Infrastructure 7% All
19 Implement/Improve
On-street Bicycle
Facility
Implements or provides
funding for
improvements to
corridors and crossings
for bike networks
identified within a onehalf mile buffer area of
the project boundary, to
support safe and
comfortable bicycle
travel.
Infrastructure 4% All
20 Include Bike Parking
in excess of City
Code
Implements long-term
bicycle parking to
support safe and
comfortable bicycle
travel by providing
parking facilities at
destinations
Infrastructure
All 21
Include Secure Bike
Parking and
Showers in excess
of City Code
Implements additional
end-of-trip bicycle
facilities to support safe
and comfortable bicycle
travel.
Infrastructure 2%
22 Bicycle Repair
Station / Services
On-site bicycle repair
tools and space to use
them supports on-going
use of bicycles for
transportation.
Infrastructure
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City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
Neighborhood Enhancement Strategies
23 Traffic Calming
Improvements
Implements traffic
calming measures
throughout and around
the perimeter of the
project site that
encourage people to
walk, bike, or take
transit within the
development and to the
development from
other locations.
Infrastructure 1% All
24 Pedestrian Network
Improvements
Implements pedestrian
network improvements
throughout and around
the project site that
encourages people to
walk.
Infrastructure 2% All
Miscellaneous Strategies
25 Virtual Care
Strategies for
Hospitals/Health
care
providers/MOB/Clinic
Resources to allow
patients to access
healthcare services or
communicate with
healthcare staff through
online or off-site
programs.
Infrastructure 5% Hospital
Visitors
26 On-site Affordable
Housing
Provides on-site
affordable housing in
excess of inclusionary
rates % of units is the
% reduction developer
can get.
Infrastructure 4% All
Parking Strategies
27 Reduce Parking
Supply
Changes on-site
parking supply to
provide less than the
amount required by
municipal code.
Permitted reductions
could utilize
mechanisms such as
TOC, Density Bonus,
Bike Parking
ordinance, or locating
in a Specific Plan Area.
Infrastructure 10% All
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City of Watsonville | Transportation Demand Management (TDM) Measures # TDM Measure Description TDM Type Max VMT
Reduction
VMT
Reduction
Type
28 Unbundle Parking
Unbundles parking
costs from property
costs, requiring those
who wish to purchase
parking spaces to do
so at an additional cost.
Implementation of
residential permit
parking zones for longterm use of on-street
parking in residential
area at the expense to
the developer.
Incentive 10% Residential
29 Parking Cash-Out
Provide employees a
choice of forgoing
current parking for a
cash payment to be
determined by the
employer. The higher
the cash payment, the
higher the reduction.
Incentive 5.0% Commercial
Only
30 Residential Area
Parking Permits Incentive 0.25%
Only in nonCoastal
Commission
areas
31 Parking
Management
Strategies
Strategies to
encourage efficiency in
parking facilities and
improve the quality of
service to parking
users
Incentive 1% Valet
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Appendix D
2040 VMT Mitigation Needs for Residential and Employee-Based VMT Projects Attachment 2
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Appendix E
VMT Banking Project Costs
Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Bridge SF 3,360 $900 $3,024,000 Assumes a 12' path over the bridge 3 Trail (14' Width) LF 295 $325 $95,900
4 Retaining Wall SF 1,770 $250 $442,500 Assumes a 6' wall $3,562,400 Notes
3.0% $106,900
5.0% $178,200
5.0% $178,200
5.0% $178,200
0.0% $0
0.0% $0
8.0% $285,000
0.0% $0
5.0% $178,200
$4,667,100 Notes
15.0% $700,100
15.0% $700,100
15.0% $700,100
$2,100,300
$6,767,400 Notes
40.0% $2,707,000
$9,475,000
Environmental Review
% of sub-total construction costs
Design Engineering
Construction Management/Materials Testing
Minor Contract Revisions % of sub-total major construction items Contingency (40%)
Item
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
Slough Bridge
Main to Ford St
Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
Landscaping % of sub-total major construction items
Traffic Control / Detour
City of Watsonville
Estimate of Conceptual Project Costs
8.2 Lower Watsonville Slough Loop Bridge
From West and North Side to West and South Side
% of sub-total major construction items
Traffic - Signage & Striping % of sub-total major construction items Mobilization % of sub-total major construction items Misc. - Lighting/Commercial Signs % of sub-total major construction items The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
SUB-TOTAL
% of sub-total
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
% of sub-total construction costs
% of sub-total construction costs
SUB-TOTAL DESIGN AND PROJECT ADMIN
SUB-TOTAL CONSTRUCTION COSTS
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Unit Quantity Unit Cost Total Cost Notes
1 Sharrow Markings EA 14 $115 $1,600 Spaced at 100' each marking on both sides of the road
$1,600 Notes
0.0% $0
0.0% $0
0.0% $0
0.0% $0
5.0% $100
5.0% $100
5.0% $100
0.0% $0
5.0% $100
$2,000 Notes
15.0% $300
15.0% $300
$600
$2,600 Notes
40.0% $1,100
$4,000
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
Design Engineering
Construction Management/Materials Testing
Minor Contract Revisions
