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HomeMy WebLinkAboutAttachmt 7-Sec 4 Pgs Ex13-Pg105 ., '" ~ 0- " ";:: .§ ô u ,.; .. -¡; .. .. '" UNINCORPORATED ALAMEDA COUNTY ---------- CITY OF DUBLIN --- ---- -- " "Z;-..z, !:'O '9.<> 0-2 "7~ C};';.. <::>~ 0-<, <::.;~ <:>~ <'ö..., Z'q.. "0 ~ ~ Approx. location of proposed future Tassajara Creek bridges ~ ~ ~ :< ð '" " ëõ I Conservation Area SOURCE: H. T. Harvey & Associates. Ecological Consultants. 3-3-2003. Exhibit 13 Tassajara Creek Conservation Area CITY OF DUBLIN DUBLIN RANCH WEST SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT N I Project Area Boundary o I 300 . 600 1200 feet , I OuN1"\' cOSí;"C .- . p,;" -' CONí_ - - OUN1"\' , - N\ED;" C p.LA - - UNINCORPORATED ALAMEDA COUNTY ---------- CITY OF DUBLIN ~ ~ 9 " ë: .§ '0 u ,.; .. -¡; .. .. '" .J ~ _ Congdon's Tarplant ~ :< ð '" " ëõ SOURCE Wetlands Research Associates, Inc., August 2004. Exhibit 14 CONGDON'S TAR PLANT L:OCATIONS Area Boundary CITY OF DUBLIN DUBLIN RANCH WEST SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT N I o I 300 , 600 1200 feel . I ., 8 '" .¿, 9 UNINCORPORATED ALAMEDA COUNTY ---------- CITY OF DUBLIN -- ,-,. COUN1Y COSíþ. ,- rAp.. -' CON _" COVNí'<' - ~N\£DÞ. D California Red-legged Frog (CRLF) Associated Upland Habitat (300 ft. buffer from specific accessible points along creek) " ";:: ~ õ u ,.; .. -¡; ... Æ o Impacted CRLF Associated Upland Habitat ~ .~ ~ :< ð '" ø ¡::::::::: Impacted CRLF Dispersal Habitat SOURCE: Wetlands Research Associates, Inc., August 2004" Exhibit 15 CALIFORNIA RED-LEGGED FROG HABITAT CITY OF DUBLIN DUBLIN RANCH WEST SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT N I Area Boundary o I 300 , 600 1200 feet . 1 4.4 LAND USE Land use impacts were analyzed in Chapter 3.1, Land Use, of the Eastern Dublin EIR. Impact areas included Project alterations to existing and planned land use patterns, land use compatibility with on-site and adjacent land uses and Project impacts on agricultural lands, including Williamson Act lands. Chapter 3.1 of the DEIR also discussed planning concerns involving sphere-of-influence changes, planning areas and special districts. Consistency with relevant local land use plans and policies were also included. ENVIRONMENTAL SETTING On-site land uses The westerly portion of the Project area contains steep to moderate slopes adjacent to Parks RFT A. Steep slopes transit to rolling hills and a central generally flat area in the approximate center of the site. The easterly portion of the Project area is dominated by Tassajara Creek, which has a well-defined, incised bank generally paralleling Tassajara Road. A number of scattered single family residential uses, a historic dairy complex and a historic schoolhouse are found within the Project area fronting on Tassajara Road (see page 32 of the Irútial Study, Appendix 8.1, regarding a description of the dairy complex). Section 4.1 of the DSEIR discussed existing and historic cattle grazing on the Wallis Ranch portion of the proposed Project. Surrounding land uses Land uses north of the Project area, within Contra Costa County, contain a mix of scattered rural residential dwellings, open fields and agricultural uses. East of the area, lands are generally undeveloped with a number of single-family residences on large lots. Grading has recently commenced for the Pinn Brothers single-family development of 247 lots on the Silveria/Haight property immediately to the east, across Tassajara Road. Another major land use east of the site is the Quarry Lane School, a private K-12 educational facility that was approved for construction within Alameda County but has since been annexed into the City of Dublin and the Dublin San Ramon Services District (DSRSD). The school has proposed an expansion plan to increase student enrollment, which has been approved by the City of Dublin. South of the area, uses include open, undeveloped properties and Tassajara Creek. Scattered single family dwellings have also been constructed south of the Project fronting along Tassajara Road. Camp Parks Reserve Forces Training Area (RFTA) forms the westerly boundary of the Project area. The area of Parks RFT A immediately to the west of the Project area is identified as Area M in the Parks RFT A Master Plan. Area Muses include field exercises, primarily mobile tent sites for weeklong periods of time. Activities typically involve electric generators, vehicle and helicopter operations and bivouac functions (sleeping, cooking, showering and similar activities) and Dublin Ranch West Draft Supplemental EIR City of Dublin Page 78 November 2004 firing of blank weapons for four to 400 people. Area M is also used for the annual East Bay Stand Down program, where homeless veterans from around the Bay area receive medical treatment in a field hospital. Land use regulatory programs Alameda County East County Area Plan ŒCAP). The Project area lies in presently uruncorporated area of Alameda County. Therefore, the primary existing land use regulatory document is the East County Area Plan (ECAP), adopted by the Alameda County Board of Supervisors on May 5, 1994. The Plan has subsequently been updated as of November 2000 to address land use impacts of Alameda County Measure D. ECAP provides long-term land use regulation for approximately 418 square miles of uruncorporated lands generally located adjacent to Dublin, Pleasanton, Livermore and a portion of Hayward, extending £rom the Dublin/Pleasanton ridgeline on the west to the Alameda/ San Joaquin County line on the east and from the Alameda/ Contra Costa County line on the north to the Alameda/Santa Oara County line on the south. Figure 4 of the Plan designates the Project area as lying within an Urban Growth Boundary. ECAP Policy 17 states that "the County shall support the eventual City annexation or incorporation of all existing and proposed urban development within the Urban Growth Boundary consistent with the East County Plan." The Land Use Diagram found in the East County Area Plan designates the Project area as a combination of "Water Management" along Tassajara Creek, "Parklands" along a corridor paralleling the Project area boundary with Camp Parks, and "Medium Density Residential (8.1-12 units/ acre) for the central portion of the Project area. A small pocket of "Low Density Residential (1-4 units/ acre)" is proposed in the northwest comer of the Project area. Exhibit 6 shows existing ECAP land use designations for the Project area. Unincorporated properties east of the Project area are designated for IIIILow Density Residential," and "Medium-High Density Residential" on the ECAP Land Use Diagram. Dublin General Plan Amendment/Eastern Dublin Specific Plan. The Dublin Oty Council adopted the Dublin General Plan in 1985, with several amendments approved since then. The General Plan contains the long-term vision of the commuruty in terms of development policy, including but not limited to location of various land uses, density and intensity of land use types, location and widths of roads, community appearance standards, health and safety considerations and similar requirements. The General Plan Land Use Diagram designates Parks RFTA, immediately west of the Project area as "Public," reflecting U.S. military ownership and use of this area. Properties located north and east of the Project area is designated as Rural Residential/ Agriculture on the Eastern Extended Planning Area General Plan diagram. Properties north of the Project site lie within Contra Costa County. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 79 November 2004 As detailed in the DSEIR Project Description (Section 3.0), the City of Dublin adopted the Eastern Dublin General Plan Amendment/Specific Plan in 1993 to guide the future development of properties lying south of the Alameda/ Contra Costa County line, east of Camp Parks, north of the 1-580 freeway and west of the Doolan Canyon area. The EDSP designates the Project area for a mix of "Low Density Residential (0.9- 6 units/ acre), "Medium Density Residential (6.1-14 units/ acre)," Medium High Density Residential (14.1-25 units/ acre), " "Neighborhood Park," "Neighborhood Square," "Open Space," and "Neighborhood Commercial." An Elementary school site is also shown within the Project area. Exhibit 9 shows the existing EDSP land use designations. Properties lying east of the Project area are designated in the EDSP as a mix of "Rural Residential," "Medium Density," and "Medium High Density" land use designations. Dublin Zoning Ordinance. Although not presently governed by the City of Dublin Zoning Ordinance, the Oty of Dublin has adopted a Zoning Ordinance as part of the Dublin Municipal Code to implement the General Plan by the establishment of individual zoning districts by land use type. Zoning districts regulate permitted land uses, height and