HomeMy WebLinkAbout6.2 Dublin Blvd Capacity Improvements CITY OF DUBLIN
AGENDA STATEMENT
City Council Meeting Date: August 27, 1990
SUBJECT: Public Hearing: Dublin Boulevard Capacity
Improvements (Donlon Way to 300' East of Village
Parkway) Environmental Assessment
Report by Lee Thompson, Public Works Director
EXHIBITS ATTACHED: 1) Letter from Harvey Levine dated 5/30/89 with
attachments
2) Dublin Boulevard Capacity Improvements
Environmental Assessment
RECOMMENDATION: 1) Open public hearing
2) Receive Staff presentation and public comment
3) Receive public comments
v 4) Close public hearing
5) No City Council action is required at this time;
however, the hearing record will remain open for
written comment for an additional ten days.
FINANCIAL STATEMENT: Total funds budgeted in the Five Year Capital
Improvement Program for this project: $1,410,500
These costs are proposed to be partially offset by
developer contributions, and the City has been
allotted $500,000 in Federal Aid Urban funds.
Of the developer contributions, $179,593 has been
received to date, and the BART Dublin Extension EIR
requires a contribution to this project. The
contribution is intended as a mitigation measure to
the development of a West Dublin station.
DESCRIPTION:
This hearing is being held to take public testimony on the environmental
assessment for the Dublin Boulevard Capacity Improvements from Donlon Way to
300 feet east of Village Parkway. The project will restripe much of Dublin
Boulevard from four lanes with parking to six lanes without parking. It will
also add left and right turn lanes at critical intersections to increase
vehicular capacity of the road. The hearing is a forum for public discussion
of the major features, including social, economic, and environmental effects.
Written statements may be submitted to the City for a period of ten days
following the hearing. This hearing is being held prior to making a
commitment to the alternatives presented. The report presents two options:
to construct the project, or not to construct the project. No studies or
plans will be finalized until the complete public record has been analyzed,
including data gathered at this hearing and received in response to the draft
Environmental Assessment.
During the environmental review process, a Notice of Opportunity for Public
Hearing was circulated to property owners within 300 feet of the proposed
project. Mr. Harvey Levine, representing Crown Chevrolet, requested that a
public hearing be held and that revisions be made to the Environmental
Assessment per his letter of July 31, 1989. A number of these revisions were
made; however, Staff felt that some of the requests were not appropriate, and
the request for public hearing was not withdrawn.
Subsequent to this hearing, and prior to requesting approval of the project,
all data gathered at the hearing or submitted for the record will be available
for inspection and copying at the City offices.
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ITEM NO. 6. oZ COPIES TO: Kyrsten Burr, Santina & Thompson
Harvey E. Levine, Esq.
Property Owner Mailing List
t
The City has been allotted $500,000 in.Federal Aid Urban funds for this
project from the Tri-Valley Urbanized Area. Federal Aid Urban monies come
from the Federal Highway Administration (FHWA) and are authorized through the
Federal Highway Act. Because federal monies are be involved, the
environmental review of this project must comply with both Federal (NEPA) and
State (CEQA) guidelines. An Environmental Assessment is used to determine if
a full-scale Environmental Impact Statement (EIS) is required, or if a Finding
of No Significant Impact (FONSI) can be issued. The Environmental Assessment
and FONSI meet the requirements of a CEQA Negative Declaration.
At this point in time, the State has reviewed the Environmental Assessment and
returned it to the City for circulation and public comment. After the close
of the public hearing period (September 6, 1990) , the public comments will be
addressed and necessary modifications to the Environmental Assessment will be
made and sent to Caltrans and the FHWA for review. After final approval of
the Environmental Assessment from the FHWA, the City Council will be presented
with a report providing for the adoption of the appropriate environmental
document (Negative Declaration or Environmental Impact Report) .
This project will implement some of those improvements identified in the
Dublin Boulevard Traffic Study, which was approved by the City Council in the
1983-84 Fiscal Year and was amended in 1987-88 in the plan line adoption
update. These improvements include development of Dublin Boulevard to a six-
lane street between San Ramon Road and Village Parkway.. Additional right-turn
lanes will be provided as needed, and a third westbound left-turn lane will be
added at San Ramon Road.
Right-of-way lines for the improvements between Donlon Way and Amador Plaza
Road were adopted by the City Council on June 27, 1988. Right-of-way
acquisition will be required at the northeast corner of Dublin Boulevard and
Village Parkway, at the Crown Chevrolet site, and from midblock between Golden
Gate Drive and Regional Street, westward to Donlon Way (see Figure 6 of the
Environmental Assessment) , unless dedication is required pursuant to the City
Ordinance requiring dedication when development occurs. This acquisition is
proposed to take place during the 1990-91 Fiscal Year, with construction to
follow in the 1991-92 Fiscal Year. Acquisition by eminent domain cannot occur
unless a resolution of necessity is adopted by the City Council. This would
be considered as a separate item at a future City Council meeting.
At present, Dublin Boulevard lacks adequate capacity to meet projected future
traffic levels. Particularly with construction of the proposed West Dublin
BART station, the four Dublin Boulevard intersections nearest the station
would be at or near unacceptable traffic levels of service (LOS) . The Dublin
Boulevard/San Ramon Road intersection, which is already operating at capacity,
would worsen due to traffic from the western hills orienting itself toward the
BART station rather than the I-580 or I-680 freeways.
An alternate design was reviewed and rejected during the 1987-88 Plan Line
adoption. This alternate would have left most of the existing medians intact
but would have required much more right-of-way, resulting in disruption to
the adjoining properties. The only alternative which was considered for the
project in this Environmental Assessment was the "no project" scenario, which
would result in congestion along Dublin Boulevard with unacceptable levels of
service at four of the five "downtown" intersections. In addition, the "no
project" alternative would result in lower air quality due to an increase in
idling vehicles and lack of effective access to downtown commercial areas,
which could adversely affect the economic viability of the businesses.
Following is a brief outline of the environmental evaluation and proposed
mitigation measures. These issues are discussed in more detail in the
Environmental Assessment document.
ENERGY: The. project would result in a beneficial impact on the use of non-
renewable natural resources in that increasing the efficiency of- the existing
roadway would decrease the idle time for vehicles stopped at intersections and
thus decrease the use of fuel. No mitigation is required.
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AIR QUALITY: This project conforms to the State Implementation Plan with
relation to transportation control measures. It is, in part, a mitigation for
the increased traffic drawn to the proposed downtown BART station. The BART
service will reduce vehicle trips on the freeway and thus reduce air
pollution. No mitigation is required.
NOISE: A temporary increase in noise' levels due to construction is
anticipated. The project is within a commercial area with no sensitive
receptors; therefore, a federal noise study was not required. Mitigation:
Construction hours would be limited to 7:30 a.m. to 6:00 p.m. , and
construction equipment would be appropriately muffled.
SOCIAL AND ECONOMIC: The project limits are within the Central Business
District of the City of Dublin, which serves a major role as a regional retail
center. Over the next fifteen years, the population of the City of Dublin is
anticipated to increase from approximately 25,000 to 40,000 residents.
One portion of this project requires the acquisition of an eight-foot-wide
strip of land, or a total of about 3,200 square feet, in front of the Crown
Chevrolet automobile dealership. The first five feet of this land is
currently used as a landscape strip, and the remaining three feet is paved as
part of the vehicle display area. The 3,200 square foot reduction is about
1.5% of the entire parcel (216,000+ square foot parcel) or about 5% of the
frontage display area. The reduction will be noticeable to the dealership;
however, it will not displace the business. With appropriate compensation for
acquisition of the property, the loss of 3,200 square feet of property is not
considered significant. The number of "lost vehicle display spaces" would
depend on the size of the vehicles being displayed and the configuration
chosen to display them and would range from 0 to 35 spaces. A narrower new
landscape strip would lessen the impact.
The Downtown Dublin Specific Plan calls for retention of the existing
automobile dealerships on an interim basis, recognizing that as land values
increase in the downtown area, it will be more economical for the dealerships
to sell their land and relocate.
Implementation of this project will carry out the recommendations of the City
of Dublin's Downtown Improvement Plan Traffic and Parking Constraints study to
provide additional capacity in the Central Business District. The lack of
capacity improvements may affect the economic development of the Central
Business District and adversely affect employment, industry, and commerce.
Mitigation: Just compensation for all right-of-way acquired will be paid.
TRANSPORTATION: The proposed project will not alter the present circulation
pattern and will not adversely affect public utilities or public services.
The increased capacity of the roadway and intersections will enhance public
services to the area. Right-of-way acquisitions are minimal and involve only
landscape and private parking areas. Two parking spaces on private property
will be lost near Golden Gate Drive and another two near Village Parkway. All
on-street parking (approximately 115 spaces) will be eliminated from Dublin
Boulevard in the project area. There is presently low usage of on-street
parking. Current on-street parked vehicles will be displaced to cross-streets
or off-street parking•spaces. There is a large supply of downtown parking,
both on- and off-street so that the loss of 115 spaces will be absorbed
easily.
ARCHAEOLOGICAL AND HISTORIC: There are no historic structures within the Area
of Potential Effect, and no previously recorded prehistoric or archaeological
sites have been found within the project area. Previous Dublin Boulevard
projects during the 1960' s disturbed or paved over some geographical features
that were typical of prehistoric archaeological sites. Mitigation: Should
buried archaeological materials be uncovered during excavation or
construction, a qualified archaeologist should be retained to evaluate the
finds and make recommendations.
IMPACTS DUE TO RIGHT-OF-WAY NEEDS: Impacts due to right-of-way acquisitions
are minimal. No structures will be demolished or moved. The future right-
of-way is currently used for private parking and landscaping. Where removal
of existing landscaping and street trees occurs, new trees will be planted on
a 1:1 ratio in the adjacent planting strip. Following removal of existing
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parking spaces on private property, the private parking lots can be restriped
for angled or parallel parking to replace the maximum spaces possible. The
net loss of parking spaces is not significant. All needed right-of-way will
be acquired at fair market value which is based, among other things, on the
existing use of the land.
Staff recommends that the City Council conduct a public hearing for the
purpose of gathering comments to be addressed and forwarded to the State for
review. The hearing period is to remain open for ten days, during which time
written comments may be submitted to the City.
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..aw Offices of 7020 Roll Center Parkway,Suite 142
Pleasanton,California 94566
Howell & Hallgrimson Telephone 415 462 2424
A Professional Corporation Telecopier 415-462-7818
San Jose,Office
6f,Sawn Marke!S:rcel.Suite 500
S,n Jose.Ca:.4rarnlp Ki 1 2-2T)3
Tt; ch,re 4r8 275 53010
File No. Teiecop:er-'-^B 275 C31`
May 30, 1989 'Q
City of Dublin
P.O. Box 2340
Dublin, CA 94568
ATTENTION: LEE THOMPSON AND TRUDY RYAN
Re: Environmental Assessment
Sch. No. HA536 - Dublin Boulevard ?
Dear Lee and Trudy:
Q.
Thank you for taking the time to meet with Pat Costello,
Betty Woolverton and me today regarding the environmental
assessment of the proposed Dublin Boulevard widening.
After that meeting, it was agreed that I would propose
the modifications to the environmental assessment to
meet our concerns. You will indicate in writing to me
if those modification have been made to the assessment.
Once we are satisfied that assessment accurately reflects
our impacts, we will provide you with a letter withdrawing
our public hearing request. D
Attached are our proposed modifications.
Sincerely,
HOWELL & HALLGRIMSON
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Enclosures
envassmt. ltr
PROPOSED CHANGES TO ENVIRONMENTAL ASSESSMENT
Schedule No. M-A556 - Dublin Boulevard
Add the underlined language:
P. 12 . §7 . 4 .
Land Use. The existing land use is commercial office,
retail use, including an auto dealership. . . . .
P. 15 .
# 31 Yes
# 37 Yes
P. 21.
Setting.
Land Use - Existing land use adjacent to the project is
predominantly commercial office and retail, including a
car dealership.
P. 22 .
Impacts
. . . . The project is also consistent with the Downtown
Dublin Specific Plan' s general goal to maintain downtown
Dublin as a strong regional retail custom, but is
inconsistent with the Specific Plan' s policy to encourage
continued car uses in the Specific Plan area. The
project will have a significant impact on the Crown
Chevrolet site due to its reduction of car display
area. The Crown Chevrolet site is also affected due to
the adoption of the plan line for the Dublin Boulevard
parallel road at the southern end of the property,
blocking expansion to the south into a vacant area
owned by the car dealer. The foot take for the proposed
widening and the take for the future parallel street
will shrink the site and prevent expansion to the south
to compensate for the loss in the future. Therefore,
the impact on the Crown site is cumulative. The
- approximate loss of car display spaces is 30 to 35.
1 1
Further implementation of this project . . .
Improvements to Dublin Boulevard will not cause any
displacement of entire businesses, but will effect the
Crown Chevrolet site adversely.
P. 22 .
Mitigation.
TTq M i g-+ of ed l
The City will acquire the property at fair market value
and will pay severance damages, if any, due to the
impact of this project on loss of business display area.
P. 23 .
Right-of-way takings are minimal and, with the exception
of the Crown Chevrolet site, only affect landscaping
and private parking areas. Two parking spaces on
private property will be lost near ^e-' ae" Gate Brive
and ott--e�� Village Parkway. Restriping of this
parcel will possibly gain a parallel or diagonal space.
The Crown Chevrolet site will loose approximately 30 to
35 car display spaces after restriping has taken place.
P. 23 . add before 9 . 6:
Mitigation. Same as proposed for 9 . 4 , above.
P. 24 . §10.
Impacts The future right-of-way is currently used
for private parking, and landscaping and car sales
display area.
In some areas, the proposed right-of-way eliminates
existing parking space on private property and car
sales display area. After road widening, these parking
areas . . . . Where appropriate . . . . However, 30
to 35 car display spaces will be lost.
The net loss of parking is not significant.
Loss of car display area may be significant unless
mitigated.
P. 24 .
Mitigation.
The City will acquire the needed right-of-way at fair
market value and in the case of loss of car display
area pay for resulting severance damages.
o Four lanes for through traffic flow on westbound
<y approach to Regional Street and three lanes of through
traffic on eastbound approach to Amador Plaza Road
�' y , (Figure 1, Sections B, C, and D) . Additional right-of-
�,:;. way is required on the north side of Dublin Boulevard
between San Ramon Road and Regional Street . On the
Southside of Dublin Boulevard and San Ramon Road the
; :µ•' requirement is for approximately 180 feet west of
Regional Street and between Regional Street and Golden
Gate Drive. Right-of-way is required at Crown Chevrolet
(8 feet) for third through lane and widening at Village
Parkway.
6 . 3 Alternatives to the Pronosed Action
The only alternative which was considered for this project was
the "no project" alternative. The "no project" alternative
would result in traffic congestion along Dublin Boulevard with
unacceptable levels of service at four of the five intersec-
tions . In addition, the "no project" alternative would result
in lower air quality due to idling vehicles ; and lack of
efficient access to downtown commercial areas of regional
significance which could adversely affect the economic
viability of the businesses .
7 . ENVIRONMENTAL SETTING
7 . 1 Tonoaranhy. The terrain of the road is essentially
flat, as are the adjacent properties.
7 . 2 Geology. The Calaveras Fault is located to the west of
this project . The last major earthquake along the
Calaveras Fault was in 1861, but no recordings were
made of its intensity.
7 . 3 Veaetation. The area has been. developed and supports
ornamental landscaping. There is no native vegetation.
7 . 4 Landuse. The existing land use is commercial office,
retail use. The proposed project is in conformance
with the Dublin General Plan.
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If yes, is
it signifi-
Yes or cant? No,
No Yes, or
BIOLOGICAL• Will t. v_r✓�sal result in (either directly or irxlirectly)
(cont.)
27. mange in the diversity of sOecies,
Or runbers Of any
species of animas (birds, land ani-7als including
reptiles, fish and shellfis,,
bentl.ic Orgar�mss, insects
No
or microfauna)?
28. Reduction of -Erie nuzbers of or encroachment upon the
any unique, rare or e:V-ar_gered
critical habitat of No
species of animal s?
29. Introduction of ne,a species of animals into an area
or result in a barrier to the migration or movement
No
of ani„als?
SOCIAL AND ECCNCMIC Will the proposal directly or indirectly:
30. Cause disruption of orderly planned develornent?
---
31. Ee inconsistent with any elements of adopted ccnmunity
plans, policies, or goals, the Governor's Urxn Strategy
or the President' s National Urban Policy (if rPA -
project)?
32 . Affect the location, distribution, density or growth No
rate of the hLrtian population of an area.
33. Affect life-styles, or neighborhood character or
No
stability?
