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INITIAL STUDY/
MITIGATED NEGATIVE DECLARATION
Prepared For:
City of Dublin
City Applications:
Rezoning
Site Development Review
PA 98-010
Prepared By:
Dublin Planning Department
Contact: Dennis Carrington AICP
(510) 833 6610.
Mav 1998
~~
!~-•Z. to-~-wig
e 6 '~^'sed Ta
t
Table of Contents
Proiect Location .............................................................................................................. 2
Proiect Descri~tion .......................................................................................................... 2
Incorporation by Reference ............................................................................................. 4
Environmental Factors Potentially Affected ...................................................................10
Determination .................................................................................................................10
Evaluation of Environmental Impacts ............................................................................. l l
Environmental Impacts ..................................................................................................12
Discussion of Checklist ...................................................................................................18
L Land Use and Planning ...........................................................................18
II. Population and Housing ..........................................................................19
III. Soils and Geology ................................................................................... 20
IV. Water ....................................................................................................... 22
V. Air Quality .............................................................................................. 24
VI. Transportation/Circulation ...................................................................... 25
VII. Biological Resources ............................................................................... 31
VII. Energy and Mineral Resources ............................................................... 32
IX. Hazards ....................................................................................................33
X. Noise ....................................................................................................... 34
XI. Public Services ........................................................................................ 35
XII. Utilities and Service Systems .................................................................. 37
XIII. Aesthetics ................................................................................................38
XIV. Cultural Resources .................................................................................. 38
XV. Recreation ...............................................................................................39
XVI. Mandatory Findings of Significance ....................................................... 40
Initial Study Preparers ..................................................................................................... 42
Agencies and Organizations Consulted .......................................................................... 42
References ....................................................................................................................... 42
Appendices ...................................................................................................................... 43
City of Dublin
Environmental Checklist/
Initial Study
Project Location
The project site is located on the west side of Dougherty Road, immediately north of the former
Southern Pacific railroad right-of--way (presently being developed as the Iron Horse Trail) and
behind the existing Arroyo Vista housing project. The site contains approximately 5.4 acres of
land which has been sold to the applicant by the Dublin Housing Authority.
Surrounding land uses include Alamo Creek to the north and northeast, Arroyo Vista housing
development to the east and vacant land to the south and west where the Park Sierra Phase I
project was recently approved by the City of Dublin.
Exhibit 1 depicts the project location.
Project Description
The project involves an application for a Planned Development Rezoning from the existing
Planned Development zoning (Zoning Unit 1418) to the Planned Development-Medium
Density" Zoning District. Site Development Review has also been requested by the applicant to
permit the construction of 74 apartment dwellings and associated improvements on the site.
The project would be the second phase of the Park Sierra project as proposed by Shea Properties.
The first phase of the Park Sierra project was approved by the City of Dublin in November, 1997
for 209 apartment units and is located immediately south of the Southern Pacific railroad right-
of-way and future Iron Horse Trail site. If approved, the first and second phases of the project
would share a common signalized driveway at Dougherty Road as well as on-site recreational
facilities and a common leasing and administrative office.
The conceptual site development plan submitted by the applicant's design team indicate that the
site would be developed with 74 apartment units. The dwellings are planned to be constructed in
"motor court" orientation, identical to the design and elevations used for the first phase of the
Park Sierra. immediately to the south. This project was not part of the first phase of the project
since the applicant did not control the land at the time the initial phase was considered by the
City.
A total of four buildings would be constructed as part of the second phase, each containing a
range of dwelling units in two and three story configurations. Dwelling units would be
configured as follows:
• 1 bed, 1 bath, 665-709 sq. ft. each;
• 1 bed, 1 bath plus den, 945-1050 sq. ft. each;
• 2 bed, 2 bath, 948-1008 sq. ft. each.