setback requirements and similar development standards. The Project area is presently subject to Alameda County zoning designations, which includes an "Agricultural" zoning designation, but an application has been filed to prezone the area to the City of Dublin to the PD-Planned Development District. IMP ACTS AND MITIGATIONS FROM THE EASTERN DUBLIN EIR The Eastern Dublin EIR analyzed the substantial alteration of the Eastern Dublin area from a predominantly rural and agricultural area to a predominantly urban area. An estimated 53% of the land area governed by the Eastern Dublin General Plan Amendment and 70% of the land proposed by the EDSP would be converted to urban uses (Impact 3.1/ A). The Eastern Dublin EIR concluded that the alteration of land uses, in and of itself, was an insignificant impact. Specific environmental impacts associated with the land use alteration manifest themselves in such areas as traffic, biological resources and air quality and were discussed separately in the Eastern Dublin EIR. Land use compatibility impacts were also considered in the Eastern Dublin EIR (Impact 3.1 /B), related to abrupt transitions between single-family development and higher density development. Policies contained in the EDSP provide for buffering and other land use compatibility features, so Impact 3.1/B was identified as an insignificant impact. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 80 November 2004 Impact 3.1/F described insignificant impacts related to areas of the EDSP project area that adjoin non-urban lands designated for Open Space and Rural Residential (see EDEIR pages 3.1-18). Impact 3.1/ G is a potentially significant impact due to the possibility of land use conflicts if the U.s. Anny increases its training activities at Parks RFTA located due west of the project area. Adopted Mitigation Measure 3.1/1.0 requires the City to coordinate planning with the Army. Impacts 3.1/H-J outline impacts related to land use compatibility for properties lying south, east and north of the Eastern Dublin project area, respectively. Each of these impacts were identified as insignificant impacts. SUPPLEMENTAL IMPACTS AND MITIGATION MEASURES An application has been filed for one of the properties comprising the Project area (Dublin Ranch West) to amend the General Plan and Eastern Dublin Specific Plan to delete 0.8 acres of Neighborhood Commercial land use (approximately 10,400 square feet of floor area) and to delete an existing 9.7-acre Elementary School site. The existing Neighborhood Commercial land use designation would be replaced with an Open Space designation and the existing Elementary School designation would be replaced with a residential land use designation, so that proposed development on the Dublin Ranch West property would contain no Elementary School or Neighborhood Commercial land uses. The amount of Neighborhood Park and Neighborhhood Square would also be less than designated in both the Eastern Dublin Specific Plan and the Oty of Dublin Parks and Recreation Master Plan, which is addressed in Section 4.8, Parks and Recreation. The total number of residential units on the Dublin Ranch West site would increase from 817 dwellings to 1034 dwellings-an increase of 217 dwellings. Table 7 compares existing and proposed EDSP land use designations for the Dublin Ranch West Project. Dublin Ranch West Draft Supplemental ErR City of Dublin Page 81 November 2004 Table 7. Existing and Proposed Land Use Designations-Dublin Ranch West Land Use Designations Existing Designations Proposed Designations Gross Ac. Units/ s.f. Gross. Ac. Units Low Density Residential 20.0 80 18.8 75 Medium Density Residential 64.1 641 55.7 557 Medium High Density 4.8 96 20.2 402 Residential Neighborhood Park 11.8 n.a. 7.8 n.a. Neighborhood Square 2.8 n.a 0.0 n.a. Open Space 70.1 n.a. 81.7 n.a. Elementary School 9.7 n.a. 0.0 n.a. Neighborhood Commercial 0.8 10,454 0.0 n.a Subtotal 184.1 817 d.u. 1,034 d. u 10,454 s.f Source: MacKay and Somps, 2004 No changes to the General Plan or the Eastern Dublin Specific Plan are proposed for the two other properties comprising the Project area (the Bragg and Spersflage properties). As noted in the Project Description (Chapter 3), prezoning of the entire Project area to the City of Dublin PD-Planned Development District has also been requested. Proposed reorganization The proposed Project also includes a reorganization to annex Project properties presently in the unincorporated portion of Alameda County into the Oty of Dublin and Dublin San Ramon Services District. The proposed annexation area is shown in Exhibit 3, located in the Project Description section. Properties proposed for annexation as part of this Project are substantially surrounded by lands already within the Oty of Dublin and lying within the City of Dublin sphere of influence as adopted by the Local Agency Formation Commission (LAFCO). This does not include properties lying north of the Project, since this area is within Contra Costa County. Significance Criteria. The following criteria have been used to identify the significance supplemental land use impacts, if any of the following would occur to a substantially greater degree than was analyzed in the Eastern Dublin EIR: · conflict with any applicable land use plan, policy or regulation of an agency with jurisdiction over the project, including but not limited to a general plan, specific plan, zoning ordinance or similar document, adopted for the purpose of avoiding or mitigating an environmental impact; Dublin Ranch West Draft Supplemental EIR City of Dublin Page 82 November 2004 · result in substantial change in the types of land uses in an area which could result in conflicts with neighboring land uses or with the established pattern of development; · result in the physical division of an established community, as with the construction of a freeway, railroad, canal or similar barrier; · conflict with an adopted Habitat Conservation Plan or Natural Community Conservation Plan. Supplemental Impacts. Less-than- significant supplemental impacts are expected from the proposed amendment to the General Plan and Eastern Dublin Specific Plan. Under the proposed amendments, implementation of the proposed development plan for the Dublin Ranch West site would be consistent with the analysis contained in Eastern Dublin EIR Impact 3.1 I A, Substantial Alteration to Existing Land Uses, since the same extent of currently vacant land would be converted to urban uses as identified in the Eastern Dublin EIR. Although EDSP land use designations are proposed to be changed to eliminate an Elementary School site, a Neighborhood Square, Neighborhood Park and a Neighborhood Commercial site, the type and intensity of the proposed land use change, to Medium Density Residential, Medium High Density Residential and Open Space, development standards contained in the EDSP, and the proposed Stage 1 Development Plan, would not represent an abrupt or significant on-site land use change as identified in Impact 3.1 I B of the Eastern Dublin EIR and requires no further discussion. The Project site is not adjacent to the east or south boundaries of the Eastern Dublin area, so Impacts 3.1/H and II are inapplicable to this Project. Similarly, the Project site is not adjacent to the Santa Rita Rehabilitation Center, so Impact 3.1/J is also inapplicable. With regard to potential conflicts with Parks RFT A operations, this was identified as a potentially significant impact in the Eastern Dublin EIR (Impact 3.1/G). Since the proposed Project site has a common border with Parks RFTA to the west, there could be a potentially significant impact with regard to this topic. Based on a recent discussion with Parks RFT A staff, the only potential impact of the proposed Project on long-tenn operations of the RFTA would be noise impacts associated with on-going operations in Area M. This impact has been addressed in Impact 3.10/D, Exposure of Proposed Residential Development to Noise from Future Military Training Activities at Parks Reserve Forces Training Area and the County Jail. Mitigation Measure 3.10/3.0 requires that future residential development near Parks RFTA submit an acoustical analysis to determine if future noise from Parks RFTA or the County Jail will be within acceptable limits. Even with mitigation included in the Eastern Dublin ErR, these impacts would continue to be significant and the City of Dublin adopted a Statement of Overriding Considerations upon approval of the Eastern Dublin General Plan Amendment and Specific Plan. However, no new significant supplemental impacts have bee identified with regard to this proposed Project Dublin Ranch West Draft Supplemental EIR City of Dublin Page 83 November 2004 There are no adopted Habitat Conservation Plans or Natural Community Conservation Plans in or near the