34. Affect nu-mntl'
or other specific interest groups? No
35. Divide or disrupt
an established ccnr,n=tY? No
36. Affect existing housirr, require the displacement of
people or create a demand
for additional 1-icusing? No
37. Affec}� loYm�, industry or commerce, or recru.ire
the displacerent of businesses or fans?
No
38. Affect property values or the local tax base?
*See following section: Discussion of Envirorumental Evaluation and Mitigation
Measures.
15
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(FHPM) 7-7-3 , Procedures for Abatement of Highway Traffic Noise
and construction Noise . FHPM 7-7-3 defines a traffic noise
impact to be "when the predicted traffic noise levels approach
or exceed the noise abatement criteria, or when the predicted
traffic noise levels substantially exceed the existing noise
levels . "
Because there are no sensitive receptors located within the
project limits, a federal noise study was not required.
Mitiaation
Project related noise levels are within the normally acceptable
range as set forth in the City of Dublin General Plan and are
not expected to exceed these levels.
The project is within a commercial area with no sensitive
receptors . Because of existing Town design guidelines ,
businesses are set back from the street and most have parking
spaces in front which provide additional noise buffering. The
hours of construction would be limited to between 7 : 30 A.M. and
6 : 00 P.M. and construction equipment would be appropriately
muffled.
Caltrans has developed construction noise performance standards
for new roadways . The incorporation of these specifications
into the construction management for this project will reduce
construction noise.
9 .4 SOCIAL AND ECONOMIC
Question T#30 Cause disruption of orderly planned development?
Question n31 Be inconsistent with any elements of adopted
community plans , policies , or goals , the
Governor' s Urban Strategy or the President' s
National Urban Policy (if NEPA project) ?
Question #37 Affect employment, industry or commerce, or
require the displacement of businesses of farms?
Setting
Land Use - Existing land use adjacent to the project is
predominately commercial office and retail . _
The City of Dublin General Plan designates Dublin Boulevard as
an arterial street.
The project limits are within the CBD of the City of Dublin.
Downtown Dublin serves a major role as a regional retail
center. The City of Dublin together with the Cities of San
Ramon and Pleasanton are referred to as the Tri-Valley Area.
The Tri-Valley is projected to grow substantially over the
21
s�.
coming fifteen years . The population within the City of Dublin
is projected to increase from approximately 18 , 000 to 40 , 000
tY, residents .
Impacts
'rt
The proposed project is consistent with the Dublin General Plan
guidelines for planned development of the CBD and is compatible
with surrounding office , commercial and retail uses . The
project is also consistent with the Downtown Dublin Specific
Plan' s general goal to maintain downtown Dublin as a strong
regional retail center. Further, implementation of this
project will carry out the recommendations of the City of
Dublin ' s Downtown Improvement Plan Traffic and Parking
Constraints study, to provide additional capacity in the CBD
along Dublin Boulevard and at the intersection of Dublin
Boulevard and San Ramon Road.
Improvements to Dublin Boulevard will not cause any displace-
ment . The lack of capacity improvements may affect the
economic development of the CBD and adversely affect employ-
ment, industry and commerce.
Mitigation
No mitigation is required.
9. 5 TRANSPORTATION
Question 440 Affect public - utilities , or police , fire ,
emergency or other public services?
Question 441 Have substantial impact on existing transporta-
tion systems or alter present patterns of circu-
lation or movement of people and/or goods?
Question 442 Affect vehicular movements or generate
additional traffic?
Question 443 Affect or be affected by existing parking
facilities or result in demand for new parking?
Setting
The proposed project will not alter the present circulation
pattern. It is an effort to provide for additional capacity on
the existing local circulation system to serve anticipated
growth and development.
Impacts
The proposed modifications will not adversely affect public
utilities or public services. The increased capacity of the
roadway.. and intersection will , in effect , enhance public
services - to the area. Project improvements will contribute to
22
more effective movement of emergency vehicles on Dublin
Boulevard. Also, the proximity of the intersection of Dublin
Boulevard and San Ramon Road to Interstate 580 makes it
important for the expeditious mobility of police, fire, and
emergency vehicles accessing the area to and from the freeway.
The proposed improvements are a design effort to mitigate
existing and future traffic congestion levels . They are
improvements to the existing system and are not anticipated to
attract additional traffic, change or impact vehicular
movements .
Right-of-way takings are minimal and only affect landscape and
private parking areas . Two parking spaces on private property
will be lost near Golden Gate Drive and another two near
Village Parkwa y. Restriping of these parcels will possibly �. .
gain a parallel or diagonal space.
All on-street parking (approximately 115 spaces) will be
eliminated from Dublin Boulevard in the project area. Parking
studies for the downtown area indicate a low usage of on-street
parking spaces . A parking survey conducted during the
Christmas season, which is traditionally the busiest time of
the year, yielded a 4-25% occupancy ratio for on-street
parking. This project will displace current on-street parked
vehicles to other cross-streets and perhaps to the adjacent
off-street parking facilities . .There is a large supply of
downtown parking both on- and off-street.
9 . 6 ARCHAEOLOGICAL, AND HISTORIC
Question n47 Affect any significant archaeological or
historic site, structure, object or building?
Setting
The Area of Potential Effect (APE) for the proposed project
falls entirely within the area disturbed by Dublin Road
improvements in the 19601s. There are no historic structures
within the APE.
Impacts
A recent search was conducted by the Northwest Information
Center, Sonoma State University. An additional records search
and field surveys conducted by Archaeological Services, Inc. of
Stockton , California indicates that no previously recorded
prehistoric or historic archaeological sites have been found
within the project area.
Though the project site possesses some geographical features
typical of prehistorical archaeological sites (located at the
base of foothills and along a water course) , it has been
disturbed (mostly paved) by previous Dublin Boulevard
improvements in the 19601s .
23
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Archaeological Services, Inc. concluded that it is unlikely
that undisturbed archaeological deposits exist within the APE. °
There are also no structures over 50 years old within the APE.
Mitigation
Should buried archaeological materials such as bone, obsidian,
chert, midden, ceramic or glass fragments, square nails, or
bricks be uncovered during excavation or construction , a
qualified archaeologist should be retained to evaluate the
finds and make recommendations as appropriate.
10. MITIGATION OF IMPACTS DUE TO RIGHT-OF-WAY NEEDS .
Impacts due to the taking of right-of-way in orden to increase
substandard lane widths ( 10-12 feet) are minimal . No
structures will be demolished or moved. The future right-of-
way is currently used for private parking and landscaping.
Where the removal of existing landscaping and street trees
occurs , news trees , Platanus acerifolia, will be planted at a
1 : 1 ratio in the adjacent planting strip. All new trees and
shrubs will be a minimum of 15 gallon and 5 gallon sizes
respectively. Trees and shrubs removed from private property,
will be replaced by the City as desired by the property owners.
In some areas, the proposed right-of-way eliminates existing
parking spaces on private property. After road widening, these
areas will be restriped for. - angled or parallel parking to
replace the maximum spaces possible. Where appropriate, spaces
may be designated for compact cars only.
The net loss of parking spaces is not significant. The Dublin
Downtown Specific Plan, adopted by the City Council on July 21,
1987 , revised the parking standards for downtown development.
Recent studies revealed that past standards had resulted in an
oversupply of parking within the Central Business District.
Mitigation
No mitigation is required.
24
SCH N0.
M-A556
Dublin Boulevard
Dublin Boulevard Capacity Improvements
ENI VIRORENTAL ASSESSIENT
City of Dublin .
and
/ State of California
Department of Transportation
and
U. S . Department of Transportation
Federal Highway Administration
Pursuant to: 42 U.S.C. 4332 (2) (c)
S. IThomps16n / Date
City Engineer V
City of Dublin
(Distr 04) Date
Caltrans
Y., /-nice E. 6a�nrron Date
Division Adminis rator
Federal Highway Administration
` 1
TABLE OF CONTENTS
Page
1. Title 1
2 . Need 1
2 . 1 Regional Access Needs
2 . 2 Local Access Needs
3 . Background 4
3 . 1 Local Significance
3 . 2 Regional Significance
3 . 3 Adopted Growth Scenario Traffic
Implications
4 . Capacity Constraints 7
5 . Alternative Transportation Modes
Available 8
6. Description of Proposed Actions 9
6 . 1 Proposed Improvements
6 . 1. 1 Roadway Restriping
6 . 1. 2 Intersection Widening
6 . 2 Right-of-way Needs
6. 3 Alternative to the Proposed Action
7 . Environmental Setting 12
8 . Environmental Significance Checklist. 13
9 . Discussion of Environmental Evaluation
and Mitigation Measures 18
9 . 1 Energy
9 . 2 Air Quality
9 . 3 Noise
9 . 4 Social and Economic
9 . 5 Transportation
9 . 6 Archaeological and Historic
10 . Mitigation of Impacts
Due to Right-of-Way Needs 24
i
ENVIRONMENTAL ASSESSMENT (NEPA)
1. TITLE
DUBLIN BOULEVARD CAPACITY IMPROVEMENTS
The project consists of adding one travel lane in each
direction of Dublin Boulevard (the total number of lanes will
increase from four lanes to six lanes) ; providing double right-
turn lanes on the eastbound approach of Dublin Boulevard to San
Ramon Road, triple left-turn lanes on the westbound approach
lanes of Dublin Boulevard to San Ramon Road , four lanes of
through traffic, on Dublin Boulevard, eastbound to Regional
Street and attendant signalization improvements. The project
limits are from Donlon Way to Village Parkway in the City of
Dublin for a total length of 0 . 8 miles. (Figure 1)
2 . NEED
Dublin Boulevard lacks adequate capacity to meet projected
future traffic levels . In addition to poor levels of service on
Dublin Boulevard this situation can potentially cause problems
downstream at the San Ramon Road and Interstate-580 inter-
change.
2 . 1 Regional Access Needs
Dublin Boulevard is a major arterial running parallel to and
north of Interstate-580, and is an integral part of the access
system for the Interstate-580 corridor. Capacity constraints
of the present Dublin Boulevard roadway may impact future
operating conditions on the interchange by causing evening peak
hour vehicles to back up onto the freeway. (Figure 2)
By virtue of the City of Dublin's location at the junction of
Interstate-580 and Interstate-680, Dublin's Central Business
District (CBD) serves a major role as a retail center .
Excessive traffic congestion levels on Dublin Boulevard would
discourage shopping and service oriented trips to Dublin's CBD.
2. 2 Local Access Needs
Since the adoption of the existing roadway design recent
traffic studies, for build-out conditions of downtown Dublin
and projected planned community growth, have revealed that
unacceptable traffic levels will result at the intersection of
Dublin Boulevard and San Ramon Road . This is the busiest
intersection in Dublin and is currently operating near capacity
during peak hours.
Dublin Boulevard is one of four major arterial streets serving
downtown Dublin and functions as one of the boundaries for the
"central block" which is the core of Dublin' s retail and
1
LEGEND: DUBLIN BOULEVARD PROPOSED
PROPOSED ADDITIONAL LANES ---- LANE CONFIGURATIONS
EXISTING LANES
FIGURE No. 1
SECTION A SECTION B. SECTION C SECTION D
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SANTINA & THOMPSON INC. AUGUST 29, 1988
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AUGUST 29, 1988
service center . Increased traffic congestion on. Dublin
Boulevard could affect the economic well being of the com-
munity.
3 . BACKGROUND
Many of the projects within Downtown Dublin were approved and
constructed prior to incorporation. The City of Dublin
was incorporated in 1981. The City's General Plan was adopted
in 1985 . To guide key development issues, the City commis-
sioned a Traffic and Parking Constraints study in 1986, which
assessed seven growth development scenarios. The City adopted
a land use scenario which included a 1, 200 stall BART parking
lot located at the south end of Golden Gate Drive. (Figure 3)
3 . 1 Local Significance
Development Growth in Area.
Several residential developments are planned north-west of
Dublin Boulevard. In addition, shopping center projects south
of Dublin Boulevard, and single-family areas to the east of
downtown will be developed in the next few years . These
developments will add to the congestion on Dublin Boulevard.
The need to efficiently move traffic through intersections will
become more critical .
3 .2 Regional Significance
Commute Traffic Growth.
Dublin Boulevard parallels Interstate-580. It functions as the
primary and most direct east-west access arterial through
downtown Dublin . It also provides the most direct route to
Interstate-580 for residential traffic from the northern and
western residential areas of Dublin.
Dublin Boulevard is regionally significant for the efficient
mobility of projected commute traffic growth in the Tri-Valley
area (Dublin, San Ramon, and Pleasanton - Figure 4) . Assump-
tions for the future regional system network include the
extension of Dublin Boulevard to Springtown Boulevard in
Livermore. This extension is predicated upon projected commuter
traffic increases from the San Joaquin Valley to jobs in the
Tri-Valley area.
3.3 Adopted Growth Scenario Traffic Implications
Intersection traffic analysis results indicate that the four
intersections along Dublin Boulevard nearest the future . BART
station would all be at or near unacceptable traffic levels.
The intersection of Dublin Boulevard and San Ramon Road would
4
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actually worsen due to the redistribution of traffic from the
residential area on the west side of San Ramon Road, which
would orient itself to the BART parking lot rather than to the
Interstate 580 or 680 freeways.
Under present conditions the San Ramon Road and Dublin
Boulevard intersection is operating at capacity. Without the
proposed improvements only short-term traffic conditions of an
acceptable nature can be anticipated up to 1990 . Cumulative
local residential traffic growth and the effects of a BART
station upon LOS at major intersections are shown on Table 1.
4 . CAPACITY CONSTRAINTS
Traffic volumes for the adopted development scenario for major
intersections along Dublin Boulevard during the peak hours were
compared with the capacity of the intersection using a modified
critical movement analysis which yielded volume-to-capacity
(V/C) ratios. (For an explanation of volume-to-capacity ratios
see Appendix A. ) This procedure determined the capacity of the
existing lanes for each critical signal phase. Table 1 shows
the results of the intersection traffic analysis (conducted in
1986) .
TABLE 1
EXISTING VOLUME-TO-CAPACITY
AND
P.M. LEVEL OF SERVICE (LOS)
Major Intersections with Dublin Boulevard
Future
without
Present Protect
1986 2005
Intersection Ratio LOS Ratio LOS
Golden Gate Drive .59 A . 91 E
Amador Plaza Road . 59 A . 89 D
Regional Street . 67 B . 88 D
Village Parkway .77 C .76 C
San Ramon Road
and Dublin Boulevard . 99 E 1. 15 F
7
4 . 1 Intersection Analysis Results
All intersections, with the exception of San Ramon Road are
operating at very acceptable to acceptable levels of service.
The intersection of San Ramon Road and Dublin Boulevard, is the
busiest intersection in Dublin and has a rating of 0 . 99 . This
means that during evening peak hours the intersection is
currently operating at capacity. With the existing plan line
configuration, the V/C ratio for the intersection of Dublin
Boulevard and San Ramon Road during the evening peak hour, at
build-out of downtown Dublin and planned community development,
would be 1. 15 LOS F.
4 . 2 Study Conclusions
A "no-project" scenario will result in continued deterioration
of LOS on major intersections. Implementation of this project
will improve LOS conditions by at least one level and in some
cases by two levels. For example, with the proposed revised
plan line configuration for the intersection at Dublin
Boulevard and San Ramon Road, the p .m. peak hour V/C ratio
would be lowered to . 88 or LOS D.
Road widening is necessary on Dublin Boulevard between the
intersections of Regional Street, Golden Gate Drive, and Amador
Plaza Road in order to create a uniform 100-foot right-of-way
to accommodate additional lanes. Minor widening at the San
Ramon Road and Regional Street intersections would be required
to accommodate exclusive turn lanes to improve traffic flow.
5. ALTERNATIVE TRANSPORTATION MODES AVAILABLE
Public transportation services are provided by Wheels and A.C.
Transit. Both use Dublin Boulevard to access the CBD.
Wheels routes '71, 2 , and 3 provide weekday, hourly service on
Dublin Boulevard. Reduced frequency of service is offered on
weekends.
AC Transit provides feeder bus service to the BART station in
Hayward. Bus stops are located on Dublin Boulevard at Regional
Street and Village Parkway. Service is provided at 30 minute
intervals.
8
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6. DESCRIPTION OF PROPOSED ACTIONS
6. 1 Proposed Improvements
This project consists of modifications to the existing Dublin
Boulevard roadway for a length of approximately 0 . 8 miles .
These modifications consist of:
Roadway restriping
Intersection widening
Modifications to major intersection signal systems to
accommodate additional turning movements.
6 . 1. 1 Roadway Restriping (Figure 1)
The existing roadway design is two lanes of through traffic in
each direction with right and left turn lanes.