From Lower Watsonville Slough Loop to East Side Struve Slough Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
Item
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
Misc. - Lighting/Commercial Signs % of sub-total major construction items % of sub-total major construction items
City of Watsonville
Estimate of Conceptual Project Costs
8.5 Las Brisas Connector Trail
SUB-TOTAL
% of sub-total Contingency (40%)
% of sub-total construction costs
% of sub-total construction costs
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
San Luis Avenue & Santa Victoria Avenue
SUB-TOTAL CONSTRUCTION COSTS
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping % of sub-total major construction items Mobilization % of sub-total major construction items
Landscaping % of sub-total major construction items
SUB-TOTAL DESIGN AND PROJECT ADMIN
Attachment 2
33 SB 743 Implementation Guidelines
City of Watsonville Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Bridge SF 6,600 $900 $5,940,000 Assumes a 12' path over the bridge $5,940,000 Notes
3.0% $178,200
5.0% $297,000
5.0% $297,000
5.0% $297,000
5.0% $297,000
0.0% $0
8.0% $475,200
0.0% $0
Minor Contract Revisions 5.0% $297,000
$8,078,400 Notes
15.0% $1,211,800
15.0% $1,211,800
15.0% $1,211,800
$3,635,400
$11,713,800 Notes
40.0% $4,685,600
$16,400,000
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
City of Watsonville
Manabe-Ow Connector Trail Bridge
Estimate of Conceptual Project Costs
8.7 Manabe-Ow Connector Trail Bridge
From West Side Struve Slough to East Side Struve Slough Item
Utility Work % of sub-total major construction items
Landscaping % of sub-total major construction items
Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping % of sub-total major construction items % of sub-total construction costs
Mobilization % of sub-total major construction items
Misc. - Lighting/Commercial Signs % of sub-total major construction items % of sub-total major construction items
SUB-TOTAL CONSTRUCTION COSTS
% of sub-total construction costs Design Engineering
Construction Management/Materials Testing
Environmental Review
% of sub-total construction costs
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
SUB-TOTAL DESIGN AND PROJECT ADMIN
SUB-TOTAL
% of sub-total Contingency (40%)
Attachment 2
34 SB 743 Implementation Guidelines
City of Watsonville
Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Trail (14' Width) LF 2,500 $325 $812,500
2 Retaining Wall SF 30,000 $250 $7,500,000 Assumes a 6' wall $812,500 Notes
3.0% $24,400
10.0% $81,300
10.0% $81,300
10.0% $81,300
0.0% $0
0.0% $0
8.0% $65,000
0.0% $0
5.0% $40,700
$1,186,500 Notes
15.0% $178,000
15.0% $178,000
15.0% $178,000
$534,000
$1,720,500 Notes
40.0% $688,200
$2,410,000
From Pennsylvania Dr to South Green Valley Rd
City of Watsonville
Estimate of Conceptual Project Costs
9.1 Upper Struve Slough
Item
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
% of sub-total major construction items Mobilization % of sub-total major construction items Landscaping % of sub-total major construction items
Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
% of sub-total construction costs
% of sub-total construction costs
Misc. - Lighting/Commercial Signs % of sub-total major construction items % of sub-total major construction items Minor Contract Revisions Design Engineering
Construction Management/Materials Testing
Environmental Review
% of sub-total construction costs
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
Pennsylvania Dr to South Green Valley Rd
SUB-TOTAL CONSTRUCTION COSTS
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping
SUB-TOTAL DESIGN AND PROJECT ADMIN
SUB-TOTAL
% of sub-total Contingency (40%)
Attachment 2
35 SB 743 Implementation Guidelines
City of Watsonville
Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Sharrow Markings EA 8 $115 $900 Spaced at 100' each marking on both sides of the road
2 Trail (14' Width) LF 490 $325 $159,300 This does not include amenities along the trail
3 Class I Path (10' Width) SF 4,900 $25 $122,500 Concrete Path 4 Remove Concrete (Sidewalk) LF 100 $120 $12,000 Removal of existing sidewalk for new Class I path 5 Class I Path (10' Width) SF 1,000 $25 $25,000 Concrete Path 6 Sharrow Markings EA 6 $115 $700 Spaced at 100' each marking on both sides of the road
$282,700 Notes
3.0% $8,500
0.0% $0
5.0% $14,200
5.0% $14,200
10.0% $28,300
2.0% $5,700
8.0% $22,700
0.0% $0
5.0% $14,200
$390,500 Notes
15.0% $58,600
15.0% $58,600
$117,200
$507,700 Notes
40.0% $203,100
$720,000
From Green Valley Rd to Hermann Ave
City of Watsonville
Estimate of Conceptual Project Costs
9.3 Rolling Hills Connector Trail
Item
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
Eileen St (Hermann Ave to Trail)
Trail (Eileen St to SR 152)
SR 152 (Trail to S. Green Valley Rd)
Green Valley Rd (Main St to Trail)
Melwood Ct
Landscaping % of sub-total major construction items
Erosion Control % of sub-total major construction items Drainage % of sub-total major construction items
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping % of sub-total major construction items Mobilization % of sub-total major construction items % of sub-total major construction items
SUB-TOTAL CONSTRUCTION COSTS
Misc. - Lighting/Commercial Signs % of sub-total major construction items Minor Contract Revisions % of sub-total construction costs
% of sub-total construction costs
SUB-TOTAL DESIGN AND PROJECT ADMIN
Construction Management/Materials Testing