Project site. However, the Dublin Ranch West property owner has established a conservation area, known as the Tassajara Creek Conservation Area. This Conservation Area includes properties within and along Tassajara Creek through the Project site as well as land to the east along the Northern Drainage north of Dublin Ranch. The purpose of the Conservation Area is to provide long-term mitigation for biological impacts on the Dublin Ranch project to the east. Exhibit 13, contained in Section 4.3 (Biological Resources) depicts the Tassajara Creek Conservation Area as well as a more complete description of the Area. The proposed Project would modify existing EDSP and General Plan land use designations so that current urban-type uses, including but not limited to Neighborhood Commercial and Medium High Density Residential, would be replaced by an Open Space land use designation within the jurisdiction of the Tassajara Creek Conservation Area. With approval of the requested General Plan and EDSP Amendments, the proposed Project would be consistent with the intent of the Conservation Area. Since the Tassajara Creek Conservation Area is not a recognized Habitat Conservation Area or a Natural Community Conservation Plan area as recognized by the California Department of Fish and Game or the U. S. Fish & Wildlife Service, and there would be no conflicts with or impacts with regard to a Habitat Conservation Plan. 4.5 POPULATION, HOUSING AND EMPLOYMENT ENVIRONMENTAL SE1TING This section updates the Eastern Dublin EIR discussion contained in Chapter 3.2 of the demographic, employment and housing context of the proposed Project. It contains a general description of expected Bay Area growth as well as more detailed population and housing development projections for the Tri-Valley subregion and for the City of Dublin. Population and housing projections for the Project are described. The physical environmental (secondary) effects associated with population, employment and housing are addressed as applicable in the sections 3.3 through 3.12 of the Eastern Dublin EIR, as updated by this Supplemental DEIR. Regional Overview The Association of Bay Area Governments' (ABAG) "Projections 2003" provides current population, household, income and employment forecasts for the nine- county San Francisco Bay Area Region. In order to place the proposed Project in its overall regional context, several findings of ABAG's projections for the years 2000 to 2020 are summarized in this section. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 84 November 2004 Population ABAG expects the nine-county San Francisco Bay Region to add approximately 1 million new residents by the year 2020, reaching a total population of 8,168,300. This represents an increase of about 20 percent over the 20-year forecast period from 2000 to 2020. The ratio of population to household growth has differed significantly in the region over the past several decades. Between 1960 and 1970 household growth in the Bay Area was approximately one-third of population growth: i.e., an additional household was added for every three new residents. In the 1970s, the number of new residents added was only slightly higher than the number of new households. In the 1980s, the pattern of the 1960s was reestablished -- one new household was formed per every three new residents. Housing affordability affects household size by reducing the household formation rate. Household size in the Bay Area changed from 2.57 persons per household in 1980, to 2.61 persons per household in 1990, and then rapidly increased to 2.68 persons per household in 1995. ABAG expects this trend to continue to the year 2005, with a gradual decline in persons per household occurring between 2005 and 2020. Table 8. Regional and Tri- Valley Population Projections Area 2000 2005 2010 2015 2020 % Change Bay Area 6,783,762 7,193,900 7,527,500 7,840,200 8,168,300 20% Tri- Valley Dublin 30,007 39,400 47,500 52,900 59,100 96% Livermore 73,841 81,400 90,400 93,800 99,500 35% Pleasanton 65,058 72,600 79,200 82,100 85,200 31% San Ramon 44,834 53,000 60,100 69,400 78,800 76% Subtotal 213,740 246,400 277,200 298,200 322,600 51% Danville 42,958 44,900 45,400 45,300 45,100 5% Alamo-Bhwk 23,809 24,500 24,900 24,800 24,900 5% Subtotal 66,767 69,400 70,300 70,100 70,000 5% Total 280,507 315,800 347,500 368,300 392,600 40% Source: Association of Bay Area Governments, PrOiections 2003. Housing ABAG estimates that the increase of new households expected in the region by 2020 will create a demand for at least 20,000 new dwellings each year. (In the ABAG projections, households are approximately the same as occupied housing units.) Tri-Valley and regional area household projections are summarized in Table 9. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 85 November 2004 Table 9. Regional and Tri· Valley Households Area 2000 2005 2010 2015 2020 % Chan~e Dublin 9,335 12,440 15,330 17,320 19,680 110% Livermore 26,315 28,380 31,490 32,760 34,880 33% Pleasanton 23,831 26,000 28,340 29,490 30,710 29% San Ramon 16,981 19,950 22,710 26,370 30,030 77% Danville 15,266 15,870 16,100 16,110 16,120 6% Alamo-Bhwk 8,022 8,230 8,380 8,390 8,400 4% Total 99,750 110,870 122,350 130,440 139,820 40% Bay Area 2,466,020 2,581,380 2,702,090 2,824,030 2,950,970 17% Source: Association of Bay Area Governments, Proiections 2003. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 86 November 2004 Employment ABAG predicts that job growth in the Bay Area will be in a broad variety of sectors located throughout the Bay Area. The region is expected to add approximately 938,000 jobs by year 2020, an increase of over 47,000 new jobs annually. Most of this growth is projected to occur in services (business and professional, health and recreation, social and personal), manufacturing, and retail trade, with more than 50 percent of new jobs in the services sector. See Table 10 below. Table 10. Existing and Projected Employed Residents Area 2000 2005 2010 2015 2020 % Change Bay Area 3,605,675 3,721,100 3,963,700 4,294,960 4,543,590 26% Tri- Valley Dublin 14,365 19,010 24,320 27,960 32,730 56% Livermore 39,125 42,480 49,380 52,480 57,810 48% Pleasanton 36,550 40,140 45,840 48,720 52,510 44% San Ramon 26,965 31,950 37,820 44,440 50,910 89% Subtotal 117,005 133,500 157,360 173,600 193,960 66% Danville 23,689 24,840 26,210 26,540 26,720 13% Alamo-Bhwk 11,958 I 12,380 13,100 13,280 13,370 12% I Subtotal 35,647 37,220 39,310 39,820 40,090 13% Total 152,652 170,800 196.670 213,420 234,050 53% Source: Association of Bay Area Governments, Projections 2003. Dublin and the Tri-Valley Subregion This section describes the existing and projected population, employment and housing characteristics of the Tri-Valley subregion. This area comprises the cities of Dublin, Livennore and Pleasanton in the Livermore-Amador Valley and the cities of San Ramon and Danville in the San Ramon Valley. In addition, the unincorporated Contra Costa County area of Alamo-Blackhawk is included as part of the subregional context for the Project. Population ABAG estimates that the 2000 population in the Tri-Valley area was 280,507, and that it will reach 392,600 by the year 2020. The additional approximately 112,100 persons expected to be added to the subregional population during the forecast period between 2000 and 2020 represent a 39 percent increase for that period. The City of Dublin's population is projected to increase by 29,100 (96 percent) during the same period. The number of households in the Tri-Valley is estimated to increase by 40,070 between 2000 and 2020 to reach a total of 139,820 households (see Table 3.2-2). This represents an increase of approximately 40 percent during the forecast period. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 87 November 2004 Employment In the past two decades, commercial and industrial development has increased dramatically in the Tri-Valley area, much of it due to the relocation of businesses from San Francisco possibly seeking relief from land scarcity, high lease rates, high housing costs, and strict planning controls. ABAG projects a continuation of tlùs trend. Employment is sited in various locations the Tri-Valley area, including the City of Dublin. Four major employment centers in the Tri-Valley area - the City of Dublin; Hacienda Business Park in Pleasanton; Bishop Ranch in San Ramon; and the Crow Canyon area in San Ramon - are described below. The City of Dublin had approximately 5.8 million square feet of commercial space (including retail, office, and industrial) in early 2001. Dublin had an estimated 21,870 jobs in the year 2000. Hacienda Business Park in the City of Pleasanton is expected to contain approximately 11.2 million square feet of commercial space at buildout in 2005. Hacienda is approximately 87 percent completed, with a total of 9,720,005 square feet of mixed-use commercial space. There are presently approximately 21,133 employees within Hacienda and a total of approximately 28,000 employees is anticipated at buildout. Bishop Ranch in the City of San Ramon contains approximately 7.9 million square feet of industrial and office space and employs approximately 25,000 people. At buildout in 2002, Bishop Ranch is anticipated to have 8.9 million square feet of office and light industrial space and 29,000 employees. The Crow Canyon Corridor area in San Ramon had approximately 4.8 million square feet of office, retail and industrial space in 2000 (Chamberlain, pers. comm. 2001). Regional Housing Needs The State of California has determined that each local agency must be responsible for providing their respective fair share of the total statewide housing need. This includes affordable housing for all income levels, including very low (below 50% of median County income), low (between 50 and 80% of median County income), moderate (80-120% of median County income) and above moderate (120+% of median County income) households. The Association of Bay Area Governments (ABAG) is responsible for allocating region-wide fair share housing goals among member agencies. Housing goals are established for seven-year periods. Identification of appropriate housing sites and implementation strategies to assist in the achievement of these targets is to be carried out through Housing Elements of the General Plan for each community. The City's existing Housing Element was adopted in 1985 and was recently updated to accommodate Dublin's fair share housing targets. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 88 November 2004 For the City of Dublin, ABAG has established the total number of new dwellings within the seven-year period (1999-2006) is 5,436 units. This includes: Very Low income households (796 dwellings), Low income households (531 dwellings), Moderate income households (1,441 dwellings), and Above Moderate income households (2,668 dwellings). The Oty of Dublin Zoning Ordinance includes an inclusionary housing section (Chapter 8.68), which requires that 12.5% of each new housing development be devoted to affordable housing units, including households of very low, low and moderate-incomes. Jobs/Housing Balance The Eastern Dublin Specific Plan emphasizes the need to provide affordable housing to assist with maintaining a favorable jobs-housing balance. The Specific Plan includes the following policies and action programs in support of affordable housing: · Policy 4-8: Encourage the development of affordable housing throughout eastern Dublin, and avoid the concentration of such housing in anyone area. · Policy 4-9: Ensure that projects developed in the plan area provide affordable housing in accordance with the Oty's Housing Element, the Inclusionary Housing Ordinance, the Density Bonus Ordinance, and the Rental Availability Ordinance. · Policy 4-10: Affordable housing in eastern Dublin shall include both ownership and rental units and a mix of single family and multi-family units. · Policy 4-11: Developers shall include affordable housing units within their developments pursuant to Oty housing ordinances. · Program 4F: Develop an inclusionary housing program for Eastern Dublin which requires a minimum percentage of all approved units to be affordable to very low, low, and moderate-income households. · Program 4G: Explore the possibility of establishing an in-lieu fee to support the development of below-market-rate housing. · Program 4H: Develop a monitoring program that will track residential growth in Dublin in tenns of unit type and price categories. Such a program will provide City decision-makers with data necessary to make informed decisions relating to Oty housing goals and new development. · Program 41: Develop a specific numeric goal for percentage of affordable units in Eastern Dublin which should be ownership units as opposed to rental units. Dublin Ranch West Draft Supplemental ErR City of Dublin Page 89 November 2004 It is difficult to maintain a jobs-housing balance within an area, such as the Tri- Valley, when there are a number of jurisdictions and no comprehensive planning efforts between them. Given the need for California cities to raise revenue in the post-Proposition 13 economic climate, jurisdictions often compete for housing or employment-generating uses without considerations of regional implications. The Specific Plan attempts to avoid the impacts that can arise from the imbalance between jobs and housing by establishing a mix of residential and employment- generating land uses. IMPACTS AND MmGATIONS FROM THE EASTERN DUBLIN EIR The Eastern Dublin EIR discusses population, regional housing needs and jobs/housing balance. The EIR identifies an estimated 12,458 dwelling urúts in the Eastern Dublin Specific Plan area with a build-out population of 27,794 residents and 28,288 jobs. These estimates have changed since adoption of the Eastern Dublin Specific Plan and General Plan Amendment based on a number of recent amendments to the Specific Plan, primarily due to the inclusion of the Dublin Transit Center into the Eastern Dublin Specific Plan. The Dublin Transit Center project, which is located south of Dublin Boulevard and west of Arnold Drive was added to the Eastern Dublin Specific Plan in 2002, At buildout of the Transit Center, up to 3,000 residents and 7,832 jobs would be added to the Eastern Dublin planning area in addition to the residents and jobs cited above. SUPPLEMENTAL IMPACfS AND MITIGATION MEASURES An application has been filed for the Dublin Ranch West property within the Project area to amend the General Plan and Eastern Dublin Specific Plan to delete a existing Neighborhood Commercial land use designation (approximately 10,400 square feet of floor area) and a 9.7-acre Elementary School site and replace these with an Open Space and Medium-High Density Residential land use designations. The total number of residential units on the Dublin Ranch West site would increase from 817 dwellings to 1094 dwellings. Population and housing impacts of tills proposed change are discussed below. No land use changes are proposed for the Bragg or Spersflage properties within the Project area. Significance Criteria. A population and housing impact would be considered significant if: . a proposed project would induce substantial population growth, either directly or indirectly; or . displace a substantial number of residents. Supplemental Impacts. No significant supplemental impacts are expected from the proposed amendment to the General Plan Amendment and Eastern Dublin Specific Plan and related land use requests. Under the proposed Project, implementation of the proposed Stage 1 Development Plan would result in an Dublin Ranch West Draft Supplemental EIR City of Dublin Page 90 November 2004 increase of approximately 550 residents over the current General Plan and Specific Plan land use designations, as shown on Table 11, below Table 11. Proposed Dublin Ranch West Population Generation Residential Persons/DU Existing SP Proposed SP Type DUs Pop DUs Pop. Low Density 3.2 80 256 75 240 Residential Medium Density 2.0 641 1,282 557 1114 Residential Medium High Density 2.0 96 192 402 804 Residential Totals 817 1,730 1034 2,158 Notes: d.u. = dwelling unit (a) 0.24 FAR for school uses, per Eastern Dublin Specific Plan Table 4.1, p. 24 Population impacts Approval and implementation of the proposed Project would add an estimated 428 residents on the Dublin Ranch West portion of the Project area at buildout. With an estimated total population within the EDSP area of over 27,700, the addition of 428 residents would result in an increase of approximately 1% in the EDSP area. This is not a significant increase and would result in a less-than- significant impact. Impacts related to the proposed population increase, such as additional traffic, air quality impacts and demand for utility services and community facilities are addressed elsewhere in this DSEIR. Employment impacts A reduction of 10,400 square feet of neighborhood commercial land uses would result in a loss of approximately 21 permanent jobs (assuming 490 square feet of commercial floor area per jobs for Neighborhood Commeròal uses, from Table 3-2.6 of the EDSP). This impact also would be less-than-significant in comparison with the 28,000+ jobs anticipated within the EDSP planning area. Jobs/housing balance The jobs / housing balance for the Eastern Dublin area would not be significantly affected by the proposed deletion of 21 jobs or the addition of an estimated 428 residents within the Project area. The EDSP noted that the original Specific Plan was somewhat out of balance between jobs and housing units, with many more jobs planned than housing units. Since the adoption of the Specific Plan, the