Dublin Planning Department Draft Page 2
Park Sierra II Project May 1998
PA 98-010
The applicants intend to meet and exceed the City's Inclusionary Housing program. Specifically,
of the tota1283 dwelling units to be constructed as part of both phases (209 units approved in
phase one and 74 units proposed for phase two), twenty percent of the units (57) would be rented
to households of very low incomes (50% or less of the County-wide median household income,
as determined by the State department of Housing and Community Development). Based on
current County median incomes, very low income rental rates would be $524 per month for one
bedroom units and $629 per month for two bedroom units. These 57 units would be income
restricted for a minimum of 15 years. Shea Properties, who will own and manage both phases on
the complex, will income-qualify prospective tenants and monitor incomes to ensure that
dwellings will be occupied by very low income households.
The City of Dublin currently requires that 5% of the total number of dwellings be reserved for
low, very low or moderate income households.
On-site open space and recreation facilities would consist of an outdoor spa area and open space,
landscaped areas. Residents would have access to all of the recreational amenities to be
constructed in the first phase, including the 4000 sq. ft. recreation building and pool, located at
the entrance to the complex off of Dougherty Road. Access between the project and the Iron
Horse Trail, immediately south of the site, would also be provided.
Vehicular access is proposed via a new private driveway from Dougherty Road. The drive would
link to the proposed main signalized project access at Dougherty Road, as shown on the
conceptual site plan, and extend parallel with and along the north side of the Iron Horse Trail to
the project. At the project entrance, a circular roundabout would be built with enriched
landscaping to provide an attractive entry feature. An entry}'gate would also be located here for
security purposes, similar to that provided for the phase 1 development, which could also be
opened by emergency vehicles. Secondary emergency vehicle access is proposed to the back of
the site along the existing Zone 7 maintenance road paralleling Alamo Creek. A gate would be
constructed in the back fence to allow emergency service providers access to the site. The gate
would also provide an evacuation route for project residents.
A total of 149 on-site parking spaces are proposed, which would include 1 space within an
enclosed garage near each unit and 1 open parking space. A portion of the open parking will be
designed for compact vehicles and handicap-accessible spaces will also be provided. The
proposed amount of parking meets the minimum City requirement of 2.0 spaces per unit.
The applicant proposes to construct a six foot wrought iron fence around the perimeter of the site
to match that proposed in the first phase. Retaining walls are also proposed along the easterly
property line of the project to assist in resolving the relatively steep drop off between the project
site and the existing Arroyo Vista project. The retaining wall would vary in height between 2 and
7 feet.
The project developer would also grade the site to improve drainage and would also construct
underground utility improvements on and off the site, include water, sewer, electrical, natural gas
and cable television facilities.
Certain other improvements will also be made adjacent to Alamo Creek on the northwesterly
border of the project, including a continuance of an existing maintenance road and construction
Dublin Planning Department Draft Page 3
Park Sierra II Project May 1998
PA 98-010
of related bank protection improvements which will be specified by Zone 7. These improvements
would consist of rip-rapping the creek bank and installing riparian planting.
Exhibit 2 shows the proposed and rezoning area and Exhibit 3 depicts a proposed conceptual
development plan for the site.
If approved, the proposed development would be built in one phase of construction in
conjunction with the larger 209 unit project on the south side of the Iron Horse Trail.
The project has been approved for funding for tax credits as approved by the California Tax
Credit Allocation Board in March, 1998.
Following approval of requested entitlements, tha applicant has indicated that a Tentative Parcel
Map would be filed with the City of Dublin to combine the existing two parcels on the sute into
one lot. This would create one recognized parcel on the site.
Incorporation by Reference
This project involves a proposed second phase of development of a project recently approved by
the City of Dublin, the Park Sierra project (PA 97-019). The Park Siena project was approved by
the City on November 4, 1997 for 209 multi-family dwellings. A Mitigated Negative
Declaration was certified by the City of Dublin for that portion of the project.
The California Environmental Quality Act allows public agencies to incorporate previous
environmental documents , as may be appropriate. In this instance, the Mitigated Negative
Declaration for the Park Sierra project has been used to prepare the environmental document for
the second phase of the project, consisting of 74 dwellings.
The Park Sierra Mitigated Negative Declaration and associated documentation is available for
public review at the City of Dublin Community Development Department, 100 Civic Plaza,
Dublin CA, during normal business hours.