Provide three lanes of through traffic by restriping and
removing on-street parking lane. Provide double right-turn
lanes on the eastbound approach of Dublin Boulevard to San
Ramon Road (presently there is one right turn lane) .
Provide triple left-turn lanes on the westbound approach
lanes of Dublin Boulevard to San Ramon Road (presently
there are two) .
6. 1. 2 Intersection Widening (Figure 5)
The project involves modifying the lane striping and the median
location on Dublin Boulevard between 400 feet west of San Ramon
Road and Golden Gate Drive . Figure 5 shows typical cross
sections of existing and proposed lane widths. The proposed
project will not result in substandard lane widths.
Provide four westbound lanes of through traffic on Dublin
Boulevard at the westbound approach of Regional Street.
6 . 2 Right of-Way Needs (Dublin Boulevard, Figure 61
o Eastbound approach to San Ramon Road, double right-turn
lanes and double left turn lanes (Figure 1, Section A) .
Requires the acquisition of up to 12 feet of right-of-
way from the Shell service station on the southwest
corner of the intersection.
o Triple left-turn lanes plus a through lane and a right-
turn lane on the westbound approach at San Ramon Road
(Figure 1, Section A) . Requires the acquisition of up
to 8 feet of right-of-way at the northeast corner of San
Ramon Road and Dublin Boulevard for approximately 400
feet.
9
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PARKING
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EXISTING TYPICAL CROSS SECTION
SCALE;1"- 20'
PREPARED BY: DUBLIN- BOULEVARD
SANTINA & THOMPSON INC. IMPROVEMENTS
AUGUST 29, 1988 _ FIGURE 5
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AUGUST 29, 1988
11
o Four lanes for through traffic flow on westbound
approach to Regional Street and three lanes of through
traffic on eastbound approach to Amador Plaza Road
. (Figure 1, Sections B, C, and D) . Additional right-of-
way is required on the north side of Dublin Boulevard
between San Ramon Road and Regional Street . On the
Southside of Dublin Boulevard and San Ramon Road the
requirement is for approximately 180 feet west of
Regional Street and between Regional Street and Golden
Gate Drive. Right-of-way is required at Crown Chevrolet
(8 feet) for third through lane and widening at Village
Parkway.
6 . 3 Alternatives to the Proncsed Action
The only alternative which was considered for this project was
the "no project" alternative. The "no project" alternative
would result in traffic congestion along Dublin Boulevard with
unacceptable levels of service at four of the five intersec-
tions. In addition, the "no project" alternative would result
in lower air quality due to idling vehicles ; and lack of
efficient access to downtown commercial areas of regional
significance which could adversely affect the economic
viability of the businesses.
7 . ENVIRONMENTAL SETTING
7 . 1 Tonoaraphy. The terrain of the road is essentially
flat, as are the adjacent properties.
7 . 2 Geology. The Calaveras Fault is located to the west of
this project . The last major earthquake along the
Calaveras Fault was in 1861, but no recordings were
made of its intensity.
7 . 3 Vegetation. The area has been. developed and supports
ornamental landscaping. There is no native vegetation.
7 . 4 Landuse. The existing land use is local and regional
serving commercial office, retail use. The proposed
project is in conformance with the Dublin General Plan.
12
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g, ENVDZXIMML SIG=CANCy CEECK .sr
If yes, is
it signifi-
Yes or cant? No,
No Yes, or
p�STC,�l,. will the o?-ccsal either directly or indirectly:
1. Charge the t ocaranhv or ground surface relief features? No
2 . Destroy, cover, or mcdify any unique geologic or physical
features? NO
3. Result in unstable earth sufaces or exposure of people or
property to geologic hazards? No
4. Result in or be affected by soil erosion or siltation
(whether by water or wind)? No
5. Result in tine increased use of fuel or engergy in large
amunts or in a wasteful manner? No
6. Result in an increase in the rate of use of any natural
No
resource?
7. Result in the substant.i.al depletion of any nonrenewable
ratural resource?
No
8. Violate any published Federal, State, or local standards
pertaining to solid waste or litter control? - No
9. Modify the channel of a river or stream or the bed of the
ocean or any bay, inlet or lake? No
10. Encroach upon a floodpla.in or result in or be affected
by floodwaters or tidal waves? No
11. Adversely affect the maantity or quality of surface water,
ground water, or public water supply? No
12. Result in the use of water in large amounts or in a
wasteful manner? No
13. Affect wetlands or riparian vegetation? No
*See following section: Discussion of Environmental Evaluation and Mitigation
Measures.
13
i
If yes, is
it signifi-
Yes or cant? No,
No Yes, or
PHYSICAL. Will the pronosal either directly or indirectly:
Cont.
14. Violate or be inconsistent with Federal, State, or local No
water quality standards?
15. Result in changes in air movement, :roisture, or te.Troer-
ature, or any cli.^atic conditions? NO
16. Result in an increase in air pollutant e*nissions, adverse No
effects on or deterioration of ambient air quality?
17. Result in the creation of objectionable odors? No
IS. Violate or be inconsistent with Federal, State, or local
air standards or cunt-rot plans? N0
19. Result in an increase in noise levels or vibration for
adjoining areas? Yes
20. Violate or be inconsistent with Federal design noise
levels or State or local noise standards? No
21. produce new light, glare or shadows? No
BIOLCGICAL Will the proposal result in (either directly or indirectly) :
22. Charge in the diversity of species or number of any
species of plants, (including trees, shrubs, grass,
microflora, and acquatic plants)? NO
23, Reduction of the numbers of or encroachment upon the
critical habitat of any unique, rare or endangered
species or plants? NO
24. Introduction of new skies of plants into an area, or
result in a barrier to the normal replenishment of
e_xist.ing species? NO
25. Reduction in acreage of any agricultural crop or
cccnnercial timber stand? NO
26. Removal or deterioration of existing fish or wildlife
habitat? No
*See following section: Discussion of Environmental Evaluation and Mitigation
Measures.
14
If yes, is
it signifi-
Yes or cant? No,
No Yes, or
BIOLOGIC-%L Will the or000sal result in (either directly or indirectly) :
(rant.)
27. Change in the diversity of species, or numbers of any
species of animals (birds, land animals including
reptiles, fish and shellfish, benthi c organiz—,ns, insects
or microfauna)? NO
28. Reduction of the nu=bers of or encrrachment upon the
critical habitat of any unique, rare or endangered
species of animals? NO
29. Intrcduction of new species of animals into an area
or result in a barrier to the migration or movement
of animals? NO
SOCIAL AND ECa,r�C. Will the procosal direc-,-lv or indirectly:
30. Cruse disruption of orderly planned develoument?
31. Be inconsistent with any elements of adopted canmunity
plans, policies, or goals, the Governor's urban Strategy
or the President' s National urban Policy (if NEPA
project)?
32. Affect the location, distribution, density or grcwth
rate of the human population of an area? No
33. Affect life-styles, or neighborhood character or
stability? NO
34. Affect minority or other specific interest groups? No
35. Divide or disrupt an established cammnity? No
36. Affect existing 1-�cusing, require the displacement of
people or create a demand for additional housing? No
37. Affect eimloyment, industry or cannerce, or require
the displacement of businesses or fa=ns?
No
38. Affect property values or the local tax base? _
*See following section: Discussion of Enviromental Evaluation and Mitigation
Measures.
15
If yes, is
it signifi-
Yes or cant? No,
No Yes, or
SOCAL AND ECti�iCMIC Will the provosa1 directly or indirectly:
(CO t.)
39. affect any ca muzi.ty facilities (including medical,
educational, scientific, recreational, or religious
institutions, cereronial sites or sacred shrines)? No
40. Afie public utilities, or police, fire, emergency
or other public services? Yes
41. Have substantial impact on existing transportation
cyst--rs or alter present patterns of circulation or
movanent of people and/or goods?
Yes
42. Affect vehicular moven�ts or generate additional f
traffic? Yes
43. Affect or be affected by existing parking facilities
or result in derand for new parking? Yes No
44. Involve a substantial risk of an explosion or the release
of hazardous substances in the event of an accident or
upset conditions? IN
45. Result in alterations to waterborne, rail or air
traffic? NO
46. Affect public health, expose people to potential health
hazards, or create a real or potential health hazard? No
47, Affect any significant arc'aaeological or historic site,
structure, object or building? Nn t
lanar rks or mar.--made resources? No
48, Affect natural
49. Affect any scenic resources or result in the obstruction
of any scenic vista or view open to the public, or
creation of an aesthetically offensive site open to
public view? NO
50. Result in substantial impacts associated with construction
activities, (e.g., noise, dust, terr=rary drainage,
traffic detours and testmorary access, etc.)? No
*See following section: Discussion of Envirorumental Evaluation and Mitigation
Measures.
16
r
If yes, is
it signifi-
Yes or cant? No,
No Yes, or
Mp�ATOIZY F7\7DL,+GS OF SIC-_VIFICANC_-
51. Does the project have the potential to degrade the
quality of the envirorrent, substantially reduce the
habitat of a fish or wildlife species, cause a fish or
wildlife pcpul=_lien to drop below self-sustaining levels,
threaten to el L-L"rat.e a plant or arni.-al c m=.L i ty, reduce
the nL7L-er or restrict the range of a rare or endangered
plant or animal or eliminate ir=r-ant examples of the
major periods of California history or prehistory? No
52. Does the project have the potential to achieve short-
term, to the disadvantage of long-tern environmental
goals? (A short-tern irrnact on the enviroranent is one
which Occurs in a relatively brief, definite period
of time while long-tern i=-'acts will endure well into
the future.) No
53. Does the project have envirordnental effects which are
individually limited, but cunulatively considerable?
Curnulatively considerable means that the incremental
effects of an individual project are considerable
when viewed in correction with the effects of past
projects, the effects of other current projects, and
the effects of probably future projects. It includes
the effects of other projects which interact with
this project and, together, are considerable. No
*See following section: Discussion of Environznental Evaluation and Mitigation,
Measures.
17
c
t
9 . DISCUSSION OF ENVIRONMENTAL EVALUATION AND MITIGATION
MEASURES
Impacts Upon Physical Environment
9. 1 ENERGY
Question 7#6 Result in an increase in the rate of use of any
natural resource?
Question 7#7 Result in the substantial depletion of any
nonrenewable natural resource?
Setting
The project is located within an urban built environment. It is
expected that benefits will accrue to the environment and to
the community by increasing the efficiency of the existing
roadway which will decrease the idle time of vehicles stopped
at intersections. This will result in savings of nonrenewable
natural resources, as well as, a decrease in their rate of use.
Impact
The project would result in a beneficial impact on the use of
non-renewable natural resources.
Mitigation
No mitigation is required.
9.2 AIR QUALITY
Question 7#16 Result in an increase in air pollutant emis-
sions, adverse effects on or deterioration of
ambient air quality?
Question n18 Violate or be inconsistent with Federal, State,
or local air standards or control plans?
Setting
Dublin is located within the San Francisco Bay Area air basin,
which encompasses a total land area of approximately 5600
square miles. The entire basin is designated by the California
Air Resources Board as a non-attainment area for ozone
(photochemical oxidant) and carbon monoxide (CO) . Non-
attainment means that the Federal ambient air quality standards
for these pollutants have been violated within the past two to
three years.
18
The air quality monitoring station in ' Livermore, the closest
station to the project site, produced the following air pollu-
tion data which was published in the April, 1988 issue of Air
Currents. The data is organized by contaminant and indicates
the number of days that the Federal Air Quality standard was
exceeded in 1987 .
TABLE 2
AIR POLLUTION DATA
LIVERMORE MONITORING STATION
CONTAMINANT NO. DAYS STANDARD EXCEEDED
03 - OXONE 3
CO - CARBON MONOXIDE 0
NO2 - NITROGEN DIOXIDE 0
S02 - SULFUR DIOXIDE 0
TSP - TOTAL SUSPENDED PARTICULATES 0
Impact
consistency with the State Implementation Plan
This project is in an air quality non-attainment area which has
transportation control measures in the State Implementation
Plan (SIP) . The SIP which was approved by the Environmental
Protection Agency on December 28 , 1983 . The Federal Highway
Administration has determined that both the Transportation Plan
and the Transportation Improvement Program conform to the State
Implementation Plan. The Federal Highway Administration has
determined that this project is included in the Transportation
Improvement Program for the Metropolitan Transportation
Commission. Therefore, pursuant to 23 CFR 770, this project
conforms to the State Implementation Plan.
Mitigation
No mitigation is required.
9.3 NOISE
Noise and Vibration
Question #19 Result in an increase in noise levels or
vibration for adjoining areas?
Question 420 tlev is inconsistent
1 with Federal design
noise noise standards?
Settinq
Most of the surrounding land is utilized for mixed use office,
commercial and retail . The 1983 Community Noise Equivalent
Level (CNEL) measurements for the project area was 65 CNEL.
19
C
Impact
A temporary increase in noise levels due to construction is
anticipated. Noise impact studies for similar modifications to
San Ramon Road, in residential areas north of Dublin Boulevard,
yielded the noisiest hour Leq in the design year to be 68dB.
The year 2005 projected CNEL is 70 . The City of Dublin has
incorporated Noise and Land Use Compatibility Guidelines into
the Noise Element of the General Plan which designates an Leq
of 70 or less to be the normally acceptable range for office:
retail and commercial land use zones . These guidelines are
shown in Table 3 .
TABLE 3
LAND USE COMPATIBILITY FOR COMMUNITY NOISE ENVIRONMENTS
COMMUNITY NOISE EXPOSURE (dB)
Conditionally
Acceptable
Noise
Insulation
Land Use Normally Features Normally Clearly
Category Acceptable Required Unacceptable Unacceptable
Residential 60 or less 6G-70 70-75 Over 75
Motels, hotels 60 or less 60-70 70-80 Over 80
Schools,
churches, Over 80
nursing homes 60 or less 60-70 70-80
Neighborhood Over 70
parks 60 or less 60-65 65-70
Offices:
retail Over 80
commercial 70 or less 70-75 75-80
Industrial 70 or less 70-75 Over 75
Source: California Office of Noise Control, 1976, as modified
by Charles M. Salter Associates, Inc.
FHWA Noise Impact Assessment
The Federal Highway Administration (FHWA) has established noise
standards for federally-funded roadway projects . The noise
standards are contained in Federal Aid Highway Program Manual
20
(FHPM) 7-7-3 , Procedures for Abatement of Highway Traffic Noise
and construction Noise . FHPM 7-7-3 defines a traffic noise
impact to be "when the predicted traffic noise levels approach
or exceed the noise abatement criteria, or when the predicted
traffic noise levels substantially exceed the existing noise
levels. "
Because there are no sensitive receptors located within the
project limits, a federal noise study was not required.
Mitigation
Project related noise levels are within the normally acceptable
range as set forth in the City of Dublin General Plan and are
not expected to exceed these levels.
The project is within a commercial area with no sensitive
receptors . Because of existing Town design guidelines ,
businesses are set back from the street and most have parking
spaces in front which provide additional noise buffering. The
hours of construction would be limited to between 7 : 30 A.M. and
6: 00 P.M. and construction equipment would be appropriately
muffled.
Caltrans has developed construction noise performance standards
for new roadways. The incorporation of these specifications
into the construction management for this project will reduce
construction noise.
9.4 SOCIAL AND ECONOMIC
Question 430 . Cause disruption of orderly planned development?
Question 731 Be inconsistent with any elements of adopted
community plans , policies , or goals , the
Governor' s Urban Strategy or the President' s
National Urban Policy (if NEPA project) ?
Question 437 Affect employment, industry or commerce , or
require the displacement of businesses of farms?
Setting
Land Use - Existing land use adjacent to the project is pre-
dominately local and regional serving commercial office and
retail .
The City of Dublin General Plan designates Dublin Boulevard as
an arterial street.
The project limits are within the CBD of the City of Dublin.
Downtown Dublin serves a major role as a regional retail
center. .. The City of Dublin together with the Cities of San
Ramon and Pleasanton are referred to as the Tri-Valley Area.
The Tri-Valley is projected to grow substantially over the
21
i
coming fifteen years . The population within the City of Dublin
is projected to increase from approximately 18 , 000 to 40, 000
residents.
One section of the project requires the acquisition of an eight
foot wide strip of land in front of the Crown Chevrolet
Automobile Dealership, resulting in about 3 , 200 square feet of
land. This land us currently used as a landscape strip (five
feet wide) and as part of the paved vehicle display area for
the dealership (three foot wide strip) . This project would
result in the reduction of the vehicle display area for the
dealership. The 3 , 200 square foot reduction is about 1. 5% of
the entire parcel (216, 0001 square foot parcel) ; or about 5% of
the frontage display area. The reduction will be noticeable to
the dealership, however it will not displace the business. With
the appropriate compensation for the acquisition of the proper-
ty, the loss of 3200 square feet of property is not considered
significant. The number of "lost vehicle display spaces" would
depend on the size of the vehicles being displayed and the
configuration chosen to display the vehicles and would range
from 0 to 35 spaces . A narrower new landscape strip (three
feet) would lessen the impact.