City of Dublin recently approved the Dublin Transit Center Amendment to the General Plan and Specific Plan that would add 2,000,000 square feet of campus office and 70,000 square feet of retail floor space. Most recently, the City of Dublin approved another amendment to the General Plan to change the land use designation for approximately 27.5 acres of land on Dublin Ranch West Draft Supplemental EIR City of Dublin Page 91 November 2004 the northwest corner of the 1-580 freeway and Hacienda Drive to delete a Campus Office land use designation and replace this with a Community Commercial land use designation. This amendment allows construction of an lKEA fumi ture store and ancillary commercial uses. These amendments assisted in shifting the overall jobs-housing ratio closer to balance. Within this overall framework, potential impacts related to the Eastern Dublin jobs/housing balance by the proposed Project would result in a less-than- significant impact. Growth inducement Approval of the proposed Project would not represent growth inducement. The Project area has been included in the General Plan and Eastern Dublin Specific Plan since these documents were adopted by the Oty in 1993. The Project proposes minor changes to planned uses on one of the three properties comprising the Project site with no changes proposed on the remaining two properties. Therefore, there would be no supplemental impact with regard to growth inducement. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 92 November 2004 4.6 Transportation and Circulation (Note: Supplemental impacts of the proposed Project have been analyzed by TJKM Transportation Consultants. A complete copy of their report is found in Appendix 8.5.) Traffic and Circulation was analyzed in Chapter 3.3 of the Eastern Dublin EIR. This supplement to the EIR examines compliance with the City of Dublin's established standards for intersection levels of service (LOS) in light of increases in regional traffic and changes in commute patterns since certification of the Eastern Dublin EIR in 1993. ENVIRONMENTAL SETTING Existing roadway network Interstate 580 is an eight-lane east-west freeway that connects Dublin with local cities such as Livermore and Pleasanton as well as regional origins and destinations such as Oakland, Hayward and Tracy. In the vicinity of the proposed Project, 1-580 carries between 184,000 and 196,000 vehicles per day (vpd) (according to Caltrans' 2002 Traffic Volumes on California State Highways) with interchanges at Dougherty Road/Hopyard Road, Hacienda Drive, Tassajara Road/Santa Rita Road and Fallon Road/EI Charro Road. Dublin Boulevard is a major east-west arterial in the Oty of Dublin. Dublin Boulevard, west of Dougherty Road, is a four to six lane divided road fronted largely by retail and commercial uses. Between Dougherty Road and Tassajara Road, Dublin Boulevard is a six-lane divided arterial fronted primarily by residential, commercial and vacant lands. Dublin Boulevard extends east of Tassajara Road to Keegan Street as a four-lane roadway fronted by new residential development. Tassajara Road connects with Santa Rita Road at 1-580 to the south and continues north to the Town of Danville. It is four lanes wide between 1-580 and North Dublin Ranch Road. North of the Contra Costa County line, it is named Camino Tassajara. Camino Tassajara is used primarily for local traffic in the Tassajara Valley, with some through traffic. Central Parkway is a two-to-three lane east-west collector that extends from Arnold Road to Keegan Street (east of Tassajara Road) and is being planned for an extension east of Fallon Road as part of the East Dublin Properties project. Hacienda Drive is an arterial designed to provide access to 1-580. North of 1- 580, Hacienda Drive is a two-to-six-Iane arterial running in the north-south direction from Gleason Drive southerly to 1-580. It is primarily fronted by commercial, office and residential uses. South of 1-580, Hacienda Drive is a six- lane divided road, a major arterial in the City of Pleasanton. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 93 November 2004 Transžt servžce Altamont Commuter Express (ACE). The Altamont Commuter Express operates three trains per day between Stockton and San Jose. The trains provide westbound service in the morning and eastbound service in the evening. The trains have Tri-Valley stations at Vasco Road in Livermore and near the downtowns of Livermore and Pleasanton, the latter of which is most likely to serve Dublin commuters. The ACE train was not in operation at the time the Eastern Dublin Specific Plan and General Plan Amendment were approved and the Eastern Dublin EIR was certified. Livermore - Amador Valley Transit Authority (LA VTA - Wheels). The Livermore-Amador Valley Transit Authority provides bus service to the communities of Dublin, Pleasanton and Livermore. Several bus lines currently provide service to Eastern Dublin, including lines 12, 12X, lOA, lA, 1B, 20X and the ACE connector. Lines operate on approximately 30-minute headways. It is expected that these lines would be expanded further as additional homes and businesses are constructed in the Eastern Dublin area. There is a Wheels bus connection between each ACE train and the DublinlPleasanton BART station with intermediate stops. Fixed route transit service, DART, (Direct Access Responsive Transit) is also available in the Dublin area. BART. The Bay Area Rapid Transit (BART) District operates trains between the Dublin-Pleasanton station near Hacienda Drive and the Oakland-San Francisco area. The trains operate on IS-minute head ways on weekdays. The Dublin- Pleasanton station is accessible by private auto, taxi cabs, buses, and private shuttles as well as by pedestrians and bicyclists. The parking lot has a capacity of approximately 3,000 parking stalls. IMP ACTS AND MITIGATIONS FROM THE EASTERN DUBLIN Em Freeways The Eastern Dublin EIR identified significant, significant cumulative, and significant unavoidable adverse impacts related to daily traffic volumes on 1-580 with and without build-out of the Eastern Dublin Specific Plan and General Plan Amendment and under a Year 2010 cumulative build-out scenario (Impacts 3.3 I A, B, C, D, and E). The significance criteria for freeway segments was operations that exceed level of service (LOS) E. Mitigation measures (3.3 11.0 and 3.3/4.0) were adopted which reduced impacts on 1-580 between Tassajara Road and Fallon Road and on 1-680 north of 1-580 to a level of insignificance. Other mitigations (3.3/2.0, 2.1, 3.0 and 5.0) were adopted to reduce impacts on the remaining 1-580 freeway segments and the 1-580/680 interchange. Even with mitigations, however, significant cumulative impacts remained on 1-580 freeway segments between 1-680 and Dougherty Road and, at the build-out scenario of 2010, on other segments of 1-580. Upon certification of the Eastern Dublin EIR and approval of the Eastern Dublin GP AI SP, the City adopted a Statement of Overriding Considerations (Resolution No. 53-93), for these significant unavoidable cumulative impacts (Impacts 3.3/B and E). Dublin Ranch West Draft Supplemental EIR City of Dublin Page 94 November 2004 All mitigation measures adopted upon approval of the Eastern Dublin GP A/ SP continue to apply to implementing actions and projects such as the proposed Project. Intersections and roads The Eastern Dublin EIR evaluated levels of service and PM peak hour traffic volumes at 18 intersections with roads and 1-580 ramps for cumulative buildout without the GP A/ SP project and cumulative buildout with the Project. The significance criteria for intersections were operations that exceed LOS D. Mitigation measures were identified for each intersection that was projected to exceed the LOS D standard in each scenario. Mitigation measures (3.3/6.0 - 9.0 and 11.0) for Impacts 3.3/F, G, H, I and K were adopted to reduce impacts to each of these intersections to a level of insignificance. These mitigations include construction of additional lanes at intersections, coordination with Caltrans and the neighboring cities of Pleasanton and Livermore to restripe, widen or modify on-ramps and off-ramps and interchange intersections, and coordination with Caltrans to modify certain interchanges. The Eastern Dublin projects contribute a proportionate share to the multi-jurisdictional improvements through payment of traffic impact fees or construction of the required improvements for a credit against payment of such fees. Other mitigations (3.3/13.0 and 14.0) were adopted to reduce impacts on other identified intersections with Dublin Boulevard and Tassajara Road (Impacts 3.3/M, N). Mitigation also was included (3.3/12.0) to address delays on EI Charro Road (Impact 3.3/L). All mitigation measures adopted upon approval of the Eastern Dublin GP AI SP continue to apply