Design Engineering
Opinion of Probable Construction Costs
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
SUB-TOTAL
% of sub-total
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Contingency (40%)
Attachment 2
36 SB 743 Implementation Guidelines
City of Watsonville
Date Prepared: April 20, 2022
Unit Quantity Unit Cost Total Cost Notes
1 Trail (14' Width) LF 500 $325 $162,500 This does not include amenities along the trail
2 Trail (14' Width) LF 1,650 $325 $536,300 This does not include amenities along the trail
3 Retaining Wall SF 16,500 $250 $4,125,000 Assumes a 5' wall 4 Sharrow Markings EA 10 $115 $1,200 Spaced at 100' each marking on both sides of the road 5 Trail (14' Width) LF 460 $325 $149,500 This does not include amenities along the trail
6 Sharrow Markings EA 12 $115 $1,400 Spaced at 100' each marking on both sides of the road 7 Trail (14' Width) LF 390 $325 $126,800 This does not include amenities along the trail
8 Trail (14' Width) LF 200 $325 $65,000 ADA & pedestrian intersection improvements
9 Trail (14' Width) LF 1,820 $325 $591,500 This does not include amenities along the trail
10 Sharrow Markings EA 12 $115 $1,400 Spaced at 100' each marking on both sides of the road $5,760,600 Notes
3.0% $172,900
0.0% $0
5.0% $288,100
3.0% $172,900
10.0% $576,100
1.0% $57,700
8.0% $460,900
0.0% $0
5.0% $288,100
$7,777,300 Notes
15.0% $1,166,600
15.0% $1,166,600
15.0% $1,166,600
$3,499,800
$11,277,100 Notes
40.0% $4,510,900
$15,790,000
Contingency (0%)
Minor Contract Revisions
Design Engineering
Construction Management/Materials Testing
Item
Erosion Control
Drainage
Environmental Review
City of Watsonville
Estimate of Conceptual Project Costs
9.4 Upper Watsonville Slough Trail
From Main St to Freedom Blvd
% of sub-total major construction items
Trail (Main St to North of 9th St)
Trail (North of 9th Street to Junipero Serra Dr)
Junipero Serra Dr & Crespi Way
Trail (Junipero Serra Dr to Miles Ln)
SUB-TOTAL MAJOR CONSTRUCTION ITEMS
Utility Work % of sub-total major construction items
Landscaping % of sub-total major construction items
Miles Ln (Trail to Slough)
Alta Vista Ave (Trail to Freedom Blvd)
% of sub-total major construction items
Traffic Control / Detour % of sub-total major construction items Traffic - Signage & Striping % of sub-total major construction items % of sub-total construction costs
Mobilization % of sub-total major construction items Misc. - Lighting/Commercial Signs % of sub-total major construction items % of sub-total major construction items
% of sub-total construction costs
Total Project Cost Estimate (2020 Cost Rounded up to the Nearest $10,000) Opinion of Probable Construction Costs
The Engineer has no control over the cost of labor, materials, equipment, or over the Contractor's methods of determining prices or over competitive bidding or market conditions. Opinions of probable costs provided herein are based on the information known to Engineer at this time and represent only the Engineer's judgment as a design professional familiar with the construction industry. The Engineer cannot and does not guarantee that proposals, bids, or actual construction costs will not vary from its opinions of probable costs.
It should be noted that the provided cost estimation excludes Right of Way acquisition costs that may be required for these improvements to be implemented.
Trail (Junipero Serra Dr to Miles Ln)
Trail (Miles Ln to Marin St)
Trail (Marin to Alta Vista Ave)
SUB-TOTAL DESIGN AND PROJECT ADMIN
SUB-TOTAL
% of sub-total
SUB-TOTAL CONSTRUCTION COSTS
% of sub-total construction costs
Attachment 2
37 SB 743 Implementation Guidelines
City of Watsonville
Appendix F
Bike Ridership Forecasts
Existing Induced Existing Induced
Trail Child Adult Commuter Child Adult Commuter Child corrected Adult corrected Total Child corrected Adult corrected Total
8.2 402 1,203 241 430 1,283 258 276 900 1,176 295 961 1,255
8.5 260 816 156 280 875 168 178 607 786 192 654 845
8.7 211 678 127 229 731 137 145 505 649 157 545 702
9.1 632 1,784 379 670 1,865 402 433 1,342 1,775 459 1,405 1,864
9.3 262 796 157 285 862 171 180 595 775 195 645 840
9.4 610 1,750 366 649 1,860 389 418 1,315 1,733 445 1,397 1,842 Total 1,629 5,264 6,893 1,743 5,606 7,349
Correction calculations:
Child corrected = ((1-commute%)-exercise%)/(1-commute%)*(Child) Adult corrected = commuter+((((1-commuter%)-exercise%)/(1-commuter%)*(adult-commuter))) Notes:
Percent commute = 11%
Percent exercise = 28%
Attachment 2
38 SB 743 Implementation Guidelines
City of Watsonville
Attachment 2
39 SB 743 Implementation Guidelines
City of Watsonville
Attachment 2
40 SB 743 Implementation Guidelines
City of Watsonville
Attachment 2
41 SB 743 Implementation Guidelines
City of Watsonville
Appendix G
Assembly Bill (AB) 32, Senate Bill (SB) 375, and Senate Bill (SB) 743 California has a number of regulations regarding greenhouse gases (GHGs) and they are often confused with each other, in particular SB 375 is confused with AB 32. The major difference is AB 32 reduces GHGs from all sectors, whereas SB 375 is only concerned with transportation, specifically passenger vehicles. SB 743 also focuses on the transportation sector, but from an environmental perspective. It works with the California Environmental Quality Act (CEQA) to prioritize development and transportation projects that get people out of individual cars and into sustainable modes of transportation.