Dublin Planning Department Draft Page 4
Park Sierra II Project May 1998
PA 98-010
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Exhibit 1
Project Location
Park Sierra Phase II {PA 98-010)
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Rezoning
Park Sierra Phase II (PA 98-010)
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1. Project description: A Zone Change from "Planned Development-Zoning Unit
18" to "Planned Development-Medium Density
Residential" and Site Development Review to allow the
construction of 74 apartment units and associated on- and
off-site improvements (PA 98-010). This is the second
phase of the Park Sierra apartment project.
2. Lead agency: City of Dublin
100 Civic Plaza
Dublin CA 94568
3. Contact person: Dennis Carrington, AICP, Senior Planner
4. Project location: North side of Southern Pacific right-of-way (Iron Horse
Trail), behind Arroyo Vista housing complex. APNs 941-
0007-001-02 & 941-0007-002-00
5. Project sponsor:
6. General Plan designation:
7. Zoning
8. Surrounding zoning and uses:
Shea Properties
Medium Density Residential
Existing:
Planned Development-Zoning Unit 18
Proposed:
P-D (Planned Development, Medium Density Residential)
North : Planned Development- Arroyo Vista & Alamo Creek
condominiums
South: Planned Development-future Park Sierra phase 1
East: Planned Development-Arroyo Vista apartments
West: Planned Development-future Park Sierra phase 1 and Alamo
Creek
9.Other public agency required approvals:
The following additional approvals are required:
• Tentative and Final Parcel Map (City of Dublin)
• Building and grading permits City of Dublin)
• Encroachment permits (City of Dublin)
• Permits for storm drain outfall within Alamo Creek (Zone 7)
California Department of Fish and Game, U.S. Army Corps of
Engineers)
• Notice of Intent (State Water Resources Control Board)
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Environmental Factors Potentially Affected
The environmental factors checked below would be potentially affected by this project, involving
at least one impact that is a "potentially significant impact" as indicated by the checklist on the
following pages.
x Land Use/Planning x Transportation/ x Public Services
Circulation
x Population/Housing x Biological Resources x Utilities/Service
S stems
- Geotechnical - Energy/Mineral x Aesthetics
Resources
x Water x Hazards x Cultural Resources
x Air Quality - Noise x Recreation
- Mandatory Findings
of Si cance
Determination (to be completed by Lead Agency):
On the basis of this initial evaluation:
I find that the proposed project could not have a significant effect on the environment and a
Negative Declaration will be prepared.
X I find that although the proposed project could have a significant effect on the environment,
there will not be a significant effect in this case because the mitigation measures described on an
attached sheet have been added to the project. A Negative Declaration will be prepared.
I find that although the proposed project may have a significant effect. on the environment,
but at least one effect 1) has been adequately analyzed in an earlier document pursuant to
applicable legal standards, and 2) has been addressed by mitigation measures based on earlier
analysis as described on the attached sheets, if the effect is a "potentially significant impact" or
"potentially significant unless mitigated." An Environmental Impact Report is required, but
must only analyze the effects that remain to be addressed.
_ I find that although the proposed project could have a significant effect on the environment,
there will not be a significant effect in this case because all potentially significant effects (a)
have been analyzed adequately in an earlier EIR pursuant to applicable standards, and (b) have
been avoided or mitigated pursuant to that earlier EIR, including revisions or mitigation
measures that are imposed on the proposed project.
Signature:
Printed Name:
Dublin Planning Department Draft
Park Sierra II Project May 1998
PA 98-010
Date:
For:
Page 9
Evaluation of Environmental Impacts
1) A brief explanation is required for all answers except "no impact" answers that are
adequately supported by the information sources a lead agency cites in the parenthesis
following each question. A "no impact" answer is adequately supported if the referenced
information sources show that the impact simply does not apply to projects like the one
involved (e.g. the project falls outside a fault rupture zone). A "no impact" answer should
be explained where it is based on project-specific factors as well as general factors (e.g. the
project will not expose sensitive receptors to pollutants, based on aproject-specific
screening analysis).
2) All answers must take account of the whole action, including off-site as well as on-site,
cumulative as well as project-level, indirect as well as direct, and construction as well as
operational impacts.
3) "Potentially Significant Impact" is appropriate if there is substantial evidence that an effect
is significant. If there are one or more "potentially significant impact" entries when the
determination is made, an EIR is required.