to implementing actions and projects such as the proposed Project. The individual development projects within the GP AI SP contribute a proportionate share to funding these improvements through payment of traffic impact fees or construction of the required improvements for a credit against payment of such fees. Even with mitigations, however, sigrùficant cumulative impacts remained on several identified intersections: Santa Rita Road/I-580 EastboW1d ramps (Impact 3.3/1), Dublin Boulevard/Hadenda Drive and Dublin Boulevard/Tassajara Road (Impact 3.3/M). Upon certification of the Eastern Dublin EIR and approval of the Eastern Dublin GPA/SP, the City adopted a Statement of Overriding Consideration (Resolution No. 53-93), for these significant unavoidable year 2010 and cumulative impacts. Transit, pedestrians and bicycles The Eastern Dublin EIR identified significant impacts related to transit service extensions and the provision of safe street crossings for pedestrians and bicycles (Impacts 3.3 I 0 and P). Mitigation measures 3.3/15.0-15.3 and 16.0- 6.1 were adopted which reduced these impacts to a level of insignificance. These mitigations generally require coordination with transit providers to extend transit services (for which the GPA/SP projects contribute a proportionate share through payment of traffic impact fees) and coincide pedestrian and bicycle paths Dublin Ranch West Draft Supplemental EIR City of Dublin Page 95 November 2004 with signals at major street crossings. All mitigation measures adopted upon approval of the Eastern Dublin GP AI SP continue to apply to implementing actions and projects such as the proposed Project. Fee program Prior to approval of any development in Eastern Dublin, in January 1995 the City adopted (and has since updated) the Eastern. Dublin Traffic Impact Fee which consisted of three "categories": Category 1 was, in general, to pay for required transportation improvements in the SP I GP A project area; Category 2 was, in general, to pay for required improvements in other areas of Dublin; and Category 3 was to pay for regional improvements to which development in Eastern Dublin should contribute. The improvements for which the fee is collected included those improvements assumed in the Eastern Dublin EIR, those improvements necessary for Eastern Dublin to develop, and those improvements identified in the Eastern Dublin EIR as mitigation measures. In June 1998, the City adopted the Tri-Valley Transportation Development Fee, in conjunction with the cities of Pleasanton, Livermore, San Ramon and Danville and the Counties of Alameda and Contra Costa to fund regional improvements. This fee replaced the Category 3 fee. In addition, the City has adopted a Freeway Interchange Fee to reimburse Pleasanton for funding construction of certain interchanges on 1-580 that also benefit Eastern Dublin. All development projects in Eastern Dublin are required to pay these fees at building permit or construct the improvements included in the fee programs. SUPPLEMENTAL IMPACTS AND MITIGATION MEASURES The Dublin Ranch West development proposal, as outlined in the Project Description section, includes residential land uses and densities that are generally consistent with the adopted General Plan and Specific Plan, with the exception that 10,454 square feet of Neighborhood Commercial uses and a 9-7-acre Elementary School are proposed to be deleted from the Land Use Diagram and 217 dwellings units constructed over and above that presently allowed in the General Plan and Eastern Dublin Specific Plan. Potential impact of these proposed land use changes are addressed below. Also, as noted in the Project Description, no land use changes are proposed for the Bragg and Spersflage properties within the Project area. Updated existing intersection levels of service. Exhibit 16 shows the location of the study intersections. The existing a.m. and p.m. peak hour traffic volume counts were conducted at the 17 existing study intersections between December of 2002 and February of 2003. The existing intersection of Fallon Road I Antone Way was not included in the existing condition analysis, because currently it primarily serves construction traffic in the area. Updated counts were taken and the subsequently analyzed in this SDEIR to detennine if any changes to local or regional traffic patterns have occurred since the 1993 EDSP was certified. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 96 November 2004 Table 12 summarizes the results of the intersection level of service analysis for existing conditions. Detailed calculations are contained in Appendix B of the full traffic report. Currently, all 17 study intersections operate at acceptable service levels during the peak hours. Table 12. _Existing Intersection LOS Levels of Service ID Signalized Intersections Count A.M. Peak Hour P.M. Peak Hour Date v/c LOS v/c LOS 1 Dougherty Road / Dublin Boulevard Feb 2003 0.66 B 0.76 C 2 Hacienda Drive/I-580 Eastbound Feb 2003 0.48 A 0.51 A Ramps 3 Hacienda Drive/I-580 Westbound Feb 2003 0.42 A 0.42 A Ramps 4 Hacienda Drive/Dublin Boulevard Feb 2003 0.28 A 0.38 A 5 Hacienda Drive/ Central Parkway J an 2003 0.32 A 0.32 A 6 Hacienda Drive/Gleason Drive Dee 2002 0.11 A 0.08 A 7 Santa Rita/l-580 Eastbound Feb 2003 0.54 A 0.54 A Ramps/Pimlico Drive 8 Tassajara Road/l-580 Westbound Feb 2003 0.36 A 0.39 A Ramps 9 Tassajara Road/Dublin Boulevard Feb 2003 0.25 A 0.36 A 10 Tassajara Road/Central Parkway Jan 2003 0.29 A 0.23 A 11 Tassajara Road/Gleason Drive Dec 2002 0.33 A 0.36 A 12 Tassajara Road/South Dublin Jan 2003 0.30 A 0.26 A Ranch Drive 13 Tassajara Road/North Dublin Dec 2002 0.24 A 0.17 A Ranch Drive 15 Tassajara Road/Northern Project (Future Intersection) Access 16 Tassajara Road/Fallon Road (Future Intersection) 19 Fallon Road/Dublin Boulevard (Future Intersection) 20 Fallon Road/ Gleason Drive (Future Intersection) 21 Fallon Road/ Antone Way (Primarily Construction Traffic under Existing Conditions) 22 Hacienda Dr. / Martinelli Feb 2003 0.25 A 0.33 A Way / Hacienda Crossings ID Unsignalized Intersections* Count A.M. Peak Hour P.M. Peak Hour Date Delay LOS Delay LOS (sec/ (sec/ veh) veh) Dublin Ranch West Draft Supplemental EIR City of Dublin Page 97 November 2004 14 Tassajara Road/Quarry Lane Dec 2002 - - - - School Driveway (18.2) (C) (16.9) (C) - Westbound Quarry Lane School Driveway 17 EI Charro Road / 1-580 Eastbound Dec 2002 - - - - Ramps (9.8) (A) (10.1) (B) - Eastbound 1-580 EB Off-ramp Approach 18 Fallon Road/I-580 Westbound Jan 2003 - - - - Ramps (1004) (B) (10.2) (B) - Westbound 1-580 WE Off-ramp Approach Note: vie = volume to capacity ratio; LOS = Level of Service; X.X (X.X) = Overall Intersection Delay or LOS (Minor Movements Delay or LOS). "'HCM 2000 methodology does not report the overall intersection delay for one-way STOP intersections. Source: T JKM Transportation Consultants, 2004 Existing Plus Approved, Baseline traffic conditions. Traffic from existing land uses have been added to anticipated traffic from approved projects in Dublin, Pleasanton and Dougherty Valley. Approved projects consist of developments that are either under construction, are built but not fully occupied, or are unbuilt but have final site development review (SDR) approval. City of Dublin staff provided a list of approved projects within the jurisdiction. The City of Pleasanton and Contra Costa County were contacted in July 2002 to investigate probable projects, both north and south of the City of Dublin that potentially could impact the study intersections. Representative from the City of Pleasanton provided both land use forecasts and expected buildout traffic forecasts from their traffic model. Contra Costa County provided information related to Dougherty Valley development. The list of approved projects that are expected to generate trips at the study intersections is provided in Tables 1 and 3 of Appendix C of the Traffic Study. From Appendix C of the Traffic Study, the identified projects in Tables 1, 2 and 3 are expected to generate a total of 51,096 additional daily trips, with 4,607 trips occurring during the a.m. peak hour, and 5,365 trips occurring during the p.m. peak hour. Table 13 summarizes the results of the intersection level of service analysis for Baseline projects. Detailed calculations are contained in Appendix D of the Traffic Study. The intersection of Fallon Road/ Antone Way was analyzed beginning with this scenario. Figure C1 of Appendix C (located in the Traffic Study) contains a figure illustrating lane geometry and intersection control assumptions for the Baseline conditions based on information provided by the City staff. Under this scenario, all of the existing intersections are expected to continue to operate at an acceptable service level. The new intersection of Fallon Road/ Antone Way is expected to operate acceptably (LOS A) under the Baseline conditions. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 98 November 2004 Table 13. Existing + Approved (Baseline) Intersection LOS Levels of Service Signalized Intersections A.M. Peak Hour P.M. Peak Hour v/c LOS v/c LOS 1 Dougherty Road/Dublin Boulevard 0.67 B 0.83 D 2 Hacienda Drive/I-580 Eastbound Ramps 0.60 A 0.57 A 3 Hacienda Drive/l-580 Westbound 0.54 A 0.46 A Ramps 4 Hacienda Drive/Dublin Boulevard 0.35 A 0.42 A 5 Hacienda Drive/ Central Parkway 0.38 A 0.41 A 6 Hacienda Drive / Gleason Drive 0.12 A 0.10 A 7 Santa Rita/I-580 Eastbound 0.58 A 0.61 B Ramps/ Pimlico Drive 8 Tassajara Road/l-580 Westbound Ramps 0.42 A 0.52 A 9 Tassajara Road/Dublin Boulevard 0.39 A 0.42 A 10 Tassajara Road/Central Parkway 0.38 A 0.32 A 11 Tassajara Road/Gleason Drive 0.37 A 0.41 A 12 Tassajara Road/South Dublin Ranch 0.35 A 0.33 A Drive 13 Tassajara Road/North Dublin Ranch 0.30 A 0.21 A Drive 14 Tassajara Road/Quarry Lane School 0.37 A 0.39 A Driveway 15 Tassajara Road/Northern Project Access (Future Intersection) 16 Tassajara Road/Fallon Road (Future Intersection) 19 Fallon Road/Dublin Boulevard (Future Intersection) 20 Fallon Road/Gleason Drive (Future Intersection) 21 Fallon Road/ Antone Way 0.03 A 0.04 A 22 Hacienda Drive / Martinelli 0.30 A 0.34 A Way / Hacienda Crossings A.M. Peak Hour P.M. Peak Hour ID Unsignalized Intersections* Delay Delay sec/veh LOS sec/veh LOS EI Charro Road/I-580 Eastbound Ramps - - - - 17 - Eastbound 1-580 EB Off-ramp (14.0) (B) (16.6) (C) Approach Fallon Road/l-580 Westbound Ramps - - - - 18 - Westbound 1-580 WB Off-ramp (12.1) (B) (11.4) (B) Approach Note: vie = volume to capacity ratio; LOS = Level of Service; Dublin Ranch West Draft Supplemental EIR City of Dublin Page 99 November 2004 X.X (X.X) = Overall Intersection Delay or LOS (Minor Movements Delay or LOS). "HCM 2000 methodology does not report the overall intersection delay for one-way STOP intersections. Source: T JKM Transportation Consultants, 2004 Significance Criteria. Intersections. An impact would be significant if an intersection previously mitigated to an acceptable level would now exceed acceptable levels. In addition, an impact would be significant if a new intersection is identified as exceeding acceptable levels and if such intersection was not previously identified in the Eastern Dublin EIR as a study intersection. The General Plan standard requires that the Oty strive for LOS D at intersections. (General Plan Orculation and Scenic Highways Guiding Policy F). Roadway Segments. With respect to routes of regional significance, an impact would be sigrùficant if a road has been identified since certification of the Eastern Dublin EIR as such a route and such routes would fail to comply with the applicable standard of the General Plan. The General Plan requires the City to make a good faith effort to maintain Level of Service D on arterial segments of, and at the intersections of, routes of regional sigrùficance (Dublin Boulevard, Dougherty Road, Tassajara Road and San Ramon Road) or implement transportation improvements or other measures to improve the level of service. If such improvements are not possible or sufficient, and the Tri-Valley Transportation Council cannot resolve the matter, the City may modify the level of service standard assuming other jurisdictions are not physically impacted (General Plan Circulation and Scenic Highways Guiding Policy E [e.g. Level of Service DD. The maximum Average Daily Traffic (ADT) threshold standards of the General Plan for four-lane roadways (30, 000 vehicles per day), six-lane roadways (50,000 vpd), and eight-lane roadways (70,000 vpd) are used to determine the through lane requirements. Freeway segments. The LOS for a freeway segment can be based on upon peak hour traffic volumes (number of passenger cars per hour). Similar to intersection operations, there are six levels, ranging from LOS A being the best operating conditions, to LOS F being the worst. LOS E represents 1/ at capacity" operation. When the volume exceeds capacity stop-and-go conditions result, and operations are designated as LOS F. The standard for freeway impacts is based upon the Alameda County Congestion Management Agency (ACCMA) monitoring standards and is established at LOS E (volume to capacity ratio (v / c) = O. Project Trip Generation and Distribution. The Project trip generation was estimated based on rates provided in Trip Generation, 6th Edition, published by the Institute of Transportation Engineers (ITE). Table 14 summarizes the trip generation estimation for the proposed Stage 1 Development Plan for the Dublin Ranch West Project. As noted earlier, no land use changes are proposed for other properties within the Project area, so no traffic analysis has been included for Dublin Ranch West Draft Supplemental EIR City of Dublin Page 100 November 2004 these properties in this section of the SDEIR. As shown, the proposed Project is expected to generate 679 a.m. peak hour trips and 889 p.m. peak hour trips. The Dublin Ranch West portion of the Project site is presently designated for approximately 721 single-family housing units, 96 multi-family housing units, 10,454 square feet of commercial space and an elementary school in the Eastern Dublin General Plan and Specific Plan. Based on standard rates provided in the Institute of Transportation Engineer Trip Generation, 6th Edition ,expected trip generation for such a development would be approximately 746 a.m. peak hour trips and 957 p.m. peak hour trips (see Table 4 in Appendix C of the Traffic Study). As shown on Table 14 above, the currently proposed Dublin Ranch West Stage 1 Planned Development Plan would be expected to generate 679 a.m. peak hour trips and 889 p.m. peak hour trips. Since the trip generation is less than existing General Plan and Specific Plan land use designations by 67 (= 746-679) trips during the a.m. peak hour, and by 68 (=957-889) trips during the p.m. peak hour, the Project would not be required to provide an analysis of the Alameda County Congestion Management Agency's Metropolitan Transportation System CMTS). The trip distribution assumptions (shown on Figure 6 of the Traffic Study) were developed based on existing travel patterns, knowledge of the study area and input from City staff. Trips to and from the Dublin Ranch West residential development were assigned to the study intersections based on these assumptions. Table 14. Proposed Project Trip Generation Use Size Daily .AM: Peak Hour PM Peak Hour Rate Tot. Rate Rate In Out Tot. Rate Rate In Out Tot. In Out In Out SF/LOR 75 9.57 718 0.19 0.56 14 42 56 0.65 0.36 49 27 76 SF/MOB 557 9.57 5,330 0.19 0.56 106 312 418 0.65 0.36 362 201 563 MF/ 178 6.63 1,180 .08 0.43 14 77 91 0.42 0.20 75 36 111 MHOR ÞÆF (no 224 6.63 1,485 .08 0.43 18 96 114 0.42 0.20 94 45 139 School)* Total 1,034 8,713 152 527 679 580 309 889 Source: Trip Generation, 6th Edition, by ITE LDR:J: Low Density Residential (Single Family Detached, ITE Code 210) MDR:J: Medium Density Residential (Single Family Detached, ITE Code 210) MHDR:J: Medium High Density residential (Apartment, ITE Code 220) * Assumes that 224 multi-family units will be built instead of an elementary school. Table Source: T JKM Associates Planned Roadway Improvements. The following roadway improvements are anticipated by the City of Dublin and are included in the table below. Dublin Boulevard/Dougherty Road was assumed to consist of the following lane configurations based on the improvements planned for this intersection: Dublin Ranch West Draft Supplemental EIR City of Dublin Page 101 November 2004 · Northbound Dougherty Road approach would have three left-turn lanes, three through lanes, and two right-turn lanes. · Southbound Dougherty Road approach would have two left-turn lanes, three through lanes and one shared through/ right-turn lane. · Eastbound Dublin Boulevard approach would include two left-turn lanes, three through lanes and two right-turn lanes. · Westbound Dublin Boulevard approach would have three left-turn lanes, three through lanes and one right-turn lane. These improvements are included in the City of Dublin's 5-year Capital Improvement Program (CIP) and are expected to be implemented by the time the proposed Project is fully developed. The current CIP project to install the improvements at Dublin Boulevard/Dougherty Road is funded by developments that are required to pay their pro-rata share of the cost to construct these improvements through payment of the Eastern Dublin Traffic Impact Fee. Supplemental Impact TRA-l. Impacts to study intersections under the Baseline plus Project conditions. With the addition of Project trips to the local roadway network and assuming buildout of projects approved but not yet completed and completion of planned roadway improvements, most intersections