California’s major initiative for reducing GHG emissions is outlined in AB 32, the “California Global Warming Solutions Act of 2006,” signed into law in 2006. AB 32 codifies the statewide goal of reducing GHG emissions to 1990 levels by 2020 (essentially a 15 percent reduction below 2005 emission levels), and requires the California Air Resources Board (CARB) to prepare a Scoping Plan that outlines the main state strategies for reducing GHGs to meet the 2020 deadline. In addition, AB 32 requires CARB to adopt regulations to require reporting and verification of statewide GHG emissions.
SB 375, signed in August 2008, enhances the state’s ability to reach AB 32 goals by aligning transportation planning and funding, land use planning and state housing mandates at the regional level in order to reduce vehicle miles travelled (VMT) and transportation-related GHG emissions. As mandated by CARB, the Association of Monterey Bay Area Governments (AMBAG) must reduce per capita GHG emissions from passenger vehicles in order to meet the SB 375 target. The 2035 Metropolitan Transportation Plan / Sustainable Communities Strategy (MTP/SCS) for the AMBAG region includes the targets previously set by CARB to not exceed 2005 per capita levels of GHGs by 2020 and to reduce GHG emissions by 5 percent per capita from 2005 levels by 2035. These targets will be revised based on updated Scoping Plans prepared by CARB and reflected in subsequent MTP/SCS documents prepared by AMBAG.
SB 743 concerns how transportation-related GHG impacts of development and transportation projects are evaluated under CEQA. SB 743 focused transportation’s impacts on the environment instead of on congestion. Before July 1, 2020, traffic congestion levels (known as level of service, or LOS) were the main measurement to determine the negative environmental impacts of development and transportation projects. These effects are now measured according to the overall amount that people drive (known as VMT). Given that transportation — and particularly passenger cars — is responsible for close to 40 percent of all GHG emissions in the State and over half of GHG emissions in the City, by reducing the VMT, the amount of GHG emissions and other air pollutants from cars are reduced.
Attachment 2
Reso No. 205-22 (CM) 1
Meeting Date: 09/27/22
RESOLUTION NO. 205-22 (CM)
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
WATSONVILLE, APPROVING A VEHICLE MILES TRAVELED (VMT)
POLICY INCLUSIVE OF ESTABLISHING VMT AS THE APPROPRIATE
METRIC FOR EVALUATING TRANSPORTATION-RELATED IMPACTS
UNDER CEQA, ESTABLISHING VMT THRESHOLDS OF
SIGNIFICANCE, ESTABLISHING SCREENING CRITERIA,
ESTABLISHING TRANSPORTATION DEMAND MANAGEMENT (TDM)
STRATEGIES, AND ESTABLISHING A VMT MITIGATION BANKING
PROGRAM; AND AUTHORIZING THE COMMUNITY DEVELOPMENT
DIRECTOR TO UPDATE THE VMT THRESHOLDS OF SIGNIFICANCE
FOR LAND USE PROJECTS AND PLANS; AND FINDING APPROVAL
OF A VMT POLICY IS NOT A “PROJECT” UNDER CEQA, OR IF A
“PROJECT,” EXEMPT UNDER THE “COMMON SENSE” EXCEPTION
WHEREAS, the California Environmental Quality Act (CEQA) requires public agencies responsible for approval of land use projects and construction of transportation projects to assess their anticipated environmental impacts and to select project alternatives or implement mitigation measure that lessen those impacts where feasible.