4) "Negative Declaration: Potentially Significant Unless Mitigation Incorporated" implies
elsewhere the incorporation of mitigation measures has reduced an effect from "potentially
significant effect" to a "less than significant impact." The lead agency must describe the
mitigation measures and briefly explain how they reduce the effect to a less than significant
level.
S~ Earlier analyses maybe used where, pursuant to the tiering, program EIR, or other CEQA
processes, an effect has been adequately analyzed in an earlier EIR or negative declaration.
Section 15063 (c) (3) (D). Earlier analyses are discussed in Section 17 at the end of the
checklist.
6) Lead agencies are encouraged to incorporate the checklist references to information sources
for potential impacts (e.g. general plans, zoning ordinances). References to a previously
prepared or outside document should, where appropriate, include a reference to the page or
pages where the document in substantiated. A source list should be attached and other
sources used or individuals contacted should be cited in the discussion.
'~ This is only a suggested form and lead agencies are free to use different forms.
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Environmental Impacts (Note: Source of determination listed in parenthesis. See fisting
of sources used to determine each potential impact at the end of the checklist)
Note: A full discussion of each item is found
following the checklist.
L Land Use and Planning. Will the project
a) Conflict with general plan designation or
zoning? (Source: 1)
b) Conflict with applicable environmental
plans or policies adopted with jurisdiction
over the project? (Source: 1)
c) Be incompatible with existing land use in
the vicinity? (Source: 1,8)
d) Affect agricultural resources or operations
(soils or farmlands or impacts from
incompatible uses)? (Source: 8)
e) Disrupt the physical arrangement of an
established community (including low
income or a minority community)? (Source:
8)
II. Population and Housing. Would the project:
a) Cumulatively exceed official regional or local
population projections? (Source: 1, 6)
b) Induce substantial growth in an area either
directly or indirectly (e.g. through projects in
an undeveloped area or extension of major
infrastructure)? (Source: 8)
c) Displace existing housing, especially
affordable housing? (Source: 8)
III. Soils and Geology. Would the proposal result
in or expose people to potential impacts
involving:
a) Fault rupture? (Source: 2 )
b) Seismic ground shaking? (Source: 2}
c) Seismic ground failure? (Source: 2)
d) Seiche, tsunami, including liquefaction?
(Source: 2)
e) Landslides or mudflows? (Source: 2)
f) Erosion, changes in topography or unstable
soil conditions from excavation, grading or
fill? (Source: 8)
g) Subsidence of land? (Source: 2)
h) Expansive soils? (Source: 2)
Potentially
Significant Potentially
Significant
Unless
Miti ated Less than
Significant
Impact No
Impact
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
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Page 11
i) Unique geologic or physical features?
(Source:2, 8)
IV. Water. Would the proposal result in:
a) Changes in absorption rates, drainage
patterns, or the rate and amount of surface
run-off? (Source: 8)
b) Exposure of people or property to water
related hazards such as flooding? (Source:
FEMA map))
c) Discharge into surface waters or other
alteration of surface water quality (e.g.
temperature, dissolved oxygen or turbidity)?
(Source: 6, 8)
d) Changes in the amount of surface water in
any water body? (Source: 6,7)
e) Changes in currents or the course or direction
of water movements? (Source: 7)
f) Changes in the quantity of ground waters,
either through direct additions or
withdrawals, or through substantial loss of
groundwater recharge capability? (Source: 7)
g) Altered direction of rate of flow of
groundwater? (Source: 7)
h) Impacts to groundwater quality? (Source: 7)
i) Substantial reduction on the amount of
groundwater otherwise available for public
water supplies? (Source: 7)
V. Air Quality. Would the proposal:
a) Violate any air quality standard or contribute
to an existing or projected air quality
violation? (Source: 1)
b) Expose sensitive receptors to pollutants?
(Source:9 )
c) Alter air movement, moisture, temperature, or
cause any change in climate? (Source: 8)
d) Create objectionable odors? (Source: 9)
VI. Transportation/Circulation. Would the
proposal result in?
a) Increased vehicle trips or traffic congestion?