would generally continue to operate at similar levels of service as identified under Baseline conditions. This is shown on Table 15. Some notable differences caused by the proposed Project and planned roadway improvements are given below; however, none of the following changes would result in a more significant impact at the study area intersections and are therefore considered to be less-than-significant and no supplemental impacts are anticipated. · El Charro/I-S8G Eastbound Ramps - Intersection level of service would change from LOS B to LOS C during the a.m. peak hour. · Dublin Boulevard/Dougherty Road - The a.m. peak hour intersection operations will change from LOS B to LOS A during the a.m. peak hour and from LOS D to LOS A during the p.m. peak hour. Table 15. Baseline + Project Conditions Intersection LOS Levels of Service Signalized Intersections A.M. Peak Hour P.M. Peak Hour v/c LOS v/c LOS 1 Dougherty Road/Dublin Boulevard 0.47 A 0.56 A 2 Hacienda Drive /1-580 Eastbound Ramps 0.60 A 0.57 A 3 Hacienda Drive/I-580 Westbound 0.54 A 0.46 A Ramps 4 Hacienda Drive/Dublin Boulevard 0.37 A 0.44 A 5 Hacienda Drive/Central Parkway 0.39 A 0.41 A Dublin Ranch West Draft Supplemental EIR City of Dublin Page 102 November 2004 6 Hacienda Drive/Gleason Drive 0.12 A 0.10 A 7 Santa Rita/l-580 Eastbound 0.60 A 0.68 B Ramps/Pimlico Drive 8 Tassajara Road/l-S80 Westbound Ramps 0.44 A 0.59 A 9 Tassajara Road/ Dublin Boulevard 0.43 A 0.54 A 10 Tassajara Road/ Central Parkway 0.47 A 0.45 A 11 T assajara Road / Gleason Drive 0.47 A 0.52 A 12 Tassajara Road/South Dublin Ranch 0.42 A 0.48 A Dri ve 13 Tassajara Road/North Dublin Ranch 0.44 A 0.36 A Drive 14 Tassajara Road/ Quarry Lane School 0.43 A 0.38 A Driveway 15 Tassajara Road/Northern Project Access 0.67 B 0.64 A 16 Tassajara Road/Fallon Road (Future Intersection) 19 Fallon Road/Dublin Boulevard (Future Intersection) 20 Fallon Road/ Gleason Drive (Future Intersection) 21 Fallon Road/ Antone Way 0.12 A 0.13 A 22 Hacienda Drive / Martinelli 0.30 A 0.34 A Way /Hacienda Crossings A.M. Peak Hour P.M. Peak Hour ID Unsignalized Intersections* Delay Delay sec/veh LOS sec/veh LOS EI Charro Road/I-S80 Eastbound Ramps - - - - 17 - Eastbound 1-580 EB Off-ramp (18.9) (C) (20.8) (C) Approach Fallon Road/I-SSO Westbound Ramps - - - - 18 - Westbound I-SSO WB Off-ramp (12.3) (B) (11.9) (B) Approach Note: v/c = volume to capacity ratio; LOS = Level of Service; X.X (X.X) = Overall Intersection Delay or LOS (Minor Movements Delay or LOS). *HCM 2000 methodology does not report the overall intersection delay for one-way STOP intersections. Source: T JKM Transportation Consultants, 2004 Supplemental Traffic Impact TRA-2. Impacts to study intersections under Buildout conditions. The Buildout scenario includes the Baseline plus Project scenario added to full buildout of all approved developments and all land uses included in the adopted General Plans for Dublin, Pleasanton and the Dougherty Valley. It is estimated that the Buildout projects in Dublin, Pleasanton and Dougherty Valley, combined, would generate a total of approximately 376,437 additional Dublin Ranch West Draft Supplemental EIR Page 103 City of Dublin November 2004 daily trips, with 27,641 trips occurring during the a.m. peak hour, and 36,989 trips occurring during the p.m. peak hour. These trips include the vehicle trips that are expected to be generated by the approved but not constructed 1KEA project that is to be located at the southwest corner of Dublin Boulevard and Hacienda Drive. Trip distribution assumptions for the Buildout projects were developed based on information from other previous traffic studies, knowledge of the area, an origin and destination survey conducted in April 2003, and consultation with City staff. Traffic generated by the developments in Dublin, Pleasanton and Dougherty Valley was assigned to the roadway system using the software TRAFFIX. The assigned traffic was added to the Baseline plus Project turning movement volumes to obtain Buildout traffic forecasts. Traffic assignments used the closest proximity interchanges to access 1-580 while traffic was also distributed more evenly among the interchanges in a manner consistent with the effects of ramp metering on traffic patterns in the study area. The Buildout TRAFFIX model used in this study represents the conditions of approved, pending and buildout projects (including IKEA) in Dublin, as well as approved and build out projects within the Oty of Pleasanton, and Dougherty Valley in Contra Costa County. This TRAFFIX model was developed jointly by Fehr & Peers and TJKM Transportation Consultants to distribute and assign traffic to the study intersections and analyze projects in Dublin. The model was developed in order to better understand traffic on a local level, such as at key intersections and local streets, which a regional model, such as the 2025 Tri- Valley Model, does not fully consider. While the TRAFFIX model uses a local focus approach to forecast traffic within the City of Dublin, the model also takes into account regional traffic patterns by considering potential traffic diversions from 1-580 to adjacent surface streets within the 1-580 corridor. The output from the TRAFFIX model is shared with other consultants to maintain consistency in the City of Dublin. The final traffic forecasts in this study were also compared to Pleasanton's forecasts at affected interchanges for consistency between models. Buildout roadway improvements Additional roadway improvements beyond those discussed previously in this report are planned within the Eastern Dublin area and are assumed in the Buildout conditions analysis. They include: Dublin Boulevard/Tassajara Road Capacity Improvements: Addition of two westbound left-turn lanes, one through lane and one right-turn lane; one northbound left-turn lane and two through lanes; one eastbound left-turn lane and one through lane; and one southbound left-turn lane. Some of these improvements have been constructed, but not necessarily opened to traffic (Eastern Dublin TIF improvement). Scarlett Drive Extension: Extension of Scarlett Drive from Dublin Boulevard north to Dougherty Road and associated intersection improvements at Dublin Boulevard/Scarlett Drive and Dougherty Road/Scarlett Drive, as identified in the Transit Center EIR (Eastern Dublin TIF improvement). With the Dublin Ranch West Draft Supplemental EIR City of Dublin Page 104 November 2004 Scarlett Drive extension, it was assumed that 75 percent of the volumes for the southbound left turn from Dougherty Road onto Dublin Boulevard and the westbound right turn from Dublin Boulevard onto Dougherty Road were assumed to shift to the Scarlett Drive extension. Dublin Boulevard/Hacienda Drive Capacity Improvements: Addition of one westbound right-turn lane and conversion of a northbound right-turn lane to a third through lane (Eastern Dublin TIF improvement). Hacienda Drive Widening: Widening of southbound Hacienda Drive from one to two through lanes from Gleason Drive to Central Parkway (Eastern Dublin TIF improvement). Central Parkway Widening: Widening of Central Parkway from two to four through lanes between Arnold Road and Tassajara Road (Eastern Dublin TIF improvement). Hacienda Drive/I-SSG Westbound Off-ramp Capacity Improvements: Widening of the northbound Hacienda overpass to four lanes to accommodate an exclusive lane leading to the 1-580 westbound loop on-ramp, and addition of one shared right/left-turn lane on the off-ramp approach (Eastern Dublin TIF improvement). These improvements are also identified in the Transit Center and East Dublin Properties EIRs. Hacienda Drive/I-SSG Eastbound off-ramp capacity improvement: Addition of one shared right/left-turn lane on the off-ramp approach (Eastern Dublin TIF improvement). This improvement is also identified in the East Dublin Properties (EDPO) EIR. Dublin Boulevard/Dougherty Road Capacity Improvement: Addition of related ultimate improvements such as the widening of the 1-580 westbound diagonal on-ramp at Dougherty Road to two single-occupancy-vehicle lanes, as identified on pages 159 and 167 of the Transit Center Draft EIR and page 3.6-17 of the East Dublin Properties Draft Supplemental EIR. These improvements are expected to occur with the development of the Transit Center project (Eastern Dublin TIF Improvement). Fallon Road Extension: Extension of Fallon Road north to Tassajara Road to include four lanes of traffic (Eastern Dublin TIF Improvement). Under this scenario, Dublin Boulevard (six lanes), Central Parkway (four lanes) and Gleason Drive (four lanes) are assumed to be extended to Fallon Road. Table 16 summarizes the results of the LOS analysis. The detailed LOS calculations are contained in Appendix F of the Traffic Study. Dublin Ranch West Draft Supplemental EIR City of Dublin Page 105 November 2004