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Environmental Impacts of the Proposed Changes to the Original Project Addendum to the City of Pleasanton Downtown Specific Plan Final Environmental Impact Report 55 Effects and Mitigation Measures No new or substantially more severe significant effects would occur to public facilities and recreation compared with those identified in the Final EIR, and no new mitigation measures are necessary. Conclusion Impacts would be less than significant, similar to the Final EIR, and no significant new or substantially increased public facilities and recreation impacts would occur compared to those identified in the Final EIR. 5.12 Traffic and Transportation The Final EIR was prepared and certified prior to adoption of the final CEQA guidelines that would change the metric of transportation analyses under CEQA from level of service (LOS) to vehicle miles traveled (VMT). LOS, a measure of traffic congestion, was replaced as the metric of transportation analyses by VMT pursuant to Senate Bill 743. While a preliminary assessment of VMT generated by the DSP was prepared, it was included in the Final EIR (Section 3.12, Traffic and Transportation) for informational purposes only. Changes in regulations after approval of the original EIR do not constitute new information triggering a supplemental or subsequent EIR (Concerned Dublin Citizens v. City of Dublin [2013] 214 Cal.App.4th 1301, 1320). Nor does it require a previously analyzed topics, such as the change from the LOS standard to the VMT standard for traffic, to be reassessed under the new requirements (Olen Properties Corp. v. City of Newport Beach [2023] 93 Cal.App.5th 270, 280–281). In conformance with this standard, the following analysis is presented in terms of LOS to demonstrate consistency with the Final EIR. A brief VMT analysis is included for informational purposes only. Impacts Identified in the Certified Final EIR The Final EIR determined that implementation of the DSP could conflict with an applicable plan, ordinance, or policy establishing measures of effectiveness of the circulation system, as vehicle traffic generated by the DSP would result in some intersections to operate at an unacceptable LOS standard. Additionally, queue lengths at several intersections were projected to exceed available vehicle storage at several intersections, which would be considered a significant impact. In terms of VMT, which the Final EIR considered for informational purposes only, the VMT per capita of the DSP area would slightly decrease as a result of the DSP due to goals and policies that would encourage alternative modes of transportation. The Final EIR included mitigation measures TRA-1 through TRA- 8, which would involve various modifications to area intersections (including but not limited to installing traffic signals, adding travel lanes or turn lanes, or extending turn lanes) to reduce impacts to LOS and vehicle queuing to a less than significant level. The Final EIR concluded that impacts to traffic and transportation would be less than significant with implementation of mitigation measures and the transit support policies of the DSP. The Final EIR determined that the DSP would not conflict with an existing applicable congestion management program, or the Alameda County Transportation Commission’s Congestion Management Plan. Vehicle traffic generated by the DSP would not cause study intersections on routes of regional significance operate below the standard of LOS E. Additionally, the Final EIR