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5.ENVIRONMENTAL CHECKLIST MOUNTAIN HOUSE NEIGHBORHOODS K AND L IN[TIAL STUDY 15. TRANsPORTATIONITRAFFIC - involve new significant environmental effects or a substantial increase in the severity of previously identified significant effects(CEQA Guidelines Section 15162). The transportation/traffic section assesses whether there are any additional traffic or transportation impacts that may require further mitigation not previously addressed in the 1994 MEIR. Planning and regulatory documents that have been consulted in preparation of this traffic analysis include the following: ■ Final EIR(SCH#90020776)Mountain House Master Plan and Specific Plan I, Vols. I and 11(1994). ■ San Joaquin County General Plan (Volumes 1-111) (1992). • San Joaquin County Development Title(1992). ■ Mountain House New Community Master Plan(1994); • Mountain House Master Plan(1994, amended 2000). ■ Mountain House Specific Plan 1(1994). ■ Mountain House Specific Plan 11, (2005). ■ Mountain House Specific Plan 11 Initial Study(Draft)(December 2004, approved February 2005). • Application submittal material provided with Tentative Subdivision Map applications. ■ Mountain House Neighborhood F Project Initial Study and Mitigated Negative Declaration(SCH No. 900020776) (2000). ■ Mountain House Villages E and G Expanded Initial Study(2003). Traffic Models The traffic assessment for the 1994 MEIR was conducted during 1993. To assess project impacts,three forecast years were considered at that time: 1) 1993 for existing conditions, 2)year 2000 for short-term impacts, and 3)year !� 2010 for cumulative impacts. Since the completion of the 1994 MEIR,the model that was used for that evaluation has not been kept up-to-date. The analysis presented in this section uses a more current gravity model developed for the San Joaquin County Council of Governments(SJCOG). Therefore,to determine any changes in cumulative traffic impacts as compared to the 1993 analysis,this more recently updated model has been used for recent projects in San Joaquin County. Before performing the future demand forecasting, it was important to calibrate the model. The network was modified to include all the study area intersections. Based on the collected traffic counts,the AM and PM turning movement volumes were entered into the "existing condition"portion of the model. TJKM successfully performed the model calibration for the study area by revising the network topology and attributes as well as the Origin-Destination (OD)demand. The model was calibrated to within 6 percent of the relative errors between the �9R11�1 5-162