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Estimate of RHNA to Year 2030 and Zoning Needed to Accommodate Housing <br /> Needs <br /> 2014-2022 Estimated Additional Estimate of Estimate of <br /> RHNA 2014 units to be 2022-2030 units to be <br /> Inventory planned for RHNA planned for <br /> 2014-2022 2014-2030 <br /> RHNA <br /> Very Low <br /> Income 1,107 1,189 0 1,107 1,107 <br /> Low <br /> Income <br /> Moderate 407 0 407 407 814 <br /> Income <br /> Above <br /> Moderate 553 209 344 553 897 <br /> Income <br /> Total 2,067 1,398 751 2,067 2,818 <br /> The Preferred Plan would accommodate approximately 62 percent of the total estimated <br /> housing need, and about 32 percent of the multifamily housing need over that period. <br /> ANALYSIS <br /> The impact analyses listed above were prepared on plans with slightly different <br /> development programs than are currently shown in Attachment 1. The tables in <br /> Attachment 9 provide a comparison between the development assumptions used for the <br /> various alternatives analyzed in the impact reports and the current Preferred Plan and <br /> Alternatives. Alternatives 1 and 4 are the same as those analyzed in the impact reports. <br /> Options 5A, 5B and the Preferred Plan are similar to Option 7 which was analyzed for <br /> financial feasibility but was not analyzed in the traffic report. Former Option 6 and current <br /> Option 6 are similar but the current Option 6 has slightly more units and slightly fewer <br /> single-family units. Current Option 8 has the same number of housing units as the former <br /> Option 5, but a different distribution of residential densities. Given these relatively small <br /> differences, the impact reports (Attachments 4 through 8) are still useful to evaluate the <br /> impacts of the options. <br /> Traffic Impact Analysis: The analysis prepared by Fehr & Peers provides information <br /> regarding the four land use and street network options. The comparison includes daily <br /> external vehicles trips, AM and PM peak hour external trips, internal trips, trips by transit <br /> and expected levels of walking and biking trips. In addition, roadway segment volumes <br /> for El Charro Road and Busch Road are calculated for the four alternatives. A table <br /> summarizing these findings is on page 4 of the report. As would be expected, Option 6 <br /> with the most residential units and similar amount of retail, office and industrial <br /> development to the other options generates the most trips. <br /> Page 5 of 8 <br />