The Downtown Dublin Specific Plan calls for the retention of
the existing automoblile dealerships (two locations in Downtown
Dublin) on an interim basis, recognizing that as land values
increase in the downtown area it will be more economical for
the dealerships to sell their land and relocate.
Impacts
The proposed project is consistent with the Dublin General Plan
guidelines for planned development of the CBD and is compatible
with surrounding office, commercial and retail uses . The
project is also consistent with the Downtown Dublin Specific
Plan's general goal to maintain downtown Dublin as a strong
regional retail center. Further, implementation of this
project will carry out the recommendations of the City of
Dublin' s Downtown Improvement Plan Traffic and Parking
Constraints study, to provide additional capacity in the CBD
along Dublin Boulevard and at the intersection of Dublin
Boulevard and San Ramon Road.
Improvements to Dublin Boulevard will not cause any displace-
ment . The lack of capacity improvements may affect the
economic development of the CBD and adversely affect employ-
ment, industry and commerce.
Mitigation
All additional right-of-way will be acquired at fair market
value. Market value will consider exising use of the land and
any the._ effects the loss such land will have on the existing
business.
22
9 .5 TRANSPORTATION
Question 140 Affect public utilities , or police , fire ,
emergency or other public services?
Question 141 Have substantial impact on existing transporta-
tion systems or alter present patterns of circu-
lation or movement of people and/or goods?
Question 142 Affect vehicular movements or generate
additional traffic?
Question 143 Affect or be affected by existing parking
facilities or result in demand for new parking?
Setting
The proposed project will not alter the present circulation
pattern. It is an effort to provide for additional capacity on
the existing local circulation system to serve anticipated
growth and development.
Impacts
The proposed modifications will not adversely affect public
utilities or public services . The increased capacity of the
roadway and intersection will , in effect, enhance public
services to the area. Project improvements will contribute to
more effective movement of _emergency vehicles on Dublin
Boulevard. Also, the proximity of the intersection of Dublin
Boulevard and San Ramon Road to Interstate 580 makes it
important for the expeditious mobility of police, fire, and
emergency vehicles accessing the area to and from the freeway.
The proposed improvements are a design effort to mitigate
existing and future traffic congestion levels . They are
improvements to the existing system and are not anticipated to
attract additional traffic , change or impact vehicular
movements.
Right-of-way takings are minimal affecting landscaping, private
parking areas and part of the vehicle display area for an auto
dealership. Two parking spaces on private property will be
lost near Golden Gate Drive and another two near Village
Parkway. Restriping the parking areas will possibly gain a
parallel or diagonal space. As described above, the loss of
vehicle display spaces can be minimized by working out a
display configuration which optimizes the for entire display
area and by the reduction of new landscape strip along the
frontage to three feet (which would result in a net loss of a
three foot strip of paved display area.
All on-street parking (approximately 115 spaces) will be
eliminated from Dublin Boulevard in the project area. Parking
studies for the downtown area indicate a low usage o.f on-street
23
parking spaces . A parking survey conducted during the
Christmas season, which is traditionally the busiest time of
the year, yielded a 4-25% occupancy ratio for on-street
parking. This project will displace current on-street parked
vehicles to other cross-streets and perhaps to the adjacent
off-street parking facilities . There is a large supply of
downtown parking both on- and off-street.
9 . 6 ARCHAEOLOGICAL AND HISTORIC
Question #47 Affect any . significant archaeological or
historic site, structure, object or building?
Setting `
The Area of Potential Effect (APE) for the proposed project
falls entirely within the area disturbed by Dublin Road
improvements in the 19601s. There are no historic structures
within the APE.
Impacts
A recent search was conducted by the Northwest Information
Center, Sonoma State University. An additional records search
and field surveys conducted by Archaeological Services, Inc. of
Stockton , California indicates that no previously recorded
prehistoric or historic archaeological sites have been found
within the project area.
Though the project site possesses some geographical features
typical of prehistorical archaeological sites (located at the
base of foothills and along a water course) , it has been
disturbed (mostly paved) by previous Dublin Boulevard
improvements in the 19601s.
Archaeological Services, Inc. concluded that it is unlikely
that undisturbed archaeological deposits exist within the APE.
There are also no structures over 50 years old within the APE.
Mitigation
Should buried archaeological materials such as bone, obsidian,
chert, midden, ceramic or glass fragments, square nails, or
bricks be uncovered during excavation or construction, a
qualified archaeologist should be retained to evaluate the
finds and make recommendations as appropriate.
10. MITIGATION OF IMPACTS DUE TO RIGHT-OF-WAY NEEDS
Impacts due to the taking of right-of-way in orden to increase
substandard lane widths ( 10-12 feet) are minimal . No
structures will be demolished or moved. The future right-of-
way is currently used for private parking, landscaping, and
automobile display area for a car dealership.
24
t
Where the removal of existing landscaping and street trees
occurs, news trees, Platanus acerifolia, will be planted at a
1: 1 ratio in the adjacent planting strip. All new trees and
shrubs will be a minimum of 15 gallon and 5 gallon sizes
respectively. Trees and shrubs removed from private property,
will be replaced by the City as desired by the property owners.
.In some areas, the proposed right-of-way eliminates existing
parking spaces and vehicle display area on private property.
After road widening, these areas will be restriped for angled
or parallel parking to replace the maximum spaces possible.
Where appropriate, spaces may be designated for compact cars
only . The new landscape strip in front of the automobile
dealership can be limited to three feet to provide for minimal
reduction of display area.
The net loss of parking spaces is not significant. The Dublin
Downtown Specific Plan, adopted by the City Council on July 21,
1987 , revised the parking standards for downtown development.
Recent studies revealed that past standards had resulted in an
oversupply of parking within the Central Business District.
Mitigation
All needed right-of-way will be acquired at fair market value
which is based, among other things, on the existing use of the
lands.
25
APPENDIX A
The theoretical maximum V/C ratio is expressed as 1.00,
however, ratios greater than 1.00 are often supplied to
indicate the degree to which the demand for an intersection is
in excess of its physical capacity. The 1.00 represents the
highest volume of traffic that can utilize the intersection in
question during a one hour period. Ratios of less than 1.00
indicate increasingly improved traffic conditions. If the
ratio is 1.00 the intersection is "at capacity" and operating
at level of service (LOS) E.
Levels of Service range from A ( light traffic) to F (conges-
tion, traffic levels above capacity) . Intersections are
normally considered to be operating satisfactorily if they are
at LOS C or better.
LOS D is defined as approaching unstable f low of operation:
queues develop but are quickly cleared. Tolerable delay.
LOS E is defined as unstable flow of operation; the intersec-
tion has reached ultimate capacity; this condition is not
uncommon in peak hours. Congestion and intolerable delay. "
LOS F is "Forced flow of operation. Intersection operates below
capacity. Jammed.
CORRECTED COPY
THE NOTICE ORIGINALLY MAILED ERRONEOUSLY REFERRED TO DOUGHERTY ROAD IN
LINES 4 AND 5. THE WORDS "DOUGHERTY ROAD" HAVE BEEN CHANGED TO READ
"DUBLIN BOULEVARD."
CITY OF DUBLIN
NOTICE OF PUBLIC HEARING
TO CONSIDER THE LOCATION AND DESIGN FEATURE, AND ENVIRONMENTAL
EFFECTS OF THE PROPOSED WIDENING OF:
DUBLIN BOULEVARD BETWEEN DONLON WAY AND.VILLAGE PARKWAY
WHEREs Council Chambers
Dublin Civic Center
Dublin, CA 94568
WIMN: August 27, .1990, at 7:30 p.m.
Notice is hereby given that the city of Dublin will conduct a
public hearing to discuss the proposed location, right-of-way and
major design features and social, economic, environmental, and
other effects of the proposed widening and improvement of bublin
Blvd. The project consists of adding one travel lane in each
direction of Dublin Boulevard (the total number of lanes will
increase from four lanes to six lanes) ; providing double right-
turn lanes on the eastbound approach of Dublin Boulevard to. San
Ramon Road, triple left-turn lanes on the westbound approach lanes
of Dublin Boulevard, eastbound to Regional Street and attendant
signalization improvements. The project limits are from Donlon Way
to Village Parkway in the City of Dublin for a total length of 0.8
miles.
The purpose of the hearing is to provide local government
officials, civic groups and all interested persons an opportunity
to become fully acquainted with the proposed project; and to obtain
their input to insure that the transportation decisions reflect and
are consistent with Federal, State, and city goals and objectives.
The hearing is being held prior to making any commitment- to the
alternatives to be presented; no plans will be finalized until the
complete public record has been analyzed including data gathered at
the hearing. After the city has made its decision regarding the
proposal, approval will be requested of the Federal Highway
Administration for reimbursement under the federal-Aid Urban
Highway Program.
Detailed maps, drawings, the environmental document (Environmental
Assessment) , and other pertinent information received and/or
developed by the City will be available for inspection and copying
beginning JU1l . 27, 1990 at the following location:
City of Dublin Offices
100 civic Plaza
Dublin, CA 94568 (415) 833-6630
Written and oral statements from any interested person or group
i ^
regarding the proposed improvements will be received at the hearing
for entry into the hearing record.
The hearing records will remain open until Septenber.•6, 1990 (10 days.)..
During this time, written statements and exhibits concerning this
projects may be submitted to the Engineering Department for
inclusion into the hearing record. statements should be mailed to:
Mr. Lee Thompson, City Engineer
P.O. Box 2340
Dublin, CA 94568
z
A
d
• 53
oJ�ct �ocmow
RESPONSES TO COMMENTS ON THE ENVIRONMENTAL ASSESSMENT FOR THE
DUBLIN BOULEVARD CAPACITY IMPROVEMENTS
I . LIST OF COMMENTS RECEIVED
A. Letter from Harvey E. Levine, Howell & Hallgrimson,
May 30 , 1990 .
B. Letter from Harvey E. Levine, Hallgrimson, Wong,
Miller & Relyea, August 24 , 1990.
C. Minutes from the Public Hearing before the Dublin
City Council , August 27 , 1990.
D. Letter from Bob Bronstein, Bedford Properties,
September 5 , 1990 .
II . RESPONSES TO COMMENTS
A. Letter from Harvey E. Levine, Howell & Hallgrimson,
May 30 , 1990 .
COMMENT 1: Add the underlined language:
P. 12 , S.7 . 4 Land Use. The existing land use is
commercial office, retail use, including an auto
dealership. . . .
P. 21 . Setting. Land Use - Existing land use
adjacent to the project is predominantly commercial
office and retail, including a car dealership.
RESPONSE 1 : Since an auto dealership is a type of
retail use, it is not necessary list it separately.
COMMENT 2 :
P. 15, #31 Yes * , #37 Yes
P. 22 Impacts The project is also consistent with
the Downtown Dublin Specific Plan's general goal to
maintain downtown Dublin as a strong regional retail
center, but is inconsistent with the Specific
Plan's policy to encourage continued car uses in
the Specific Plan area. The project will have a
significant impact on the Crown Chevrolet site due
to its reduction of car display area. The Crown
Chevrolet site is also affected due to the adoption
of the plan line for the Dublin Boul-evard parallel
road at the southern end of the property, blocking
expansion to the south into a vacant area owned by
the car dealer. The foot take for the proposed
widening and the take for the future parallel street
will shrink the site and prevent expansion to the
south to compensate for the loss in the future.
Therefore the impact on the Crown site is
cumulative The approximate loss of car display
spaces is 30 to 35 . Further implementation of this
project . . . Improvements to Dublin Boulevard will
not cause any displacement of entire businesses, but
will effect the Crown Chevrolet site adversely
RESPONSE 2 : The proposed widening of Dublin
Boulevard is consistent with the Downtown Specific
Plan. The widening project is discussed in the plan
and it calls for the retention of the existing
automobile dealerships on an interim basis,
recognizing that as land values increase in the
downtown area it will be more economical for the
dealerships to sell their land and relocate. Since
the widening project will not cause the Crown
Chevrolet automobile dealership to be displaced, it
is consistent with that policy. Conversely, the
lack of capacity improvements could affect the
development of the CBD and adversely affect
employment, industry and commerce.
There is no cumulative impact upon Crown Chevrolet
because 1) the parallel road is proposed on a
completely separate parcel adjacent to Crown
Chevrolet and 2) the City will be implementing the
following mitigation measures on the Crown Chevrolet
parcel as part of the parallel road project (source:
Negative Declaration for adoption of right-of-way
line for parallel road south of Dublin Boulevard,
July 8 , 1988) :
a) relocate the existing driveway on Golden Cate
northerly approximately 100 feet;
b) install a new driveway at a location which will
align with the main access aisle for Crown
Chevrolet; and
C) install a gate at the new driveway.
One portion of the widening of Dublin Boulevard
project requires the acquisition of an eight-foot-
wide strip of land, or a total of about 3 , 200 feet,
in front of the Crown Chevrolet automobile
dealership. The first five feet of this land is
currently used as a landscape strip, and the
remaining three feet is paved as part of the vehicle
display area. The 3 , 200 square foot reduction is
about 1 . 50 of the entire parcel (216,000 square foot
parcel) or about 5% of the frontage display area.
With appropriate compensation for acquisition of the
property, the loss of 1 .5% of the property is not
-2-
considered significant. The number of lost vehicle
display spaces would range from 0 to 35, depending
on the size of the vehicles being displayed and the
configuration chosen to display them.
In addition, the loss of property values does not
constitute an environmental impact. Thus, no
additional mitigation measures are required.
However, it should be noted that the City will work
with the property owners to minimize the reduction
in the number of vehicle display spaces and parking
spaces (i .e. , either the City would have the plans
prepared or would pay for the preparation of the
plans for the revised display parking layout) .
Also, a narrower landscape strip will be installed,
where appropriate. For example, where display
parking areas are impacted, it may be appropriate to
reduce the width of the existing five-foot-wide
landscaped area to three feet (thereby reducing the
impact on the display area by two feet) . The new .
sidewalk will have street trees which will help
compensate for a reduction in the width of the
landscaped area.
COMMENT 3 : p. 22 Mitigation. Ne-:ttitie�atea-is
requ4:red7 The City will acquire the property at
fair market value and will pay severance damaaes ,
if any, due to the impact of this project on loss of
business display area.
RESPONSE 3 : The Environmental Assessment (P. 22 ,
Mitigation) has been revised to read as follows:
"All additional right-of-way will be acquired at
fair market value. Market value will consider
existing use of the land and any of the effects
the loss of such land will have on the existing
business. "
COMMENT 4 : P. 23 . Right-of-way takings are minimal
and, with the exception of the Crown Chevrolet
site, only affect landscaping and private parking
areas. Two parking spaces on private property will
be lost r�ea -Eelelen-Gaze-B�iae-ane�-a�ethe�-tae-neap
Village Parkway. Restriping of this parcel will
possibly gain a parallel or diagonal space. The
Crown Chevrolet site will loose approximately 30 to
35 display spaces after restriping has taken place.
RESPONSE 4 : The Environmental Assessment (P. 23)
has been revised to read as follows:
"Right-of-way takings are minimal affecting
landscaping, private parking areas and part of the
vehicle display area for an auto dealership. Two
-3-
parking spaces on private property will be lost
near Golden Gate Drive and another two near
Village Parkway. Restriping the parking areas
will possibly gain a parallel or diagonal space.
As described above, the loss of vehicle display
spaces can be minimized by working out a display
configuration which optimizes the entire display
area and by the reduction of new landscaped strip
along the frontage to three feet (which result in
a net loss of a three foot strip of paved display
area) . "
COMMENT 5: P. 23 . add before 9 .6: Mitigation. Same
as proposed for 9 . 4 , above.
RESPONSE 5 : Refer to Response 2 above.
COMMENT 6: P. 24. 5. 10 . Impacts . . The future
right-of-way is currently used for private parking,
and landscaping and car sales display area.
In some areas , the proposed right-of-way eliminates
existing parking space on private property and car
sales display area. After road widening, these
parking areas . . . . Where appropriate . . .
However , 30 to 35 car disolav spaces will be lost.
The net loss of parking is not significant. . . .
Loss of car display area may be significant unless
mitigated.