Known as a “lead agency” under CEQA, a public agency with the discretionary authority to approve or deny a project (or to carry it out directly) generally must analyze the proposed project’s impacts to the physical environment, identify alternatives and mitigation measures, and approve a project alternative and/or mitigation measures that substantially reduce significant impacts, unless those measures are infeasible due to economic, social, or other conditions; and
WHEREAS, in 2013, state law was changed with the passage Senate Bill (SB) 743 (Steinberg) to update the way transportation impacts are analyzed under CEQA for new land use and transportation projects. Previously, transportation analyses had been based on automobile delay, typically measured as “level of service,” or LOS. SB 743 also required the Governor’s Office of Planning and Research (OPR) to develop a new metric DocuSign Envelope ID: 46A302FF-B3B5-45FB-83A6-26F6B429F8BC Attachment 2
Reso No. 205-22 (CM) 2
Meeting Date: 09/27/22
for evaluating transportation impacts other than LOS to more appropriately balance the needs of congestion management with statewide goals related to infill development, promotion of public health through active transportation, and reduction of greenhouse gas emissions; and
WHEREAS, in 2018, OPR released updates to the state’s CEQA Guidelines to implement SB 743 by replacing LOS with VMT as the most appropriate measure of a project’s transportation impacts; this update was formally certified and adopted by the California Natural Resources Agency and codified as section 15064.3 of the CEQA Guidelines. Simultaneously, OPR released a Technical Advisory on Evaluating Transportation Impacts in CEQA. The Technical Advisory includes recommendations for thresholds of significance for evaluating impacts of office, residential and retail developments, and provides screening criteria for identifying the types of projects that can be presumed to have a less than significant impact; and WHEREAS, as of July 1, 2020, all lead agencies are required to use VMT to measure transportation impacts, in accordance with section 15064.3 of the CEQA Guidelines; and
WHEREAS, in order to comply with SB 743, the City of Watsonville joined the Cities of Capitola, Santa Cruz, and Scotts Valley and the County of Santa Cruz to collectively approach this new paradigm of measuring transportation impacts for the purposes of conducting environmental review. The Cities and County hired Kimley Horn & Associates, a transportation consulting firm, to assist with the necessary work, including updating baseline traffic conditions, updating and running the county-wide Travel Demand Model, creating screening maps, and producing thresholds of significance for the Santa Cruz region. This work forms the foundation of the City’s draft VMT Policy, and was used DocuSign Envelope ID: 46A302FF-B3B5-45FB-83A6-26F6B429F8BC Attachment 2
Reso No. 205-22 (CM) 3
Meeting Date: 09/27/22
by other jurisdictions within our region that have adopted VMT thresholds of significance and SB 743 guidelines in conformance of with section 15064.3 of the CEQA Guidelines and OPR’s Technical Advisory; and
WHEREAS, CEQA Guidelines section 15064.7(b) allows lead agencies to adopt thresholds of significance for the lead agency’s general use in its environmental review process; and
WHEREAS, the City intends to adopt a VMT Policy, inclusive of establishing VMT thresholds of significance, based on a data-driven evaluation, in order to meet the intent of State legislation; and
WHEREAS, on September 6, 2022, the Planning Commission of the City of Watsonville adopted Resolution No. 15-22 (PC), recommended the City Council adopt a VMT Policy inclusive of establishing VMT as the appropriate metric for evaluating transportation-related impacts under CEQA, establishing VMT thresholds of significance, establishing screening criteria, establishing TDM strategies, and establishing a VMT Mitigation Banking Program.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF WATSONVILLE, CALIFORNIA, AS FOLLOWS:
1) That the adoption of a VMT Policy, including the VMT Mitigation Banking Program, is not a “project” as defined in section 15378 of the CEQA Guidelines and Public Resources Code section 21065, as this is not a “project” that may cause a direct, or reasonably foreseeable indirect, physical change in the environment. The VMT Policy is an administrative activity of the City, providing guidance to property owners, project developers, applicants and proponents for determining the significance of transportation impacts of land use projects. The VMT Policy would not approve any specific development and would therefore not lead to any particular physical change to the DocuSign Envelope ID: 46A302FF-B3B5-45FB-83A6-26F6B429F8BC Attachment 2
Reso No. 205-22 (CM) 4
Meeting Date: 09/27/22
environment. Moreover, even if found to be a “project,” the VMT Policy is exempt under the “common sense” exception (14 Cal. Code Regs. § 15061(b)(3)) because it can be seen with certainty that there is no possibility that the action of adopting the Policy would have a significant effect on the environment.
2) The VMT Policy, a copy of which is attached hereto and incorporated herein by this reference, is hereby approved and adopted and shall establish the City’s thresholds of significance for transportation related environmental impacts pursuant to CEQA. 3) The Community Development Director is hereby authorized to update the VMT thresholds of significance for land use projects and plans, as necessary and appropriate to reflect current conditions, provided any update is consistent with the intent of SB 743 and in compliance with procedural and substantive requirement of CEQA and all other applicable state and local laws.
************************************
DocuSign Envelope ID: 46A302FF-B3B5-45FB-83A6-26F6B429F8BC Attachment 2
Reso No. 205-22 (CM) 5
Meeting Date: 09/27/22
The foregoing resolution was introduced at a regular meeting of the Council of the City of Watsonville, held on the 27th day of September , 2022, by Member Hurst, who moved its adoption, which motion being duly seconded by Mayor Pro Tempore Montesino , was upon roll call carried and the resolution adopted by the following vote:
AYES: COUNCIL MEMBERS: Dutra, Estrada, García, Hurst,
Montesino, Quiroz-Carter, Parker
NOES: COUNCIL MEMBERS: None
ABSENT: COUNCIL MEMBERS: None
____________________________
Ari Parker, Mayor
ATTEST:
_____________________________
City Clerk
_______________________
Date
APPROVED AS TO FORM:
_____________________________
City Attorney
