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City of Pleasanton 475 and 493 St. John Street Mixed-Use Project 56 concluded that the DSP would not result in a change to air traffic patterns and would not substantially increase hazards due to design features, and impacts would be less than significant. The Final EIR states that emergency accessibility is typically assessed at the project level. Because the DSP includes goals and policies related to the provision of adequate emergency access and because emergency accessibility would be evaluated for individual projects, the DSP would not result in inadequate emergency access and impacts would be less than significant. The Final EIR states that the DSP is centered on a complete-streets approach, and includes goals and policies related to the performance and safety of transit, bicycle, and pedestrian facilities in the DSP area. However, the bicycle facilities proposed by the DSP are inconsistent with those envisioned in the City’s 2018 Bicycle and Pedestrian Master Plan, and the Final EIR includes Mitigation Measure TRA-9, which would involve conducting a feasibility study for bicycle facilities in the DSP area. With this mitigation measure, the DSP would not conflict with adopted policies, plans or programs regarding transit, bicycle, or pedestrian facilities and impacts would be less than significant. Overall, impacts to traffic and transportation would be less than significant with mitigation. Impacts of the Barone’s Project The proposed project would not modify or inhibit use of existing bicycle and pedestrian facilities on St. John Street and in the DSP area. Therefore, the project would not conflict with the City’s Bicycle and Pedestrian Master Plan. As discussed above, SB 743 and the subsequent amendment of the CEQA Guidelines was not incorporated into CEQA at the time the Final EIR was prepared and certified, and therefore this analysis is prepared in terms of LOS. As discussed in Section 5.9, Land Use, Population, and Housing of this Addendum, the project would generate a population increase of 14 housing units and up to approximately 37 people, and the DSP is anticipated to facilitate an increase of 370 housing units and 1,000 people. The 14 housing units and 37 people associated with the proposed project would represent approximately 4 percent of the anticipated increase in housing units and population associated with the DSP, and the proposed project is within the population growth projections for the DSP as analyzed in the EIR. Additionally, as shown in Table 10, the proposed project would generate a relatively small increase in trips over existing uses at the site, which would not substantially affect the LOS of study intersections in the DSP area. Accordingly, growth associated with the proposed project was captured in the Final EIR’s traffic and transportation analysis, and the project would not result in greater impacts to LOS than those identified in the Final EIR.