RESPONSE 6 : The Environmental Assessment (PP. 24 &
25, S. 10) has been revised to read as follows:
"Impacts due to the taking of right-of-way in order
to increase substandard lane widths (10-12 feet)
are minimal . No structures will be demolished or
moved. The future right-of-way is currently used
for private parking, landscaping and automobile
display area for a car dealership. "
"In some areas, the proposed right-of-way
eliminates existing parking spaces and vehicle
display area on private property. After road
widening, these areas will be restriped for angled
or parallel parking to replace the maximum spaces
possible. Where appropriate, spaces may be
designated for compact cars only. The new landscape
strip in front of the automobile dealership can be
-4-
limited to three feet to provide for minimal
reduction of display area. "
"The net loss of parking spaces is not significant.
The Dublin Downtown Specific Plan, adopted by the
City Council on July 21, 1987, revised the parking
standards for downtown development. Recent studies
revealed that past standards had resulted in an
oversupply of parking within the Central Business
District. "
COMMENT 7: P. 24. Mitigation. Ne-miti-gat�en
requ4:red. The City will acquire the needed right-
of-way at fair market value and in the case of low
of car display area pay for resulting severance
damages.
RESPONSE 7 : P. 24 has been revised to read as
follows: "All needed right-of-way will -be acquired
at fair market value which is based, among other
things, on the existing use of the lands. "
B. Letter from Harvey E. Levine, Hallgrimson, Wong,
Miller & Relyea, August 24 , 1990.
COMMENT 8 : I am writing to you on behalf of Pat
Costello, Betty Woolverton and Crown Chevrolet, 7544
Dublin Boulevard. The City's proposed widening of
Dublin Boulevard will have a significant negative
impact on Crown Chevrolet's on going business.
A review of the plan shows that the widening of the
roadway will cause the relocated sidewalk to take
the landscape strip, a portion of the car display
area, and will require the relocation of the light
standards and one of Crown's signs.
It is estimated that 30 to 35 car display spaces
will be lost. Depending on the replacement site of
the sign, visibility from the -freeway may be lost,
as well .
Enclosed is a letter previously sent to your staff
that spells out the changes we believe are needed in
the environmental document for it to be adequate.
The letter notes that these impacts on Crown are
cumulative , when taken with the City's action on the
property's southern edge (the plan line for the BART
generated connector street between Amador Plaza and
Regional Streets) .
The owners of Crown Chevrolet request that you
reconsider this widening decision. If, however, you
-5-
intend to move ahead, please adopt mitigation
measures necessary to reduce the impacts of the
project to insignificance. Those measures would be:
1 . Redesign sidewalk and landscaping requirements
so that Crown Chevrolet looses no display area.
2 . Relocate the sign to assure continued
visibility from the freeway.
3 . Assist Crown in developing on-site design
changes to mitigate any lose of landscaping and
display area.
The significance of these impacts on this Dublin
business of long standing should not be under
estimated or dismissed.
RESPONSE 8 : The proposed changes to environmental
assessment and the potential impacts of the proposed
widening project upon Crown Chevrolet's ongoing
business and potential loss of car display spaces is
discussed in Responses 1-6 above. As described
above, the City will reduce the width of the
landscape strip along Dublin Boulevard from five
feet to three feet in order to reduce the impact
upon Crown Chevrolet's car display area. However,
for safety reasons, the width of the sidewalk should
not be reduced.
In 1988 , the property owner was notified that both
of the existing signs are nonconforming in terms of
sign area and height. In addition, the site has
three freestanding signs, whereas the code allows
only one freestanding sign per parcel. The owner
has been informed that the signs must be brought
into compliance with the Sign Ordinance by July 12 ,
1992 (the widening of Dublin Boulevard is scheduled
for FY 1991-1992) . The property may either install
a lower and smaller freestanding sign on the
property line or move the sign farther from the
property line and install a larger and higher sign
(additional height may also be obtained through
approval of a conditional use permit) .
C. Minutes from the Public Hearing before the Dublin
City Council , August 27, 1990.
COMMENT 9 : Thank you, Mr. Mayor, and members of the
Council and Staff. My name is Harvey Levine from
the firm of Hallgrimson, Wong, Miller & Relyea on
7020 Koll Center Parkway, Pleasanton.
-6-
Our concerns , as indicated by Mr. Thompson, that
were raised a year ago when this issue first came
up, we indicated that we wouldn't need a public
hearing if we could agree on changes to the
environmental assessment document. We made a fairly
long proposal , which I will give to you in a moment,
and Mr. Thompson and his staff adopted some of the
items, but not all of them.
We're concerned about several issues, but to be
brief about it, because I think with no action in
the course of that, I think this is all going to go
on to the federal agency. We're primarily concerned
that there's a significant impact on Crown Chevrolet
caused by this loss. Our first question is how
could eight feet of frontage be of significant
impact? Well , the eight feet of frontage is going
to cause, by our estimation, 30 to 35 car display
spaces to be lost. Now, we had some discussion with
Staff. Staff wasn't sure they agreed with that, and
it also wasn't clear to them that we were actually
going to have to move the landscaping strip in a
parallel form so that we actually lose eight feet of
car display space simply because of the take. From
our point of view, if there's going to be some
negotiation on how wide the landscaping strip is
going to be and how we're going to go about doing
that, it would be far better to have those
conversations now in advance of going through the
environmental process so we could withdraw any
objections we might have so we could figure out
exactly what the impacts might be, and clearly
there's going to be impacts.
There's going to be on eminent domain action if
there's no agreement on the size of the take, so
part of my role tonight is only to indicate what we
think are the potential damages, and again that's
just for the record. It's not only the actual loss
of square footage. I think your Staff estimated
3 , 200 square feet of space. It's the loss of the
car spaces , anywhere from 30 to 35.
There will also be some relocation items, all the
light stands are in the area for the take, and one
of Crown's signs is in the take area, so there will
be relocation costs associated with that. Having
said all that, I'd only like to add that we believe,
for the record, that the impacts are not just simply
this loss of 3 , 200 square feet, but cumulative
impact.
-7-
If you recall , we spent more than a few hours before
you in the discussion of the street at the rear of
the Crown's site, and at that time, we indicated
that we were going to have a cumulative effect when
taken with the take for the front, and now we're
talking about the take on the front again. This
site is being squeezed from both sides. We
understand your traffic needs, but it doesn't mean
we're happy about it.
Having said all that, I think we've made our point
for the record, and if, in fact, the City would like
to sit down and talk to us about the suggestion in
the revised environmental assessment regarding
reduction of the landscaping, we'd be glad to sit
down and do that. I read that for the first time
this evening. We're pleased to see you recognize .
it, but there's probably a solution to keep the take
cost down and keeping the impact as minimal as
possible on an ongoing business, and as soon as
you'd like to sit down with us, we'd be please to do
that.
RESPONSE 9 : Refer to Responses 1-8 above.
COMMENT 10 : I have a question. Sean Costello. On
this property that they're going to widen, are any
of the telephone poles going to be removed?
RESPONSE 10 : This will not be part of an
underground district, so there may be some poles
that will be moved, but existing wires will not be
undergrounded.
COMMENT 11: Mr. Costello: Because my concern is
because I am on that stretch of sidewalk nearly
every single day, and I mean all the way from
Dougherty to Golden Gate, you know. I have to drive
and, you know, evade telephone poles and such. Are
there any additional future plans for the utility
poles along Dublin Boulevard between Dougherty Road
and Golden Gate Drive?
RESPONSE 11 : The City has had two underground
utility projects, and obtains money from PG&E
through the P.U.C. each year. The City has borrowed
out ten years in advance to get some of those
projects done, so the City will not receive any
money for eight or nine years from that source. The
City has contributed funds for undergrounding on
Dougherty Road under the five-year capital
improvement program. However, the City does not
have any additional utility programs now.
-8-
COMMENT 12: Mr. Costello: In front of Dublin
Office Supply, there is no sidewalk at all , and I
have to drive my wheelchair in the entire driveway
Are there any plans for that area?
RESPONSE 12: The proposed project does not include
the area in front of Dublin Office Supply.
r
COMMENT 13 : Mr. Costello: Will BART be building at
the same time?
RESPONSE 13 : BART has adopted a two-station program
and has not informed the City which station will be
built first. The second station is, unfunded. So
at this point, the City doesn't know which station
will be built first.
COMMENT 14: Mr. Costello: If BART is going to
build at that time, the City is going to start
construction and bus service is stopped, I am going
to be stranded.
RESPONSE 14 : The proposed widening project should
not affect any bus lines.- BART may affect some bus
lines once it gets started, but this project itself
should not affect the buses .
D. Letter from Bob Bronstein, Bedford Properties,
September 5 , 1990.
COMMENT 15: On behalf of Bedford Properties, Inc. ,
owner of the "Orchard Supply" retail shopping center
on the south side of Dublin Boulevard, between
Golden Gate Drive to the east and Regional Street to
the west, this letter is our response to the
Environmental Assessment report evaluating the
above-referenced project. Please enter this letter
into the public record for the scrutiny by the
appropriate city, state and federal officials
responsible for judging the merits of the subject
proposal .
We recommend against implementing the proposal in
its current form:
1 . The Environmental Assessment used to consider
this project is incomplete in its scope. The
report fails to discuss the impact of the
proposal in the context of other proposals
currently under consideration by the City that
also directly affects our property As a
result of a recent adoption (over objection) of
-9-
a Plan Line for a second proposal to construct
a new street, our property is subject to a
considerable right-of-way acquisition along its
south border. The imposition of this Plan Line
restricts tenant access to and use of the rear
of the shopping center. It also precludes our
ability to further develop or expand the
existing structure. The proposed bisecting
street destroys the continuity of and impedes
our flexibility in expanding the shopping
center. Taken together, these resulting
conditions substantially reduce the value of
our property beyond what we can expect in
compensation from the City as part of their
right-of-way acquisition.
The scenario above is intended to illustrate to
you two crucial points:
First, although the effect of the subject
proposal seems limited, cumulatively it is
considerable. If this proposal is to be
adopted, our property becomes subject to public
street boundaries on both its northern and
southern borders. The shopping -center
development was not designed in anticipation of
shrinking boundaries, and cannot therefore be
expected to offer vendors and patrons an
efficient and convenient shopping venue if the
subject proposal is implemented. If it is,
Bedford Properties , local shoppers and
proprietors, and the City of Dublin (in the
form of lost tax revenues) all suffer.
Second, in the absence of a comprehensive long
range plan, we are now subject to a series of
actions that will needlessly impact our
property's value and viability. It is our
belief that a series of unplanned, ad hoc,
"community benefiting" public works programs
will end of detrimental not only to us but the
community at large. Our interest is in
stopping this piecemeal pattern of
uncoordinated takings in favor of a long term,
dependable plan.
RESPONSE 15: The Dublin General Plan and the
Downtown Specific Plan constitute long range plans
for the area. The proposed project is consistent
with both plans, as discussed in Response #2 above.
A parking survey completed in 1988 indicated a 26%
peak off-street utilization for the area where the
-10-
Bedford Properties land is located. Although some
parking spaces may be lost, the City will work with
the Applicant to minimize the number of parking
spaces which will be eliminated.
There will not be a cumulative impact because the
City will be implementing the following mitigation
measures to reduce the impacts from the proposed
parallel road (source: Negative Declaration for
Parallel Road south of Dublin Boulevard,
July 8 , 1988) :
"Additional parking shall be provided on-site for
APN 941-1500-47-2. Annual review of the number of
employees and parking demand will determine how many
spaces are needed, to a maximum indicated below.
The additional parking -can be accomplished as
described below (see also Figure 1) .
1 . Restripe driveway along west side of building
to provide 90 degree parking and a drive aisle (net
gain of 12 spaces) .
2 . Build new parking area west of building (47
'spaces)
3 . Restripe front area to preserve 17 standard
size spaces and 5 handicapped sized spaces.
4 . Provide the parking spaces shown on the
variance permit at the rear of the property as
expansion parking (49 spaces) .
5 . Encourage a 7, 200+ square foot property
exchange between this property and the BART property
to the east. The exchange will furnish an area of
sufficient dimensions to provide 42 spaces, plus
will provide the BART property with direct street
frontage on the new road.
The total 122 spaces which will be removed as a
result of this project can be replaced with 108
spaces, with an additional 42 available if the
property exchange is executed (total of 150) .
The City is currently preparing an ordinance that
would provide a conforming status to properties
rendered non-conforming due to a City action such as
condemnation. If this ordinance is enacted, it
should be applied to this property.
If a new business wants to locate at the Unisource
site, the parking will have to be re-evaluated,
-11-
considering that the parking may be less than the
standard requirement due to the loss of available
parking area .
Appropriate compensation for splitting property or
loss of parking shall be made to affected property
owners. "
COMMENT 16 : By restricting consideration of this
proposal against only a "no project" alternative,
the City is ignoring a third viable option. A
section of land can be acquired from the north end
of Dublin Boulevard, rather than the south end
(between Golden Gate Drive and Regional Street) .
This alternative has three benefits over the current
proposal :
a. Landscape reparations appear to be less
extensive and not as costly. Costs can be
minimized.
b. The integrity of the property on both sides of
the street is maximized since they share equally in
the burden and benefits of accommodating an
expanding community.
C. Assuming the parcel on the north side of Dublin
Boulevard is not subject to other condemnation
actions, a right-of-way acquisition on that parcel
would constitute less of a disruption to its
configuration, compared to the effect on our
property, thereby maintaining its viability and
value.
Our interest is not to turn our back on a burgeoning
community, but rather to ensure that any plans
affecting existing property owners are implemented
fairly. No one property owner should be required to
bare the burden of a condemnation that benefits
other property owners unaffected by the subject
proposal . All the improvements for the corridor
should be part of a larger plan. That large plan
should be subject to an EIR.
We, therefore, respectfully request that you
consider the above arguments seriously in your
evaluation of the proposal before you.
RESPONSE 16: The alternative would significantly
affect the existing alignment of Dublin Boulevard
( including an area west of Regional Street) and
would affect a greater number of parcels. It is not
-12-
feasible because it would require the removal of a
portion of Grand Auto's building.
-13-
Hallgrimson, Wong, Miller & Relyea
Attorneys at Law
STEVEN L HALLGRIMSON
ERIC WONG 7020 KOLL CENTER PARKWAY,SUITE 142 60 S.MARKET STREET,SUITE 900
HOWARD S.MILLER PLEASANTON.CALIFORNIA 94566 SAN JOSE,CALIFORNIA 95113-2303
JANE P.RELYEA PHONE(408)275-6600
HARVEY E.LEVINE PHONE(415)462-2424 FAX(415)462.7818
RONALD I.RAINEY FAX (408)275-0315
JO ANN DERUVO
DONNA L BECKER
MARK L.HIRSCH
THOMAS D.MURTHA
NANCY L BRANDT
STEVEN LIAM F.BURNS August 24, 1990
WAYNET.WONG
C382-004
Honorable Mayor
Members of Council
City of Dublin
Dublin Civic Center
Dublin, CA 94568
Re: , .Hearing : on Widening of Dublin Boulevard
The Honorable Mayor and Members of Council :
I am writing to you on behalf of Pat Costello, Betty Woolverton
and Crown Chevrolet, 7544 Dublin Boulevard. The City' s
proposed widening of Dublin Boulevard will have a significant
negative impact on Crown Chevrolet' s on going business.
A review of the plan shows that the widening of the roadway
will cause the relocated sidewalk to take the landscape
strip, a portion of the car display area, and will require
the relocation of the light standards and one of Crown' s
signs.
It is estimated that 30 to 35 car display spaces will be
lost. Depending on the replacement site of the sign, visibility
from the freeway may be lost, as well.
Enclosed is a letter previously sent to 'your staff that
spells out the changes we believe are needed in the environmental
document for it to be adequate. The letter notes that these
impacts on Crown are cumulative, when taken with the City' s
action on the property' s southern edge (the plan line for the
BART generated connector street between Amador Plaza and
Regional Streets . )
The owners of Crown Chevrolet request that you reconsider
this widening decision. If, however, you intend to move
ahead, please adopt mitigation measures necessary to reduce
the impacts of the project to insignificance. Those measures
would be:
The Honorable Mayor
Members of Council
August 24 , 1990
Page 2
1. Redesign sidewalk and landscaping_ requirements so
that Crown Chevrolet looses no display area.
2 . Relocate the sign to assure continued visibility
from the freeway.
3 . Assist Crown in developing on-site design changes
to mitigate any lose of landscaping and display
area.
The significance of these impacts on this Dublin business of
long standing should not be under estimated or dismissed.
Yours very truly,
HALLGRIMSON, WONG, MILLER & RELYEA
L.
Harvey E. Levine, Esq.