************************************
I, Irwin I. Ortiz, City Clerk of the City of Watsonville, do hereby certify that the foregoing Resolution No. 205-22 (CM) was duly and regularly passed and adopted by the Watsonville City Council at a meeting thereof held on the 27th day of September , 2022, and that the foregoing is a full, true and correct copy of said Resolution. ________________________________
Irwin I. Ortiz, City Clerk
Date__________________________
DocuSign Envelope ID: 46A302FF-B3B5-45FB-83A6-26F6B429F8BC 9/30/2022 | 8:26 AM PDT
9/30/2022 | 8:26 AM PDT
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Attachment 2
RESOLUTION NO._________ (CM)
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
WATSONVILLE APPROVING AN IN-LIEU FEE TO REDUCE VEHICLE
MILES TRAVELED (VMT) ASSOCIATED WITH DEVELOPMENT
PROJECTS AND FINDING THAT THE VMT IN-LIEU FEE IS NOT
CONSIDERED A PROJECT OR IF A PROJECT, IS EXEMPT UNDER
CEQA
WHEREAS, the California Environmental Quality Act (CEQA) was enacted by the State of California in 1970 to ensure the long-term protection of the environment and requires public agencies to analyze and disclose the effects of their actions on the environment; and WHEREAS, CEQA requires public agencies responsible for approval of land use projects and construction of transportation projects to assess their anticipated environmental impacts and to select project alternatives or implement mitigation measures that lessen those impacts where feasible. Known as a “lead agency” under CEQA, a public agency with the discretionary authority to approve or deny a project (or to carry it out directly) generally must analyze the proposed project’s impacts to the physical environment, identify alternatives and mitigation measures, and approve a project alternative and/or mitigation measures that substantially reduce significant impacts, unless those measures are infeasible due to economic, social, or other conditions; and
WHEREAS, in 2013, state law was changed with the passage of Senate Bill (SB) 743 (Steinberg) to update the way transportation impacts are analyzed under CEQA for new land use and transportation projects. Previously, transportation analyses had been based on automobile delay, typically measured as “level of service,” or LOS. SB 743 also required the Governor’s Office of Planning and Research (OPR) to develop a new
metric for evaluating transportation impacts other than LOS to more appropriately balance the needs of congestion management with statewide goals related to infill development, promotion of public health through active transportation, and reduction of greenhouse gas emissions; and
WHEREAS, in 2018, OPR released updates to the state’s CEQA Guidelines to implement SB 743 by replacing LOS with VMT as the most appropriate measure of a project’s transportation impacts; this update was formally certified and adopted by the California Natural Resources Agency and codified as section 15064.3 of the CEQA Guidelines. Simultaneously, OPR released a Technical Advisory on Evaluating Transportation Impacts in CEQA. The Technical Advisory includes recommendations for thresholds of significance for evaluating impacts of office, residential and retail developments, and provides screening criteria for identifying the types of projects that can be presumed to have a less than significant impact; and WHEREAS, as of July 1, 2020, all lead agencies are required to use VMT to measure transportation impacts, in accordance with section 15064.3 of the CEQA Guidelines; and
WHEREAS, The City Council has adopted a resolution (205-22) approving a vehicle miles traveled (VMT) Policy inclusive of establishing VMT as the appropriate metric for evaluating transportation-related impacts under CEQA, establishing VMT thresholds of significance, establishing screening criteria, establishing transportation demand management (TDM) strategies, and establishing a VMT mitigation banking program; and authorizing the Community Development Director to update the VMT thresholds of significance for land use projects (“VMT Policy”); and
WHEREAS, the City hired Kimley Horn and Associates to assist in the preparation of the VMT Policy, which included a nexus study that determined a monetary value of VMT in the City and the corresponding VMT In-Lieu fee that new development could elect to pay in lieu of creating reductions through project activities; and
WHEREAS, Kimley Horn provided the City with the nexus study (“Study”) that sets forth the reasonable relationship between the VMT impacts of the development project and the VMT In Lieu fee; and
WHEREAS, Government Code section 66018 applies to the adoption or increase of fees to which a specific statutory notice requirement does not apply; and, WHEREAS, pursuant to Government Code section 66018 the enactment or increase in any fees to be charged for services must be adopted by the City Council by ordinance or resolution, after providing notice and holding a public hearing; and, WHEREAS, pursuant to Government Code sections 66018 and 6062a, a notice of a public hearing on the proposed fee schedule was published on February 10th, 2023 and March 3, 2023 in the Watsonville Register Pajaronian, a newspaper of general circulation; and
WHEREAS, pursuant to Government Code sections 66016 and 66016.5, notice of the time and place of the meeting, including a general explanation of the matters to be considered and a statement that required data is available was mailed at least 30 days prior to the meeting to those members of the public who filed a written request with the City; and
WHEREAS, a duly noticed public hearing before the City Council was held on
March 14, 2023, at which public testimony was received and duly considered on the proposed new and increased fees; and
WHEREAS, at least ten (10) days prior to the public hearing referenced above, the City made available for public inspection information required under Government Code section 66018.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF WATSONVILLE, CALIFORNIA, AS FOLLOWS:
Section 1. The City Council finds that this Resolution is not subject to the California Environmental Quality Act (“CEQA”). This action is not a project within the meaning of the CEQA Guidelines Section 15378 and 15061(b)(3) as it has no potential for physical effects on the environment because it involves an adoption of certain rates and/or charges imposed by the City and does not select or approve any specific project, and said rates and/or charges will be used to fund future projects and/or activities, each of which future projects and/or activities will be fully evaluated in compliance with CEQA when sufficient physical details regarding said projects and/or activities are available to permit meaningful CEQA review (see CEQA Guidelines, Section 15004(b)(1)).