(Source: 3)
Dublin Planning Department Draft
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Potentially
Significant Potentially
Significant
Unless
Miti ated Less than
Significant
Impact No
Impact
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page 12
b) Hazards to safety from design features (e.g.
sharp curves or dangerous intersections) or
incompatible uses (e.g. farm equipment)?
(Source: 3)
c) Inadequate emergency access or access to
nearby uses? (Source: 3,7)
d) Insufficient parking capacity onsite or offsite?
(Source: 1)
e) Hazards or barriers for pedestrians. or
bicyclists? (Source:3,7)
f) Conflicts with adopted policies supporting
alternative transportation (e.g .bus turnouts,
bicycle racks)? (Source: 1)
g) Rail, waterborne or air traffic impacts?
(Source: 3)
VII. Biological Resources. Would the proposal
result in impacts to:
a) Endangered, threatened or rare species or
their habitats (including but not limited to
plants, fish, insects, animals and birds)?
(Source: 8)
b) Locally designated species (e.g. heritage
trees)?
c) Locally designated natural communities (e.g.
oak forest, coastal habitat)? (Source: 8)
d) Wetland habitat (e.g. marsh, riparian and
vernal pool)? (Source: 8)
e) Wildlife dispersal or migration corridors?
(Source: 8)
VII. Energy and Mineral Resources. Would the
proposal:
a) Conflict with adopted energy conservation
plans? (Source: 1, 9)
b) Use nonrenewable resources in a wasteful and
inefficient manner? (Source: 9)
c) Result in the loss of availability of a known
mineral resource that would be of future
value to the region and residents of the
State? (Source: 1, 9)
Potentially
Significant Potentially
Significant
Unless
Mid ated Less than
Significant
Impact No
Impact
X
X
X
X
X
X
X
X
X
X
X
X
X
X
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IX~ Hazards. Would the proposal involve:
a) A risk of accidental explosion or release of
hazardous substances including but not
limited to oil, pesticides, chemicals, or
radiation? (Source: 5, 8,9)
b) Possible interference with an emergency
response plan or emergency evacuation
plan? (Source: 6,7)
c) The creation of any health hazard or potential
health hazards? (Source: 6,7)
d) Exposure of people to existing sources of
potential health hazards? (Source: 6,7)
e) Increased fire hazard in areas with flammable
brush, grass or trees? (Source: 7)
X. Noise. Would the proposal result in:
a) Increases in existing noise levels? (Source: 4)
b) Exposure of people to severe noise levels?
(Source: 4)
XI. Public Services. Would the proposal result in
a need for new or altered governmental
services in any of the following areas?
a) Fire protection? (Source: 6)
b) Police protection? (Source:6)
c) Schools? (Source: 7)
d) Maintenance of public facilities, including
roads? (Source: 6)
e) Other governmental services? (Source: 6)
XII. Utilities and Service Systems. Would the
proposal result in a need for new systems or
supplies, or substantial alterations in the
following utilities?
a) Power or natural gas? (Source: 7)
b) Communication systems? (Source: 7)
c) Local or regional water treatment or
distribution systems? (Source: 7)
d) Sewer or septic systems? (Source: 7)
e) Storm water drainage? (Source: 6,7)
f) Solid waste disposal? (Source: 6,7)
g) Local or regional water supplies? (Source: 7)
XIII. Aesthetics. Would the proposal:
a} Affect a scenic vista or view? (Source: 8)
Potentially
Significant Potentially
Sign cant
Unless
Miti ated Less than
Significant
Impact No
Impact
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
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Page 14
b) Have a demonstrable negative aesthetic
effect? (Source: 1, 8)
c) Create light or glare? (Source: 8)
XIV. Cultural Resources. Would the proposal:
a) Disturb paleontological resources? (Source: 9,
Northwest Info Center)
b) Disturb archeological resources? (Source: 9)
c) Have the potential to cause a physical change
which would affect unique ethnic cultural
values? (Source: 9)
d) Restrict existing religious or sacred uses
within potential impact area? (Source: 9)
XV. Recreation. Would the proposal:
a) Increase the demand for neighborhood or
regional parks or other recreational
facilities? (Source: 6)
b) Affect existing recreational opportunities?