U
HEL/aln
Enclosures
cc: Betty Woolverton
Pat Costello
LiwOfficesof 7020 Koll Center Parkway,Suite 142
Pleas nion.California 945136
Hovkjell & Haflgrimson Telephone 415 462 2424
A Professional Corooration Telecopier 415-462-7818
San ASP 0"Ice:
rr
3,souln%,arkel 5!reel.swe
S--!:,Jose.Ca:JGwia 95:i3,['3
eieoh��rc- 275
Re NO. Te1ecop:e. 3 275 03;5;
May .30, 1989
City of Dublin
P.O. Box 2340
Dublin, CA 94568
ATTENTION: LEE THOMPSON AND TRUDY RYAN '
Re: Environmental Assessment
Sch. No. MA556 - Dublin Boulevard
Dear Lee and Trudy:
Thank you for taking the time to meet with Pat Costello
Betty Woolverton and me today regarding the environmental
assessment of the proposed Dublin Boulevard widening.
After that meeting, it was agreed that I would propose
the modifications to the environmental assessment to
meet our concerns . You will indicate in writing to me
if those modification have been made to the assessment.
Once we are satisfied that assessment accurately reflects
our impacts , we will provide you with a letter withdrawing
our public hearing request.
Attached are our proposed modifications.
Sincerely,
HOWELL & HALLGRIMSON
by
-E Tvine
X
H;L/'aav 6y 1p
Enclosures
envassmt. ltr
PROPOSED CHANGES TO ENVIRONMENTAL ASSESSMENT
Schedule No. M-A556 - Dublin Boulevard
Add the underlined language:
P. 12 . §7 . 4 .
Land Use. The existing land use is commercial office,
retail use, including an auto dealership. . . . .
P. 15 .
n 31 Yes
tt 37 Yes
P. 21.
Setting.
Land Use - Existing land use adjacent to the project is
predominantl,7 commercial office and retail, including a
car dealership.
* * *
P. 22 .
Impacts
. . . . The project is also consistent with the Downtown
Dublin Specific Plan' s general goal to maintain downtown
Dublin as a strong regional retail custom, but is
inconsistent with the Specific Plan ' s policv to enccuraae
continued car uses in the Specific Plan area The
project will have a sianificant impact on the Crown
Chevrolet site due to its reduction of car display
area. The Crown Chevrolet site is also affected due to
the adoption of the plan line for the Dublin Boulevard
parallel road at the southern end of the property,
blocking expansion to the south into a vacant area
owned by the car dealer. The .. . take for the nronesed
widening and the take for the future parallel street-
will shrink the site and prevent expansion to the south
to compensate for the loss in the future. Therefore ,
the impact on the Crown site is cumulative. The
approximate loss of car disnlav spaces is 30 to 35: .
Further implementation of this project . . .
Improvements to Dublin Boulevard will not cause any
displacement of entire businesses but will effect the
Crown Chevrolet site adversely. . . . .
P. 22 .
Mitigation.
Pie miti gatle. Is req:aired.,
The City will acquire the property at fair market value
and will pay severance damages , if any, due to the
impact of this project on loss of business displav area
P. 23 .
Right-of-way takings are minimal and, .with the excection
of the Crown Chevrolet site only affect landscaping
and private parking areas . Two parking spaces on
private property will be lost near Gcrld��i mate � i ;�
a-nd- ems per—t-rc- Village Parkway. Restriping of t--his
parcel will possibly gain a parallel or diagonal space.
The Crocco Chevrolet site will loose apnrcximately 30 to
35 car display spaces after restrining has taken places
P. 23 . add before 9 . 6 :
Mitigation. Same as proposed for 9 . 4 above.
P. 24 . §10 .
Impact's The future right-of-way is currently used
for private parking, and landscaping and car sales
display area.
In some areas, the proposed right-of-way eliminates
existing parking space on private property and car
sales display area. After road widening, these parking
areas . . . . Sphere appropriate . . . . However, 30
to 35 car disnlav spaces will be lost.
The net loss of parking is not significant.
Loss of car display area may be significant unless
miticated .
P. 24 .
Mitigation .
lie mitigati
en i3 reqtritett.
The city will acquire the needed right-of-way at fair
market value and in the case of loss of car display
area pay for resulting severance damages
o Four lanes for through traffic flow on westbound
approach to Regional Street and three lanes of through
traffic on eastbound approach to Amador Plaza Road
(Figure 1, Sections B, C, and D) . Additional right-of-
way is required on the north side of Dublin Boulevard
between San Ramon Road and Regional Street . On the
Southside of Dublin Boulevard and San Ramon Road the
requirement is for approximately 180 feet west of
Regional Street and between Regional Street and Golden
Gate Drive . Right-of-way is required at Crown Chevrolet-
(8 feet) for third through lane and widening at Village
Parkway.
6 . 3 Alternatives to the Pronosed Action
The only alternative which was considered for this project was
the "no project" alternative. The "no project" alternative
would result in traffic congestion along Dublin Boulevard with
unacceptable levels of service at four of the five intersec-
tions . In addition, the "no project" alternative would result
in lower air qualit.1 due to idling vehicles ; and lack of
efficient access to downtown commercial areas of regional
significance which could adversely affect. the economic
viability of the businesses .
7 . E?rVIROti,•!EPtTAL SETTING
7 . 1 Tcccarachv. The terrain of the road is essentially
flat, as are the adjacent properties.
7 . 2 Gecloay. The Calaveras Fault is located to the west of
this project . The last major earthquake along the
Calaveras Fault was in 1861, but no recordings were
made of its intensity.
7 . 3 Vegetation. The area has been developed and supports
ornamental landscaping. There is no native vegetation.
7 . 4 Landuse. The existing land use is commercial office,
retail use. The proposed project is in conformance
with the Dublin General Plan.
12
If yes, is
it signifi-
Yes or cant? No,
No Yes, or
BTCLCGIC-%L. Will t-!e cr--ocsal result in (either directiv or indirectly) :
(cunt. )
27. C'lar'_ge In the diversity Of s:PCles, or nizacers of any
species of anir*la's (birds, 1?nd animals including
reptiles, fish and shellfish, benti•ltic orga*ii ins, insects
or microfauna)? No
28. Reduction of the nu-,Lers of or encroachment upon the
critical habitat of any urn— rare or emar_gered
species of anin'a1s? `i°
2g. Int_mduction of n°,✓ species of an Lm is into an area
or result in a barn ier to the mic="ation or Trove^e It
o= arLl,--�al s?
l � ,'o
1TC. Triill t`:e r.....`-sal di recd y or lrrHr°r"tlt�.
�•�CL=L AID L,CCi�iCt -
3p Cruse disr�p-ion cf erde- develc ent?
31. Ee Lnccnslstent '41th a-n,y e1e-,a7ts O_ adcct— ;]P1ty.
plans, p011C'_°_S, Or Ccals, °- C-O'e_'`br' s Ur= Star te�`j
or tie Fresi^ent' s *�a`ic; rl Ur z� policy
projec`
32 . Affect the location, dist;ibution, density or
rate of the hu;an pcpulaticn of an area? Nn
33. Affect life-styles, or nei ghbonccod character or
stability? No
3a. affect. minority or other s`ecific interest groups? No
35. Divide or disrupt an eslished Cam' = i.ty? No
-`a
36. Affect exis`...irg Ylousing, rewire the displace-me_nt of
people or create a dararid for addit-ion rousing?. No
37. Affect en- lo7ment, industry or czri nexce, or require
the displacement of businesses or fam7-ns? No
38. Af`ec� prcLe,t-y valLps or t� e lcc�? tax lase?
.g ,. :
*See fcl ic-winc section: Discussion of Envi ro=m ental Evaluation and Mi tl a+' o
ieasures .
15
(FHPM) 7-7-3 , Procedures for Abatement of Highway Traffic Noise
and construction Noise . FHPM 7-7-3 defines a traffic noise
impact to be "when the predicted traffic noise levels approach
or exceed the noise abatement criteria, or when the predicted
traffic noise levels substantially exceed the existing noise
levels . "
Because there are no sensitive receptors located within the.
project . limits, a federal noise study was not required.
Mitigation
Project related noise levels are within the normally acceptable
range "as set forth in the City of Dublin General Plan and are
not expected to exceed these levels .
The project is within a commercial area with no sensitive
receptors . Because of existing Town design guidelines ,
businesses are set back from the street and most have parkin
spaces in front which provide additional noise buffering. The
hours of construction would be limited to bet;�een 7 : 30 A M and
6 : 00 P- IM. and construction equipment would be appropriately
muffled.
Caltrans has de,.eloped construction noise perfo n-,ance standards
for ne:a rcad. y
vas . The incorporation of these speci
into the construction management for this f ' creduce
construction noise. project will reduce
9 . 4 SOCIAL AND ECONOMIC
Question 730 Cause disruption of orderly planned development?
Question n31 Be inconsistent with any elements of adopted
community plans , policies , or goals , the
Governor's Urban Strategy or the President' s
National Urban Policy (if NEPA project) ?
Question n37 Affect employment, industry or commerce, or
require the displacement of businesses of farms?
Letting
Land Use - Existing land use adjacent to the project is
predominately commercial office and retail .
The City of Dublin General Plan designates Dublin Boulevard as'
an arterial street.
The project limits are within the CBD of `he L•.
Downtown Dublin serves a major role as La regional Dretail
e
centr. The city of Rene and pie` � Dublin together with the Cities of San
san;.cn ,% are referred to as the Tr; -Malley Area.
The Tri-Valley is projected to grow substantially over the
21
coming fifteen years . The population within the City of Dublin
is projected to increase from approximately 18 , 000 to 40 ;.000
residents .
Impacts
The proposed project is consistent with the Dublin General Plan
.guidelines for planned development of the CBD and is compatible
wi-th ---s•urrounding office , commercial and retail uses . The
-p.r.oject is also consistent with the Downtown Dublin Specific
Phan' s general goal to maintain downtown- Dublin as a strong
r,e.gional retail center. Further, implementation of this
project will carry out the recommendations of the City of
;.Dublin ' s Downtown Improvement Plan Traffic and Parking
-Constraints study, to provide additional capacity in the CBD
along Dublin Boulevard and at the intersection of Dublin
Boulevard and San Ramon Road.
:Improvements to Dublin Boulevard will not cause any displace-
ment . The lack of capacity improvements may affect the
;:e,conomic development of the CBD and adversely affect employ-
:'-,r ent, - industry and commerce.
' Mit`icration
No mitigation is re�-uir=d.
TRANSPORTATION
Question -40 Affect public utilities , or police , fire ,
emergenc•i or other public services?
Question E. 41 Have substantial impact on existing transporta-
tion systems or alter present patterns of circu-
lation or movement of people and/or goods?
Question X42 Affect vehicular movements or generate
additional traffic?
Question 243 Affect or be affected by existing parking
facilities or result in demand for new parking?
Setting
.:_:The%...proposed project will not alter the present circulation
pattern. It is an effort to provide for additional capacity on
the existing local circulation system to serve anticipated
growth and development.
Impacts
The; - proposed modifications will nct adversely affect public
utilities or public. services. The increased capacit-:r cf tne
=-adway and intersection will , in effect , enhance public
services to the area . Project improvements will contribute to
22
7 �R
?awl more effective movement of emergency vehicles on Dublin
Boulevard. Also the y
proximit of the intersection of Dublin
Boulevard and San Ramon Road to Interstate 580 makes it
important for the expeditious mobility of police, fire, and
emergency vehicles accessing the area to and from the freeway.
The proposed improvements are a design effort to mitigate
existing and future traffic congestion levels . They are
improvements to the existing system and are not anticipated to
attract additional traffic, change or impact vehicular
movements .
Right-of-way takings are minimal and only affect landscape and
private parking areas . Two parking spaces on private property
will be lost near Golden Gate Drive and another two near - -
Village Parkway. Restriping of these parcels will possibly
gain a parallel or diagonal space.
All on-street parking (approximately 115 spaces) will be
eliminated from Dublin Boulevard in the project area. Parking
studies for the downtown area indicate a lour; usage of on-street
parking spaces . A parking survey conducted during the
Christmas season, whic�: is traditionally_ the busiest time cf
the year , yielded a 4-25% occupancy ratio for en-street
parking. This project will oe-displace current cn-street� par'
vehicles to other cross-streets and per :aps to the adjacent
off-street par:;ing facilities . There is a large s`:,ply o
downto;;n parking both on- and off-street.
9 . 6 ARCHAEOLOGICAL AND HISTORIC
Question -'.7 Affect any significant archaeological or
historic site, structure, object or building?
Settina
The Area of Potential Effect (APE) for the proposed project
falls entirely within the area disturbed by Dublin Road
improvements in the 1960's. There are no historic structures
within the APE .
Imnacts
A recent search was conducted by the Northwest Information
Center, Sonoma State University. An additional records search
and field surveys conducted by Archaeological Services, Inc. of
Stockton , California indicates that no previously recorded
prehistoric or historic archaeological sites have been found
within the project area.
Though the project site possesses some geographical features
L
ypical of prehistorical archaeological sites (located at the
base of foothills and along a water course) , i t has been
disturbed (mostly paved ) by previous Dublin Boulevard
improvements in the 1960's.
23
� . Archaeological Services, Inc. concluded that it is unlikely
l
h
d b
t
di
t tha unsure archaeological gical deposits exist within the APE.
�. There are also no structures over 50 years old within the APE.
Mitiaation
Should buried archaeological materials such as bone, obsidian,
chert, midden, ceramic or glass fragments, square nails , or
bricks be uncovered during excavation or construction, a
qualified archaeologist should be retained to evaluate the
finds and make recommendations as appropriate.
10. MITIGATION OF IMPACTS DUE TO RIGHT-OF-WAY NEEDS
Impacts due to the taking of right-of-way in Orden to increase
substandard lane widths ( 10-12 feet) are minimal . No
structures will be demolished or moved. The future right-of-
way is currently used for private parking and landscaping.
Where the removal of existing landscaping and street trees
occurs , news trees , Platanus acerifolia, will be planted at a
1 : 1 ratio in the adjacent planting strip. All new trees and
shrubs will be a minimum . of 15 gallon and 5 gallon sizes
respectively. Trees and shrubs removed from pri,,ate property,
will be replaced by t*-- City as desired by the property owners .
In some areas , the proposed right-of-way eliminates existing
parking spaces on private property. After road widening, these
areas will be restrined for angled or parallel parking to
replace the maximum spaces possible. Where appropriate, spaces -
nay be designated for compact cars only.
The net loss of parking spaces is not significant. The Dublin
Downtown Specific Plan, adopted by the City Council on July 21,
1987 , revised the parking standards for downtown development.
Recent studies revealed that past standards had resulted in an
oversupply of parking within the Central Business District.
Mi.tiaation
No mitigation is required.
2-
i
BEDFORD PROPERTIES '
SEP 6 1990
PUBLIC.WORKS
September 5, 1990
Mr. Lee Thompson
City Engineer
P.O. Box 2340
Dublin, CA 94568
Re: Proposed Modification to/Widening of Dublin Blvd.
Between Donlon Way and Village Parkway, Dublin, CA
Dear Mr. Thompson:
On behalf of Bedford Properties, Inc. owner of the "Orchard
Supply" retail shopping center on the south side of Dublin Blvd. ,
between Golden Gate Drive to the east and Regional Street to the
west, this letter is our response to the Environmental Assessment
report evaluating the above-referenced project:
Please enter this letter into the public record for the scrutiny
by the appropriate city, state and federal officials responsible
for judging the merits of the subject proposal.
We recommend against implementing the proposal in its current
form:
1. The Environmental Assessment used to consider this project
is incomplete in its scope. The report fails to discuss the
impact of the proposal in the context of other proposals
currently under consideration by the City that also directly
affects our property. As a result of a recent adoption
(over objection) of a Plan Line for a second proposal to
construct a new street, our property is subject to a
considerable right-of-way acquisition along its south
border. The imposition of this Plan Line restricts tenant
access to and use of the rear of the shopping center. It
also precludes our ability to further develop or expand the
existing structure. The proposed bisecting street destroys
the continuity of and impedes our flexibility in expanding
the shopping center. Taken together, these resulting
conditions substantially reduce the value of our property
beyond what we can expect in compensation from the City as
part of their right-of-way acquisition.
S+
bC::...li i:C2L!c'� !i".C. c�„l•Q L.Ob'. __. .�^ .__._.. ._. �:'._
Mr. :�Lee Thompson
September 5, 1990
Page;. 2-
The-scenario above is intended to illustrate to you two crucial
points:
First, although the effect of the subject proposal seems limited,
cumulatively it is considerable. If this proposal is to be
adopted, our property becomes subject to public street boundaries
on-hoth its northern and southern borders. The shopping center
devei.opment was not designed in anticipation of shrinking
boundaries, and cannot therefore be expected to offer vendors and
pat'ro'ns an efficient and convenient shopping venue if the subject
proposal is implemented. If it is, Bedford Properties, local
shoppers and proprietors, and the City of Dublin (in the form of
lost`:.tax revenues) all suffer.