Pursuant to CEQA Guidelines section 15378(b)(4), the creation of government funding mechanisms which do not involve the selection or approval of any specific project which may cause significant effect on the environment, is not defined as a “project” under CEQA. Therefore, approval of the rates and/or charges is not a “project” for purposes of CEQA, pursuant to CEQA Guidelines, Section 15378(b)(4); and, even if considered a “project” under CEQA, is exempt from CEQA review pursuant to CEQA Guidelines Section 15061(b)(3) because it can be seen with certainty that there is no possibility that
approval of the rates and/or charges may have a significant effect on the environment.
Section 2. Findings. The City Council finds and determines as follows:
a) The purpose of the VMT In Lieu fee is to reduce and/or mitigate projectgenerated VMT. This purpose is consistent with the goals and objectives of the City’s Climate Action and Adaptation Plan (CAAP), and the guiding principles embodied in SB 743;
b) The VMT In Lieu fee will be used to fund a variety of trail and multi modal improvement projects identified and described in the VMT Policy; c) The cumulative effects of future development will impact the City’s mobility network and regional GHG emission levels. Such impacts are difficult to mitigate on a project-by-project basis. This VMT In Lieu fee will benefit future development by funding additional trail and multi modal improvements to reduce and/or mitigate project-related VMT impacts, in a fiscally prudent and cost-effective manner, consistent with the City’s CAAP;
d) The cumulative effects of future development will impact the City’s mobility network and regional GHG emission levels. The burden created by future development necessitates additional trail and multi modal improvements to reduce and/or mitigate VMT impacts, consistent with OPR guidance and the City’s CAAP e) The reasonable relationship between the VMT In Lieu fee for a specific project and the cost of multi-modal improvements attributable to the project is based on the overall VMT generated by the project. Apportioning program costs based on each project’s VMT is consistent with current principles of transportation impact analysis.
Section 3. Approval of Fee. The City Council approves and adopts the VMT In
Lieu fee, as set forth in Exhibit A.
Section 4. Master Fee Schedule. The VMT In Lieu fee shall supersede and replace any existing conflicting fees. The new fee shall be incorporated into the Master Fee Schedule
Section 5. Adoption of Study. The City Council approves and adopts the VMT Policy, which includes the nexus evaluation, attached to the Staff Report accompanying this action as Attachment 2.
Section 6. Effective Date. In accordance with Government Code section 66017, this Resolution shall be in full force and effect 60 days after its adoption, and shall be published or posted as required by law.
Section 7. Expenditure of Collected Fees
The City Council approves the VMT Policy that describes how VMT In Lieu fees are to be collected, managed and expended. The VMT Policy contains a list of projects that the VMT In-Lieu fee revenues may be used to fund, which satisfies the requirement that the City adopt a capital improvement plan for expenditure of the fee revenues, pursuant to Government Code section 66016.5.
The collected fees will be held in an account and expended on projects identified in the VMT Policy. The City Engineer will have authority to approve expenditure of funds and assumes all responsibility for the management of the account and associated annual and five year reporting requirements.
The VMT In Lieu fee is intended to fund identified facilities, or portions thereof, needed to mitigate, in whole or in part, VMT impacts created by future development in the City.
Section 8. The VMT In-Lieu fee shall automatically increase starting on July 1, 2024, and in each year thereafter, in accordance with any increases in the Engineering News Record Construction Cost Index for the San Francisco Bay Area.
Section 9. Validity. The above recitations are true and correct, are material to the adoption of this Resolution, and are incorporated herein by reference.
Section 10. Severability. Should any section, subsection, paragraph, sentence, clause, or phrase of this Resolution be declared unconstitutional or invalid for any reason, such declaration shall not affect the validity of the remaining portions of this Resolution. The City Council hereby declares that it would have passed this Resolution and each section, subsection, phrase or clause thereof irrespective of the fact that any one or more sections, subsections, phrases or clauses be declared unconstitutional on their face or as applied.
Section 11. The City Clerk shall certify the adoption of this Resolution and shall cause a certified Resolution to be filed in the Office of the City Clerk. ******************************
VMT In-Lieu Fee
Vehicle Miles Traveled (VMT) Policy
• Assess transportation impacts of development project
• Impacts to be measured by Vehicle Miles Traveled (VMT) • Encourage smart growth, complete streets and multimodal transportation networks
Threshold of Significance & Mitigation
• Determines if project has significant effect on environment • If exceeded, project subject to mitigation measures
• Transportation Demand Management mitigation measures
• Other options
VMT Mitigation Banking Program
• VMT Mitigation Banking Program established
• Analysis done to determine a cost per VMT
• Cost per VMT = $1,524.21.
VMT Banking Projects List
VMT In-Lieu Fee
• Fees placed in separate account
• Fees spent only on projects identified in policy
• Supplemental funding
Staff Recommendation
Staff recommends that City Council adopt
a Resolution:
1. Finding the approval of a VMT InLieu fee and the establishment of a fund is not a project under CEQA, or if a
project is exempt under CEQA; and
2. Approving the adoption of a VMT
In-Lieu fee.
3/9/2023 8:20:06 PM
C:\Program Files\eSCRIBE\TEMP\20195678177\20195678177,,,PROVIDE DIRECTION TO STAFF ON WHETHER TO AGENDIZE A DISCUSSION ABOUT TRAFFIC ON GREEN VALLEY ROAD.docx
Agenda Report
MEETING DATE: Tuesday, March 14, 2023
TO: City Council
FROM: CITY MANAGER MENDEZ
SUBJECT: PROVIDE DIRECTION TO STAFF ON WHETHER TO AGENDIZE A
DISCUSSION ABOUT TRAFFIC ON GREEN VALLEY ROAD
RECOMMENDED ACTION:
Provide direction to staff on whether to schedule on a future agenda a discussion about Traffic on Green Valley Road.