Source: 6)
XVL Mandatory Findings of Significance.
a) Does the project have the potential to degrade
the quality of the environment, substantially
reduce the habitat of a fish or wildlife
species, cause a fish or wildlife population to
drop below self-sustaining levels, threaten to
eliminate a plant or animal community,
reduce the number of or restrict the range of
a rare or endangered plant or animal or
eliminate important examples of the major
periods of California history or prehistory?
b) Does the project have the potential to achieve
short-term, to the disadvantage of long-term,
environmental goals?
Dublin Planning Department Draft
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Potentially
Significant Potentially
Significant
Unless
Miti ated Less than
Significant
Impact No
Impact
X
X
X
X
X
X
X
X
X
X
Page 15
c) Does the project have impacts that are
individually limited, but cumulatively
considerable? ("Cumulatively considerable"
means that the incremental effects of a
project are considerable when viewed in
connection with the effects of past projects,
the effects of other current projects and the
effects of probable future projects).
d) Does the project have environmental effects
which will cause substantial adverse effects
on human beings, either directly or
indirectly?
Potentially
Significant Potentially
Significant
Unless
Miti ated Less than
Significant
Impact No
Impact
X
X
Sources used to determine potential environmental impacts
1. Dublin General Plan or Zoning Ordinance
2. Preliminary geotechnical analyses prepazed by Terra Seazch (1995) and Lowney Associates
(May 1997)
3. Traffic analysis prepared by TJKM Associates (July 1997)
4. Acoustic analysis prepazed by E.L. Pack and Associates (May 1997)
5. Level I Hazazds Analysis (Engeo, June 1996) and Level II Hazards Analysis (Terranext,
May 1996)
6 Communication with appropriate Ciry of Dublin Department(s)
7. Communication with appropriate service provider or public agency with jurisdiction
8. Site visit
9. Other source
XVII. Earlier Analyses
Earlier analyses may be used where, pursuant to the tiering, program EIR, or other CEQA
process, one or more effects have been adequately analyzed in an eazlier EIR or negative
declaration, Section 15063 (c)(3)(d). In this case, a discussion should identify the following on
attached sheets.
a) Earlier analyses used. This environmental analysis is based, in part, on a previous analyses
prepared and approved by the Ciry of Dublin on this site in 1996 and 1997 (File PA 95 029,
Trumark Homes; File PA 97 019, Shea Properties). A copy of previous environmental reports aze
available from the Dublin Planning Department, 100 Civic Plaza, Dublin, during regulaz business
hours.
b) Impacts adequately addressed. Identify which effects from the above checklist were within
the scope of and adequately analyzed in an eazlier document pursuant to applicable legal
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standards, and state whether such effects were addressed by mitigation measures base don an
earlier analysis.
,~
c) Mitigation measures. For effects that are less than signif cant with mitigation incorporated,"
describe the mitigation measures which are incorporated or refined from the earlier document
and the extent to which they address site specific conditions for the project.
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Attachment to Park Sierra Phase II Negative Declaration
PA 9&010
Discussion of Checklist
Legend
PS: Potentially Significant
PS/M: Potentially Significant Unless Mitigated
LS: Less Than Significant Impact
NI: No Impact
L Land Use and Planning
Environmental Settinc
The project site consists of 5.42 acres of vacant land in the central portion of Dublin. The site
was previously owned by the Dublin Housing Authority and has been planned for multi-family
housing since 1980, when the site was zoned for apartment uses by Alameda County prior to the
incorporation of Dublin. The site has been vacant for a number of years.
Immediately south and west of the site is a 50-foot wide former railroad right-of--way strip which
has been dedicated to Alameda County for development of the Iron Horse Trail, a regional
bicycling and hiking trail proposed to extend from Pleasanton to Contra Costa County. The trail
will be operated and maintained by the East Bay Regional Parks District.
North and east of the project site lies the Arroyo Vista housing project, an assisted housing
development owned and managed by the Dublin Housing Authority. The Alamo Creek
condominium complex also lies north of the site, across Alamo Creek.
Alamo Creek, a regionally significant water course and drainage facility, also lies immediately
west of the project site.