Second, in the absence of a comprehensive long range plan, we are
now :A`s:ubject to a series of actions that will needlessly impact-
our:::pr.operty' s value and viability. It is our belief that a
seri'es: of unplanned, ad hoc, "community benefiting" public works
programs will end up detrimental not only to us but the community
at large. Our interest is in stopping this piecemeal pattern of
uncoordinated takings in favor of a long term, dependable plan.
2 . ' By restricting consideration of this proposal against only a
"no project" alternative, the City is ignoring a third
viable option. A section of land can be acquired from the
:-north end of Dublin Blvd. rather than the south end (between
:::Golden Gate Drive and Regional Street) . This alternative
:..;has three benefits over the current proposal:
;a;. Landscape reparations appear to be less extensive and
not as costly. Costs can be minimized.
integrity of the property on both sides of the
street is maximized since they share .equally in the
burden and benefits of accommodating an expanding
community.
Assuming the parcel on the north side of Dublin Blvd.
is not subject to other condemnation actions, a right-
- °of-way acquisition on that parcel would constitute less
:.nf .a disruption to its configuration, compared to the
effect on our property, thereby maintaining its
viability and value.
Mr. Lee Thompson
September 5, 1990
Page 3
Our interest is not to turn our back on a burgeoning community,
but rather to ensure that any plans affecting existing property
owners are implemented fairly. No one property owner should be
required to bare the burden of a condemnation that benefits other
property owners unaffected by the subject proposal. All the
improvements for the corridor should be part of a larger plan.
That large plan should be subject to an EIR.
We therefore respectfully request that you consider the above
arguments seriously in your evaluation of the proposal before
you.
Si cerely,
B ( Bronstein
Property Manager
BB/j c
cc: Maureen Drotleff
Matt Shippey
Bud Lake
Frank Morrow
Dublin City Council
RESOLUTION NO. -95
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
TO ADOPT A NEGATIVE DECLARATION AND FINDINGS OF
DE MINIMS IMPACT ON WILDLIFE FOR
THE DUBLIN BOULEVARD CAPACITY IMPROVEMENT PROJECT
AND TO RATIFY PREVIOUS APPROVAL OF THE PROJECT
Recitals
1. The City has long planned improvements to increase the capacity of Dublin Boulevard west
of I-680. The project is subject to environmental review under the California Environmental Quality Act
(CEQA). Because funding for the project will be provided by the Federal Highway Administration, the
project is also subject to the National Environmental Protection Act (NEPA).
2. To meet the environmental review requirements of CEQA and NEPA, a joint
Environmental Assessment was prepared by the City, Caltrans, and the FHWA(Exhibit B). The
Environmental Assessment did not identify any significant environmental impacts.
3. As required by CEQA, the Environmental Assessment was noticed and available for public
review from July 27, 1990,. to September 6, 1990. Although not required, a public hearing to receive
comments on the Environmental Assessment was held on August 27, 1990.
4. As required by CEQA§ 21082.1, the Environmental; Assessment circulated for review
reflected the independent judgment of the City as to the potential environmental effects of the project.
5. Following the public review and comment period, the FHWA issued a Finding of No
Significant Impact (FONSI) based on the Environmental Assessment (Exhibit A).
6. As encouraged in CEQA§21083.7, and provided for in CEQA Guidelines§§ 15221 and
15225, the City may adopt the FONSI as a Negative Declaration for the project, subject to compliance
with substantive and procedural requirements of CEQA.
7. The City Council has considered the Negative Declaration, including the FONSI statement
from the FHWA, the related Environmental Assessment, and comments received during the public review
period.
8. The City Council has also considered the impacts of the project on wildlife. Because the
project area is already disturbed, consisting of paving and existing urban development and improvements,
and considering the record as a whole, there is no evidence the project will have potential for adverse
effects on wildlife resources or the habitat upon which the wildlife depends. The condition of the project
area and other substantial evidence in the record does not support the presumption of adverse effect
contained in 14 Cal. Code of Regulations§ 753.5(d).
Page 1 a ? a
NOW, THEREFORE, BE IT RESOLVED as follows:
A. The proposed Negative Declaration reflects the independent judgment of the City of Dublin
which hereby adopts the Negative Declaration.
B. Based on the above findings relating to wildlife impacts, the City Council directs the
Planning Director to complete a certificate of Fee Exemption per 14 Cal. Code of Regulations§
753.5(c)(2).
C. After consideration of the Negative Declaration and comments received during the public
review period, the City Council hereby ratifies its previous approval of the Dublin Boulevard Capacity
Improvements Project.
PASSED,APPROVED,AND ADOPTED this 23rd day of January, 1995.
AYES:
NOES:
ABSENT:
Mayor
ATTEST:
City Clerk
a:(9495)/january/resongdc
Page 2
FEDERAL HIGHWAY ADMINISTRATION
1
FINDING -OF, NO SIGNIFICANT IMPACT
FOR
DIIBLIN BOULEVARD WIDENING PROJECT IN
DIIBLIN, CALIFORNIA
The FHWA has determined that this project will not have any
significant impact on the human environment. This finding of no
significant impact is based on the attached environmental
assessment, which has been independently evaluated by the FHWA and
determined to adequately and accurately discuss the environmental
issues and impacts of the proposed project. It provides sufficient
evidence and analysis for determining that an environmental impact
statement is not required. The FHWA takes full responsibility for
the accuracy, scope, and content of the attached environmental
assessment.
Date fs�! Rogue Borg, Division Adr+artilstrator
. icny y, � P.
Fes.�o�7� � �l�. ,amw�ao.exrno
REVISION: June 14,1991
SCH NO.
N-a55o
Dublin Boul=_':ard
Dublin Boulevard Caoacicf ve=ents
EtiyIRO,-k:j�ENTAL ASS= S-1=NT
City o= Dublin
and
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De7a_lme -C 0'
and
U. S . De ar.:ant G= T__--s-p o=:c=_C
y��.•.��a� i.+ � naY ACS=::_��_G�.�C
F rs a t moo. L2 L.S .C. /1-332 (2) (c) .
4—
S . �T'-:0M?s-o / U Date
E�,c-;-nee' rt— y
' City �--
c_ty of Dubli-
oo Q2
Dazz
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Ca_t=ans
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Divisior. Ad.:+i:is _Gtor
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0
TABLE OF CONTENTS
Page
1. Title . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Need . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Regional Access Needs
2.2 Local Access Needs
3. Background . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.1 Local Significance
3.2 Regional Significance
3.3 Adopted Growth Scenario Traffic Implications
4. Capacity Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5. Alternative Transportation Modes Available . . . . . . . . . . . .. . . . . . . 8
6. Description of Proposed Actions .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
6.1 Proposed Improvements
6.1.1 Roadway Restriping
6.1.2 Intersection Widening
6.2 Right-of-way Needs
6.3 Alternative to the Proposed Action
7. Environmental Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8. Environmental Significance Checklist . . . . . . . . . 13
9. Discussion of Environmental Evaluation and Mitigation Measures . . . . . . 18
9.1 Energy
9.2 Air Quality
9.3 Noise
9.4- Social and Economic
9.5 Transportation
9.6 Archaeological and historic
10. Mitigation of Impacts
Due to Right-of-Way Needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
ENVERONIIENTAL ASSESSIIENT (NEPA)
1. TITLE
DUBLIN BOULEVARD CAPACITY E IPROVEMENTS
The project consists of adding one travel lane in each direction of Dublin Boulevard
(the total number of lanes will increase from four lanes to six lanes);providing double
right-turn lanes on the eastbound approach of Dublin Boulevard to San Ramon Road,
triple left-tum lanes on the westbound approach lanes of Dublin Boulevard to San
Ramon Road, four lanes of through traffic, on Dublin Boulevard, eastbound to
Regional Street and attendant signalization improvements. The project limits are
from Donlon Way to Village Parkway in the City of Dublin for a total length of 0.8
miles. (Figure 1)
2. NEED
Dublin Boulevard lacks adequate capacity to meet projected future trafnc.levels. In
addition to poor levels of service on Dublin Boulevard this situation can potentially
cause problems downstream at the San Ramon Road and Interstate-580 interchange.
2.1 Regional Access Needs
Dublin Boulevard is a major arterial running parallel to and north of
Interstate-580, and is an integral part of the access system for the
Interstate-580 corridor. Capacity constraints. of the present Dublin
Boulevard roadway may impact future operating conditions on the
interchange by causing evening peak hour vehicles to back up onto the
freeway. (Figure 2)
By virtue of the City of Dublin's location at the junction of Interstate-580
and Interstate-680,Dublin's Central Business District(CBD)serves a major
role as a retail center. Excessive traffic congestion levels on Dublin
Boulevard would discourage shopping and service oriented trips to Dublin's
CBD.
2.2 Local Access Needs
Since the adoption of the existing roadway design recent traffic studies, for
build-out conditions of downtown Dublin and projected planned community
1
1.r.GENn:
DUBLIN BOULEVARD PROPOSED
rrcorosen nnnlrldUAl. I.Aur-s LANE CONFIGURATIONS
rxlSTING LANES > FIGURE No. 1
SECTION A SECTION B SEC"LION C SECTION D
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PROJECT LOCATION
PREPARED BY: ... PROJECT LIMITS
SANTINA & THOMPSON INC. FIGURE 2
AUGUST 29, 1988 _
J
growth, have revealed that unacceptable traffic levels will result at the
intersection of Dublin Boulevard and San Ramon Road. This is the busiest
intersection in Dublin and is currently operating near capacity during peak
hours.
Dublin Boulevard is one of four major arterial streets serving downtown
Dublin and functions as one of the boundaries for the "central block" which
is the core of Dublin's retail and service center. Increased traffic congestion
on Dublin Boulevard could affect the economic well being of the community.
3. BACKGROUND
Many of the projects within Downtown Dublin were approved and constructed prior
to incorporation. The City of Dublin was incorporated in 1981. The City's General
Plan was adopted in 1985. To guide key development issues, the City commissioned
a Traffic and Parking Constraints study in 1986, which assessed seven growth
development scenarios. The City adopted a land use scenario which included a 1,200
stall BART parking lot located at the south end of Golden Gate Drive. (Figure 3)
3.1 Local Significance
Development Growth in Area.
Several residential developments are planned north-west of Dublin
Boulevard. In addition, shopping center projects south of Dublin Boulevard,
and single-family areas to the east of downtown will be developed in the
next few years. These developments will add to the congestion on Dublin
Boulevard. The need to efficiently move traffic through intersections will
become more critical.
3.2 Regional Significance
Commute Traffic Growth.
Dublin Boulevard parallels Interstate-580. It functions as the primary and
most direct east-west access arterial through downtown Dublin. It also
provides the most direct route to Interstate-580 for residential traffic from
the northern and western residential areas of Dublin.
Dublin Boulevard is regionally significant for the efficient mobility of
projected commute traffic growth in the Tri-Valley area (Dublin, San
Ramon, and Pleasanton - Figure 4). Assumptions for the future regional
system network include the extension of Dublin Boulevard to Springtow-n .
4
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FUTURE ART FACILITY
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PREPARED BY: FUTURE BART FACILITY
SANTINA & THOMPSON INC. FIGURE 3
AUGUST 29, 1988
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REGONAL.SE TING. QUBLIN.
P REPARED BY: BOAEVARIIIMPROVEhENTS
So
. S N INC.
FIGURE No. 4
AUGUST 293 1988 6
Boulevard in Livermore. This extension is predicated upon projected
commuter traffic increases from the San Joaquin Valley to jobs in the
Tri-Valley area.
3.3 Adopted Growth Scenario Traffic Implications
Intersection traffic analysis results indicate that the four intersections
along Dublin Boulevard nearest the future BART station would all be at or
near unacceptable traffic levels. The intersection of Dublin Boulevard and
San Ramon Road would actually worsen due to the redistribution of traffic
from the residential area on the west side of San Ramon Road,which would
orient itself to the BART parking lot rather than to the Interstate 580 or
680 freeways. .
Under present conditions the San Ramon Road and Dublin Boulevard
intersection is operating at capacity. Without the proposed improvements
only short-term traffic conditions of an acceptable nature can be anticipated
up to 1990. Cumulative local residential traffic growth and the effects of
a BART station upon LOS at major intersections are shown on Table 1.
4. CAPACI'T'Y CONSTRAL�7`S
Traffic volumes for the adopted development scenario for major intersections along
Dublin Boulevard during the peak hours were compared with the capacity of the
intersection using a modified critical movement analysis which yielded
volume-to-capacity (V/C) ratios. (For an explanation of volume-to-capacity ratios see
Appendix A.) This procedure determined the capacity of the existing lanes for each
critical signal phase. Table 1 shows the results of the intersection traffic analysis
(conducted in 1986).
7
TABLE 1
EXISTING VOLUib1E-TO-CAPACITY
AND
P.M. LEVEL OF SERVICE (LOS)
Major Intersections with Dublin Boulevard .
Future
without
Present Proiect
1986 . 2005
Intersection Ratio I LOS Ratio I LOS
Golden Gate Drive .59 I A .91 I E
Amador Plaza Road .59 I A I .89 I D
Regional Street I .67 I B ( .88 I D
Village Parkway 7 7 ( C I .76 I C
San Ramon Road and Dublin .99 E 1.15 F
Boulevard
4.1 Intersection Analysis Results
All intersections, with the exception of San Ramon Road are operating at
very acceptable to acceptable levels of service. The intersection of San
Ramon Road and Dublin Boulevard, is the busiest intersection in Dublin
and has a rating of 0.99. This means that during evening peak hours the
intersection is currently operating at capacity. With the existing plan line
configuration, the V/C ratio for the intersection of Dublin Boulevard and
San Ramon Road during the evening peak hour, at build-out of downtown
Dublin and planned community development, would be 1.15 LOS F.
4.2 Study Conclusions
A "no-project" scenario will result in continued deterioration of LOS on
major intersections. Implementation of this project will improve LOS
conditions by at least one level and in some cases by two levels. For
example, with the proposed revised plan line configuration for the
intersection at Dublin Boulevard and San Ramon Road, the p.m. peak hour
8
V/C ratio would be lowered to .88 or LOS D.
Road widening is necessary on Dublin Boulevard between the intersections
of Regional Street, Golden Gate Drive, and Amador Plaza Road in order to
create a uniform 100 foot right-of-way to accommodate additional lanes.
Minor widening at the San Ramon Road and Regional Street intersections
would be required to accommodate exclusive turn lanes to improve traffic
flow.
5. ALTERNATIVE TRANSPORTATION MODES AVAILABLE
Public transportation services are provided by Wheels and A.C. Transit. Both use
Dublin Boulevard to access the CBD.
Wheels routes #1, 2, and 3 provide weekday, hourly service on Dublin Boulevard.
Reduced frequency of service is offered on weekends.
AC Transit provides feeder bus service to the BART station in Hayward. Bus stops
are located on Dublin Boulevard at Regional Street and Village Parkway. Service is
provided at 30 minute intervals: ,
6. DESCRIPTION OF PROPOSED ACTIONS
6.1 Proposed Improvements .
This project consists of modifications to the existing Dublin Boulevard
roadway for a length of approximately 0.8 miles.These modifications consist
of.
• Roadway restriping
• Intersection widening
• Modifications to major intersection signal systems to accommodate
additional turning movements.
6.1.1 Roadwav Restripinz (Figure 1)
The existing roadway design is two lanes of through traffic in each
direction with right and left turn lanes.
Provide three lanes of through traffic by restriping and removing
on-street parking lane. Provide double right-turn lanes on the
9
eastbound approach of Dublin Boulevard to San Ramon Road
(presently there is one right turn lane).
Provide triple left-turn lanes on the westbound approach lanes of
Dublin Boulevard to San Ramon Road (presently there are two).
6.1.2 Intersection Widening (Fierure 5)
The project involves modifying the lane striping and the median
location on Dublin Boulevard between 400 feet west of San Ramon
Road and Golden Gate Drive. Figure 5 shows typical cross sections
of existing and proposed lane widths. The proposed project will not
result in substandard lane widths.
Provide four westbound lanes of through traffic on Dublin Boulevard
at the westbound approach of Regional Street.
6.2 Right-of-Wav Needs (Dublin Boulevard. Figure 6)
o Eastbound approach to San Ramon Road, double right-turn lanes and
double left turn lanes (Figure 1, Section A). Requires the acquisition of
up to 12 feet of right-of- way from the Shell service station on the
southwest corner of the intersection.
o Triple left-turn lanes plus a through lane and a right- turn lane on the
westbound approach at San Ramon Road (Figure 1, Section A).