BACKGROUND:
At the November 15, 2022 meeting at the time, then Mayor Pro-Tempore Montesino and Councilmember Quiroz-Carter asked to schedule a future agenda and discussion about Traffic on Green Valley Road. Due to the Holidays, the floods that occurred in early 2023, and other workload items staff had not been able to bring this back.
Nevertheless, similar to another item on this agenda, this item is being brought forward to model a new process to place items on the agenda that staff will be recommending in an update to the City Council protocols that will be presented for discussion and approval at the April 11th meeting.
The goal of this process is to allow for your Council to provide direction on whether to place an item on the agenda during your meeting. This would be for items brought forward under the Requests & Scheduling Future Agenda Items section of your regular agenda and/or requested through the Mayor and/or City Manager.
Specifically, if the requested item to be agendized is such that no staff report is required, all or a majority of Council Members are familiar with the item, or a staff report can be prepared in under an hour, the City Manager may place the item on a subsequent agenda. Otherwise, at a subsequent meeting, discussion on the matter will focus on the subject matter to be agendized including: the details of the Council’s request, staff time and other resources required to research the matter and prepare the staff report, other priorities and timeline of when the item would be placed on the agenda. No staff report will be prepared for this discussion; the primary purpose is for the Council to provide direction to staff. The item will be discussed and a staff report presented at a subsequent meeting.
3/9/2023 8:20:06 PM
C:\Program Files\eSCRIBE\TEMP\20195678177\20195678177,,,PROVIDE DIRECTION TO STAFF ON WHETHER TO AGENDIZE A DISCUSSION ABOUT TRAFFIC ON GREEN VALLEY ROAD.docx
DISCUSSION:
Should your Council decide to direct staff to agendize this item to a future meeting, staff is requesting that it be brought back for the May 9th meeting. Further, it would be helpful if staff was provided with the focus of the discussion, questions, and information needed.
STRATEGIC PLAN:
If directed by your Council to schedule this item for a future meeting, this section will be completed if applicable.
FINANCIAL IMPACT:
If directed by your Council to schedule this item for a future meeting, this section will be completed if applicable.
ALTERNATIVE ACTION:
If directed by your Council to schedule this item for a future meeting, this section will be completed if applicable.
ATTACHMENTS AND/OR REFERENCES (If any):
Not applicable.
3/9/2023 5:41:54 PM
C:\Program Files\eSCRIBE\TEMP\17415148472\17415148472,,,Report - Agendize Discussion on City Striping and Potholes Program.docx Agenda Report
MEETING DATE: Tuesday, March 14, 2023
TO: City Council
FROM: CITY MANAGER MENDEZ
SUBJECT: STREETS: CITY STRIPING AND POTHOLES PROGRAM
RECOMMENDED ACTION:
Provide direction to staff on whether to schedule a future agenda and discussion about the city’s streets striping and pothole program.
BACKGROUND:
At the February 7, 2023 meeting both Mayor Montesino and Mayor Pro-Tempore QuirozCarter asked to schedule a future item and discussion on the filling of potholes citywide and striping overall. One area mentioned was Lincoln Street and East Fifth.
Similar to another item on this agenda, this item is being brought forward to model a new process to place items on the agenda that staff will be recommending in an updated City Council protocols that will be brought forward for discussion and approval at the April 11th meeting.
The goal of this process is to allow for your Council to provide direction on whether to place an item on the agenda during your meeting. This would be for items brought forward under the Requests & Scheduling Future Agenda Items section of your regular agenda and/or requested through the City Manager and/or Mayor.
Specifically, if the requested item to be agendized is such that no staff report is required, all or a majority of Council Members are familiar with the item, or a staff report can be prepared in under an hour, the City Manager may place the item on a subsequent agenda.
Otherwise, at a subsequent meeting, discussion on the matter will focus on the subject matter to be agendized including: the details of the Council’s request, staff time and other resources required to research the matter and prepare the staff report, other priorities and timeline of when the item would be placed on the agenda. No staff report will be prepared for this discussion, and the primary purpose is for the Council to provide direction to staff.
The item will be discussed, and a staff report presented, at a subsequent meeting.
3/9/2023 5:41:54 PM
C:\Program Files\eSCRIBE\TEMP\17415148472\17415148472,,,Report - Agendize Discussion on City Striping and Potholes Program.docx DISCUSSION:
Should your Council decide to direct staff to agendize this item to a future meeting, staff is requesting that it be brought back for the April 25th meeting. Further it would be helpful if staff was provided with the focus of the discussion, questions, and information needed.
STRATEGIC PLAN:
If directed by your Council to schedule this item for a future meeting, this section will be completed if applicable.
FINANCIAL IMPACT:
If directed by your Council to schedule this item for a future meeting, this section will be completed if applicable.
ALTERNATIVE ACTION:
If directed by your Council to schedule this item for a future meeting, this section will be completed if applicable.
ATTACHMENTS AND/OR REFERENCES (If any):
Not applicable.