A city (or county) is not an accident but the result of coherent visions and aims

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Ideally, going forward, the circulation element of the general plan will include a discussion of the transportation system 
designed using metrics that capture connectivity (the fundamental purpose of transportation) rather than mobility (just one 
facet of connectivity). Examples of such measures include number of jobs accessible within 30 minutes, number of retail 
destinations reachable in a ten-minute walk, and number of hospitals accessible by a 45-minute transit ride. Even where metrics 
like Level of Service are still used, local governments should consider the following ways to account for limitations:
• Use Level of Service during the planning process to size roadways, but not as a measure of individual project impacts. 
• Level of Service should be balanced with other metrics when used, rather than triggering decisions by itself. Other metrics 
are needed to measure the efficacy, comfort and safety of other transportation modes, and to measure the proximity benefits 
conferred by infill development. It is important to estimate the cost of achieving any Level of Service threshold, in order to 
determine whether that threshold is fiscally feasible, and to identify, where possible, funding for long-term maintenance costs 
associated with building to any Level of Service thresholds.
• Set Level of Service thresholds in consideration of the tradeoffs between mobility and other goals. Accommodating automobile 
traffic has direct tradeoffs with greenhouse gas emissions, other emissions that affect air quality, pedestrian collision risk, and 
active mode share and the resulting public health benefits. It also leads to sparser land development patterns, creating indirect 
tradeoffs with consumption of agricultural land and sensitive habitat, energy use, water use, and water runoff affecting water 
quality and flood risk. A general plan should consider these tradeoffs when recommending a Level of Service objective.
Planning for safe transportation systems has often used LOS to attempt to streamline automobile flow, accommodating driver 
error in an effort to reduce crash rates. This method of planning for safety may not most effectively increase safety or protect all 
users of the system. Rather, proactive roadway design, reduced speeds, and reduction of overall VMT may be more effective. For 
more information on analyzing transportation safety impacts, see 
Appendix B
. 
Transit
Requirement Description:
As more of the population chooses alternatives to driving, roadway capacity becomes filled, and California strives to reduce VMT 
and GHG emissions, transit availability becomes increasingly important. There are many important considerations for transit 
in general plans. Policies, such as increasing density around transit corridors and increased transit infrastructure, can promote 
and prioritize high quality transit, aligned with housing and economic development policies, which in turn increases efficiency 
of the overall transportation system. Promotion of equitable access to transit, through the analysis of available data to make 
decisions, can help ensure all community members have access to core destinations, such as employment centers, schools, and 
retail, and contribute to fulfillment of 
environmental justice
 requirements. Transit providers should be involved in general plan 
processes, ensuring their alignment with community priorities. 
Well-planned transit infrastructure can improve access to opportunity by making job centers, housing, schools, and other 
major destinations accessible to a high numbers of residents. Providing infrastructure at transit stops for convenience and 
safety, such as proper lighting, covered shelter, and safe crossings; implementing transit priority on streets and bridges, such 

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as priority lanes, signals, and other 
types of infrastructure; and utilizing 
technology to communicate transit 
patterns in real time can help speed 
transit vehicles, shorten travel 
times, promote safety, and attract 
additional passengers. 
Coordinating transit stops, 
stations, and routes with bicycle 
and pedestrian infrastructure can 
help create first and last mile 
connections, promoting reduced 
VMT for short trips and potentially 
increasing transit ridership for a 
greater range of residents.
Developers and employers can also 
incentivize transit ridership, and 
general plan policies can promote 
such programs through general 
visions and goals or through specific 
transit zones in the plan.
Figure 5: People are choosing to drive less and less, at rates higher than expected
 
Source: Frontier Group http://www.uspirg.org/resources/usp/us-dept-transportation-forecasts-future-driving-vs-reality
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Intent of Analysis
Recommended Data
Assessment of potential needs for new transit routes
Maps highlighting residential centers, commercial centers, employment 
opportunities, schools, and recreation areas
Identifying potential targets areas for policies incentivizing transit use
Major employment centers, existing and planned transit routes, resi-
dential areas with demographic information 
Active Transportation: Bicycle and Pedestrian Networks
Requirement Description:
The 
Active Transportation Program
, enacted via Senate Bill 99 in 2013, funds pedestrian, bicycle, and 
Safe Routes to School 
programs (SRTS)
. This program ensures that at least 25% of investments benefit disadvantaged communities. Increasing 
safe, connected bicycle and pedestrian networks in a city or county improves health, economic mobility, GHG emissions, 
and increases accessibility for numerous populations. Ensuring that infrastructure is safe for residents from ages 8 to 80, if 
possible, captures the needs of recreational riders, ADA users, bicycle and pedestrian commuters, and all people in between. The 
Complete Streets Act (2008)
 requires cities and counties to plan for the development of multimodal transportation networks in 

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