Requires the acquisition of up to 8 feet of right-of-way at the northeast
corner of San Ramon Road and Dublin Boulevard for approximately 400
feet.
o Four lanes for through traffic flow on westbound approach to Regional
Street and three lanes of through traffic on eastbound approach to
Amador Plaza Road (Figure 1; Sections B, C, and D). Additional
right-of- way is required on the north side of Dublin Boulevard between
San Ramon Road and Regional Street. On the south side of Dublin
Boulevard and San Ramon Road the requirement is for approximately
180 feet west of Regional Street and between Regional Street and
Golden Gate Drive. Right-of-way is required at Crown Chevrolet (8
feet) for third through lane and widening at Village Parkway.
6.3 Alternatives to the Proposed Action
The "no project" alternative would result in traffic congestion along Dublin
Boulevard with unacceptable levels of service at four of the five
10
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'SIDEWALK: SIDEWALK I
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PROPOSEDTYPICAL CROS,S SECTION
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EXISTING TYPICAL CROSS SECTION
SCALE;1"= 20'
PREPARED BY:
DUBLIN BOULEVARD
SANTINA . & THOMPSON INC. IMPROVEMENTS
AUGUST 29, 1988 11 FIGURE 5
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PREPARED. BY: ADDITIONAL R1GH T-OF-V;A'
:SANTINA & THOMP.SON INC. REQU1RENiENTS FIGUREI.
AUGUST 29, 1988 12
intersections. In addition, the "no project" alternative would result in lower
air quality due to idling vehicles; and lack of efficient access to downtown
commercial areas of regional significance which could adversely affect the
economic viability of the businesses.
During the review period on the Environmental Assessment, the City
received a comment proposing that another alternative be considered(refer
to the letter from Harvey E. Levine, Howell & Hallgrwson, dated May 30,
1990). The alternative involves acquiring a section of land from the north
end of Dublin Boulevard between Golden Gate Drive and Regional Street.
This alternative would be considerably more expensive than the proposed
projection because" it would affect the existing alignment of Dublin
Boulevard which would require extensive median work (i.e., the existing
median would have to be relocated to the north). It would also affect a
greater number of properties. Unless a portion of the existing Grand Auto
supply building on the north side of Dublin Boulevard were removed, this
alternative would result in a curve in Dublin Boulevard between Golden
Gate Drive ,and Regional Street. If a portion of the Grand Auto Supply
building were removed, this would impose a greater economic impact
compared to the proposed project. Finally, this alternative would involve
acquiring additional right-of-way on the north side of Dublin Boulevard.
Such an acquisition would not be consistent with the alignment in the plan
line that was established for Dublin Boulevard (between Donlon Way and
Amador Plaza) in 1984.
7. ENVIRONMENTAL SETTING
7.1 Topo2rauhv. The terrain of the road is essentially flat, as are the adjacent
properties.
7.2 Geoloev. The Calaveras Fault is located to the west of this project. The last*
major earthquake along the Calaveras Fault was in 1861,but no recordings
were made of its intensity.
7.3 . Ve-aetation. The area has been developed and supports ornamental
landscaping. There is no native vegetation.
7.4 Landuse. The existing land use is commercial office, retail use. The
proposed project is in conformance with the Dublin General Plan.
13
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18
Federal ambient air quality standards for these pollutants have been violated within
the past two to three years.
The air quality monitoring station in Livermore, produced the following air pollution
data which was published in the April, 1988 issue of Air Currents. The data is
organized by contaminant and indicates the number of days that the Federal Air
Quality standard was exceeded in 1987.
TABLE 2
AIR POLLUTION DATA
LIVERMORE MONITORING STATION
C0NTAIME,'gANT NO. DAYS ST—ND ARD EXCEEDED
0' - OZONE 3
CO - CARBON MONOXIDE 0
NO2 - NITROGEN DIOXIDE 0.
S02 - SULFUR DIOXIDE 0
TSP - TOTAL SUSPENDED PARTICULATES 0
Impact
Consistency with the State Im-olementation Plan
This project is in an air quality non-attainment area which has transportation control
measures in the State Implementation Plan (SIP). The SIP which was approved by
the Environmental Protection Agency on December 28, 1983. The Federal Highway
Administration has determined that both the Transportation Plan and the
Transportation Improvement Program conform to the State Implementation Plan.
The.Federal Highway Administration has determined that this project is included in
the Transportation Improvement Program for the Metropolitan Transportation
Commission. Therefore, pursuant to 23 CFR 770, this project conforms to the State
Implementation Plan.
Mitigation
No mitigation is required.
9.3 NOISE
Noise and Vibration
20
r
9. DISCUSSION OF ENVIRONMENTAL EVALUATION AND MITIGATION
MEASURES
Impacts Upon Physical Environment
9.1 ENERGY
Question.#6 Result in an increase in the rate of use of any natural resource?
Question #7 Result in the substantial depletion of any nonrenewable natural
resource?
Settin
The project is located within an urban built environment. It is expected that benefits
will accrue to the environment and to the community by increasing the efficiency of
the existing roadway which will decrease the idle time of vehicles stopped at
intersections. This will result in savings of nonrenewable natural resources, as well
as, a decrease in their rate of use.
Impact
The project would result in a beneficial impact on the use of non-renewable natural
resources.
TYlitigation
No mitigation is required.
9.2 AIR QUALITY
Question #16 Result in an increase in air pollutant emissions, adverse effects on
or deterioration of ambient air quality?
Question #18 Violate or be inconsistent with Federal, State, or local air standards
or control plans?
Setting
Dublin is located within the San Francisco Bay Area air basin, which encompasses
a total land area of approximately 5600 square miles. The entire basin is designated
by the California Air Resources Board as a non-attainment area for ozone
(photochemical oxidant) and carbon monoxide (CO). Non- attainment means that the
19
1
Question #19 Result in an increase in noise levels or vibration for adjoining areas?
Question#20 Violate or be inconsistent with Federal design noise levels or State or
local noise standards?
Setting
Most of the surrounding land is utilized for mixed use office, commercial and retail.
The 1983 Community Noise Equivalent Level (CNEL) measurements for the project
area was 65 CNEL.
Impact
A temporary increase in noise levels due to construction is anticipated. Noise impact
studies for similar modifications to San Ramon Road, in residential areas north of
Dublin Boulevard, yielded the noisiest hour Leq in the design year to be 68dB. The
year 2005 projected CNEL is 70. The City of Dublin has incorporated Noise and
Land Use Compatibility Guidelines into the Noise Element of the General Plan which
designates an Leq of 70 or less to be the normally acceptable range for office: retail
and commercial land.use zones. These guidelines are shown in Table 3.
21
TABLE 3
LAND USE COMPATIBILITY FOR COMMUNITY NOISE ENVIRONMENTS
COMMUNITY NOISE EXPOSURE (dB)
Conditionally
Acceptable
Noise
Insulation
Land Use Normally Features Normally Clearly
Category Acceptable Required Unacceptable Unacceptable
Residential 60 or less 60-70 70-75 Over 75
Motels, hotels 60 or less 60-70 70-80 Over 80
Schools,
churches, .
nursing homes 60 or less 60-70 70-80 Over S0
Neighborhood
parks 60 or less 60-65 65-70 Over 70
Offices:
Retail/.
commercial 70 or less 70-75 75-80 Over 80
Industrial 70 or less 70-75 Over 75
Source: California Office of Noise Control, 1976, as modified by Charles M. Salter
Associates, Inc.
FHWA Noise Impact Assessment
The Federal Highway Administration (FHWA) has established noise standards for
federally-funded roadway projects. The noise standards are contained in Federal Aid
Highway Program Manual (FHPM) 7-7-3, Procedures for Abatement of Highway
Traffic Noise and construction Noise. FHPM 7-7-3 defines a traffic noise impact to be
"when the predicted traffic noise levels approach or exceed the noise abatement
criteria, or when the predicted traffic noise levels substantially exceed the existing
noise levels."
Because there are no sensitive receptors located within the project limits, a federal
noise study was not required.
r 22
Mitigation
Project related noise levels are within the normally acceptable range as set forth in
the General Plan and is not expected to exceed these levels.
The project is within a commercial area with no sensitive receptors. Because of
existing Town design guidelines, businesses are set back from the street and most
have parking spaces in front which provide additional noise buffering. The hours of
construction would be limited to between 7:30 A.M. and 6:00 P.M. and construction
equipment would be appropriately muffled.
Caltrans has developed construction noise performance standards for new roadways.
The incorporation of these specifications into the construction management for this
project will reduce construction noise.
9.4 SOCIAL AND ECONOMIC
Question #30 Cause disruption of orderly planned development?,
Question #31 Be inconsistent with any elements of adopted community plans,
policies, or goals, the Governor's Urban Strategy or the Presiden't's
National Urban Policy (if NEPA project)?
Question #37 Affect employment, industry or commerce, or require the
displacement of businesses of farms?
Setting
Land Use - Existing land use adjacent to the project is predominately commercial
office and retail.
The City of Dublin General Plan designates Dublin Boulevard as an arterial street.
The project limits are within the CBD of the City of Dublin. Downtown Dublin serve-c-
a major role as a regional retail center. The City of Dublin together with the Cities
of San Ramon and Pleasanton are referred to as the Tri-Valley Area. The Tri-Valley
is projected to grow substantially over the coming fifteen years. The population
within the City of Dublin is projected to increase from approximately 18,000 to 40,000
residents.
One section of the project requires the acquisition of an eight foot wide strip of land
in front of the .Crown Chevrolet Automobile Dealership, resulting in about 3,200
square feet of land. This land use currently used as a landscape strip (five feet wide)
and as part of the paved vehicle display area for the dealership (three feet wide
23
strip). This project would result in the reduction of the vehicle display area for the
dealership, the 3,200 square feet reduction is about 1.5% of the entire parcel
(216,000±square foot parcel); or about 510 of the frontage display area. The reduction
will be noticeable to the dealership, however it will not displace the business. With
the appropriate compensation for the acquisition of the property, the loss of 3,200
square feet of property is not considered significant. The number of "lost vehicle
display spaces' would depend on the size of the vehicles being displayed and the
configuration chosen to display the vehicles and would range from 0 to 35 spaces. A
narrower new landscape strip (three feet) would lessen the impact.
The City has prepared a revised parking plan for the Crown Chevrolet display area
which meets City parking requirements with a three foot landscaped strip along
Dublin Boulevard. Compared to the existing parking for the display area (which
does not meet City parking requirements), the revised parking plan would result in
the loss of approximately 18 to 20 parking spaces (i.e. 57 existing spaces would be
replaced with 39 revised spaces).
The Downtown Dublin Specific Plan calls for the retention of the existing automobile
dealerships (two locations in Downtown Dublin) on an interim basis,recognizing that
as land values increase in the downtown area it will be more economical for the
dealerships to sell their land and relocate.
Im-oacts
The proposed project is consistent with the Dublin General Plan guidelines for
planned development of the CBD and is compatible with surrounding office,
commercial and retail uses. The project is also consistent with the Downtown Dublin
Specific Plan's general goal to maintain downtown Dublin as a strong regional retail
center. Further, implementation of this project will carry out the recommendations
of the City of Dublin's Downtown Improvement Plan Traffic and Parking Constraints
study, to provide additional capacity in the CBD along Dublin Boulevard and at the
intersection of Dublin Boulevard and San Ramon Road.
Improvements to Dublin Boulevard will not cause any displacement. The lack of
capacity improvements may affect the economic development of the CBD and
adversely affect employment, industry and commerce.
Mitigation
No mitigation is required.
24
r
9.5 TRANSPORTATION
,Question #40 Affect public utilities, or police, fire, emergency or other public
services?
Question #41 Have substantial impact on existing transportation systems or alter
present patterns of circulation or movement of people and/or goods?
Question #42 Affect vehicular movements or generate additional traffic?
Question #43 Affect or be affected by existing parking facilities or result in
demand for new parking?
Settina
The proposed project will not alter the present circulation pattern. It is an effort to
provide for additional capacity on the existing local circulation system to serve
anticipated growth and development.
Impacts
The proposed modifications will not adversely affect public utilities or public services.
The increased capacity of the roadway and intersection will, in effect, enhance public
services to the area. Project improvements will contribute to more effective
movement of emergency vehicles on Dublin Boulevard. Also, the proximity of the
intersection of Dublin Boulevard and San Ramon Road to Interstate 580 makes it
important for the expeditious mobility of police, fire, and emergency vehicles
accessing the area to and from the freeway.
The proposed improvements are a design effort to mitigate existing and future traffic
congestion levels. They are improvements to the existing system and are not
anticipated to attract additional traffic, change or impact vehicular movements.
Right-of-way takings are minimal and only affect landscape and parlang areas. Two.
parking spaces on private property will be lost near Golden Gate Drive and another
two near Village Parkway. Restriping of these parcels will possibly gain a parallel
or diagonal space. As described above, the loss of vehicle display spaces can be
minimized by working out a display configuration which optimizes the entire display
area and by the reduction of new landscape strip along the frontage to three feet
(which would result in a net loss of a three foot strip of paved display area).
All on-street parking (approximately 115 spaces) will be eliminated from Dublin
Boulevard in the project area. Parking studies for the dow-ntow-n area indicate a low
usage of on-street parking spaces. A parking survey conducted during the Christmas
25
a
new trees and shrubs will be a minimum of 15 gallon and 5 gallon sizes respectively.
Trees and shrubs.removed from private property, will be replaced by the City as
desired by the property owners.
Impacts due to the taking of right-of-way in order to increase substandard lane
widths (10-12 feet) are minimal. No structures will be demolished or moved. The
future right-of-way is currently used for private parking,landscaping and automobile
display area for a car dealership.
In some areas, the proposed right-of-way eliminates existing parking spaces and
vehicle display area on private property. After road widening, these areas will be
restriped for angled or parallel parking to replace the maximum spaces possible.
Where appropriate, spaces may be designated for compact cars only. The new
landscape strip in front of the automobile dealership can be limited to three feet to
provide for minimal reduction of display area.
The net loss of parking spaces is not significant. The Dublin Downtown Specific
Plan, adopted by the City Council on July 21, 1987, revised the parking standards for
downtown development. Recent studies revealed that past standards had resulted
in an oversupply of parking within the Central Business District.
Mitigation
All needed right-of-way will be acquired at fair market value.which is based, among
other things, on the existing use of the lands.
27
, ^ •rte r; •.
A_DPENDIX A
max
i�ttc� theOr?_t1C= 1 2- �'t'_::: �I�C =cLIO 1= e:CC''eSS�C cS
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ho•aever, ratios c=e _
indicate the cec-ee to w
.- . -h e demand _or a intersect-10^ i s
in excess o= its pnysiCal caoacit_i. Vne 1.''0 represents one
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i nd Cate " =ati "C
ratio is 1.00 the intersection. i s "at Ca ,aC?ty c..0 CC
a:.
level of se:-"'ice (LOS) _
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at OS C
i c o :?
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i s r aCann u ti �e ca- not
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uncommon in. peak hours. Concestion anC !^tOlc' c Y__
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CanaC1tV. plc ' te^_•
28
season, which is traditionally the busiest time of the year,yielded a 4-25% occupancy
ratio for on-street parking. This project will displace current- on-street parked
vehicles to other cross-streets and perhaps to the adjacent off-street parking facilities.
There is a large supply of downtown parking both on- and off-street.
9.6 ARCHAEOLOGICAL AND HISTORIC
Question #47 Affect any significant archaeological or historic site, structure, object
or building?
Settin
The Area of Potential Effect (APE) for the proposed project falls entirely within the
area disturbed by Dublin Road improvements in the 1960's. There are no historic
street within the APE.
Impacts
A recent search was conducted by the Northwest Information Center, Sonoma State
University. An additional records search ad field surveys conducted by
Archaeological Services, 'Inc. of Stockton, California indicates that no previously
recorded prehistoric or historic archaeological sites have been found within the project
area.
Though the project site possesses some geographical features typical of prehistorical
archaeological sites (located at the base of foothills and along a water course), it has
been disturbed (mostly paved) by previous Dublin Boulevard improvements in the
1960's.
iMitization
Should buried archaeological materials such as bone,obsidian, chert,midden, ceramic
or glass fragments, square nails, or bricks be uncovered during excavation or
construction, a qualified archaeologist should be retained to evaluate the finds and
make recommendations as appropriate.
10. TMITIGATION OF EMPACTS DUE TO RIGHT-OF-WAY NEEDS
Impacts due to the taking of right-of-way in order to increase substandard lane
widths (10-12 feet) are minimal. No structures will be demolished or moved. The
future right-of- way is currently used for private parking and landscaping.
Where the removal of existing landscaping and street trees occurs, new trees
platanus acerifolia, will be planted at a 1:1 ratio in the adjacent planting strip. All
26