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There are no designated bikeways at the project site. There are existing Class II bike lanes on both sides of B Street between Ralph Avenue and 4th Street and a segment of Class I multiuse trail along Duck Creek, connecting B Street and Airport Way. Class II bike lanes along Pock Lane are proposed in the future. No sidewalks have been installed along the project site frontages.In the immediate project vicinity, limited sidewalks are provided, particularly on Pock Lane south of 8th Street and north of Togninali Lane. West of Pock Lane, the neighborhoods along B Street and D Street provide sidewalks primarily on these streets and on the streets connecting them. Most other blocks in the project vicinity lack sidewalks. Sidewalks have been installed along the Pock Lane and Loomis Road frontages of Kennedy Park. The SJCOG adopted the latest version of its Regional Congestion Management Program in 2018. The Regional Congestion Management Program is designed to coordinate land use, air quality and transportation planning to reduce potential congestion from traffic generated by development. The program has designated a local roadway and intersection network on which traffic congestion would be monitored and programs to reduce congestion would be targeted; State statute requires all State highways also be designated as a part of the network. Arch -Airport Road, at the southern end of Pock Lane, is part of the Regional Congestion Management Program network (SJCOG 2018b). Recently, Section 15064.3 was added to the CEQA Guidelines. Section 15064.3 states that VMT is the preferred metric for evaluating transportation impacts, rather than the Level of Service (LOS) metric commonly used. VMT measures the total miles traveled by vehicles generated by a project. While LOS focuses on motor vehicle traffic, VMT accounts for the total environmental impact of transportation associated with a project, including use of travel modes such as buses or bicycles. Section 15064.3(b) sets forth the criteria for analyzing transportation impacts using the preferred VMT metric. Land use projects generally should be presumed to cause a less -than -significant VMT impact if they are within one-half mile of either an existing major transit stop or a stop along an existing high-quality transit corridor. Also, projects that decrease VMT in the project area compared to existing conditions or generate less than 110 daily trips should be presumed to have a less -than -significant transportation impact. Environmental Impacts and Mitigation Measures a) Conflict with Transportation Plans, Ordinances, and Policies. The project would add traffic to the existing road system in southeast Stockton. This would have more of an impact on transportation in the Stockton area. The Stockton General Plan 2040 EIR analyzed potential impacts of General Plan development, which includes potential development of the project site, on Pock Lane. It concluded that Pock Lane would continue to operate at an acceptable LOS; therefore, it would be consistent with Stockton General Plan policies on traffic. The General Plan EIR did not identify Pock Lane as a potential roadway where traffic problems may occur (San Joaquin County 2014). Pock Lane Public Review Draft IS/MND 3-64 May 2022