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is close to build-out, community-wide traffic patterns and intersection levels-of-service are mainly determined. Shifting approximately 119 to 224 units from hill areas to flatter in-fill areas, which equates to 119 - 224 trips during the peak hours and 1,190 - 2,240 trips per day, will have little effect on the community overall. The Initiative would result in reduced traffic on some local streets immediately adjacent to the above-listed hill area properties compared to the traffic on those streets resulting from development as currently allowed under the General Plan. The Initiative could reduce the future growth of new traffic if the definition of housing unit is given an expansive application to uses not previously counted against the housing cap, such as assisted living facilities, thereby reducing the number of new housing units which can be built. The amount of the reduction would likely be de minimis when considered in perspective with all residential and commercial traffic within the City, and undetected by the typical driver. The continuation of local traffic conditions would continue in the Happy Valley loop area if the Bypass Road is not constructed. This would occur if the Initiative were interpreted not to allow grading for roads on land with slopes of 25% or more to serve new development, or an interpretation that defines the road as a structure due to the retaining walls that might be needed for its construction. (See Sections 4.2, above, and 5.7, below.) In addition, if Greenbriar Homes' application to move the density on the Spotorno property from the Upper Valley to the Flat is denied, then the limited development potential under the Initiative in the Spotorno Upper Valley area would raise the question as to how the Bypass Road would be funded and built. This, in turn, would raise the question of how existing golf course and surrounding residential traffic would be mitigated in the long-term. Regarding traffic impacts resulting from the potential increased number of housing units in the "receiver" areas, these areas would be subject to traffic studies for their development proposals. If some of the approximately 119 -224 units were to be transferred to properties within the Hacienda Business Park, for example, these transferred units would be added to those already being proposed, for which traffic analysis would have to consider. Whatever impacts the proposed units would create would need to be identified and mitigated as a condition of development. However, to the extent that multiple family residential development in close proximity to the BART station replaces large-lot hillside single family homes, the traffic generated by these units would likely be less and the impacts reduced. The Initiative would seem to have little impact on the City's existing business districts. Overall, there would be little change in the City's shopping patterns and expenditures. If the housing units currently contemplated for the hill areas are moved to other areas of the City as a result of the Initiative and if these are multiple family or smaller lot single family units, then the property taxes and sales taxes generated may likely be less. (See Section 7, below.) 11