Project Impacts
a) Conflict with general plan designation and zoning? NI. The Dublin General Plan designates
the site as "Medium Density Residential" which allows 6.1 to 14.0 dwelling unit per acre. The
proposed second phase of the Park Sierra project would have a density of 13.66 dwellings per
acre, consistent with General Plan density ranges.
b) Conflict with applicable environmental plans or policies? LS. This Initial Study represents full
California Environmental Quality Act compliance with regard to the project. The City of Dublin
has adopted no other city-wide or specific environmental plans or policies which would. affect
this application.
c) Incompatibilities with existing land use in the vicinity? PS/M. Multi-family uses have been
planned on the project site for at least 18 years and the site is surrounded by existing or proposed
multi-family residential uses. On a large scale, no land use incompatibilities would be created.
Two specific areas of potential incompatibility with surrounding uses have been identified: the
presence of nearby high pressure underground petroleum pipelines paralleling the railroad right-
of-way and the close proximity of proposed residences adjacent to existing dwellings in the
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Arroyo Vista housing project. The potential effects of hazardous material and the risk of upset is
addressed in Section IX.
In terms of project design, the corner of building 17, located in the northeast corner of the
project, would be located approximately 50 feet from the existing residence within Arroyo Vista.
Park Sierra Building 17 is proposed as a three story structure and, although the elevation for the
Park Sierra is approximately 7 to 10 feet lower than Arroyo Vista, the new building would be
approximately 14 feet above the Arroyo Vista grade. The Park Sierra building would have
second and third story windows and balconies facing the Arroyo Vista site. The existing single
story Arroyo Vista dwelling nearest Park Sierra site is single story with a small window facing
the Park Sierra site. Potential impacts could include visual intrusion by Park Sierra residents onto
the Arroyo Vista site with a resulting loss of privacy for Arroyo Vista residents.
To mitigate this potential land use incompatibility, the applicant proposes a dense view-
obscuring planting of vertical trees along the common property line in this location. There
would be a continuous landscape planter of approximately 6 feet in width adjacent to Arroyo
Vista. The following mitigation measure is recommended to ensure that maximum privacy
between the two projects are maintained.
Mitigation Measure 1: Landscape plantings between Park Sierra Building 17 and the
Arroyo Vista site shall include dense, fast-growing, vertical trees, spaced appropriately to
provide maximum screening between the Park Sierra site and the Arroyo Vista
development.
d) Eject on agricultural operations or soils? NI. The site has been vacant for a number of years
and has been slated for multi-family housing for a number of years. There is no recent history of
agricultural production. No agricultural operations exist on surrounding properties.
e) Disruption of physical arrangement of an established community? NI. The project site has
been planned for multi-family housing for a number of years and would represent a continuation
of an existing housing complex.
II. Population and Housing
Environmental Setting
The city population as of January 1, 1996 was estimated by the State Department of Finance to
be 26,267. Significant population growth is anticipated for the community based on planned
residential growth in east Dublin, where the City has approved a specific plan calling for
residential growth.
According to the Association of Bay Area Governments (ABAG), the total population of Dublin
is expected to increase to 35,200 by the year 2000, to 49,400 by the year 2005 and 58,900 in the
year 2010.
Project Impacts
a) Cumulatively exceed official regional or local population projections? LS. The project site is
relatively small in size, approximately 5.5 acres, and will not have an appreciable affect on the
city-wide population base. Based on a person per dwelling unit factor of 2.0 (taken from the
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adopted Land Use Element), up to 148 new residents could be located on the site at full project
build out.
The number of new residents generated by the proposed project would fall within the parameters
of anticipated population growth as outlined in the Environmental Setting section, above.
b) Induce substantial growth in an area, either directly or indirectly? NI. The project site is
identified as an "infill" site and is surrounded by existing or planned multi-family development.
The site has been slated for multi-family housing for at lest 18 years and will therefore not be
considered a growth inducing project.
c) Displacement of existing housing, especially affordable housing? NI. The project site is
presently vacant. and no housing units would be displaced.
IIL Soils and Geology
Environmental Setting
The site lies within the San Ramon Valley, a short distance south of the Dougherty Hills.
According to historic geologic studies in the area, the site is underlain by Holocene alluvium.
California Division of Mines and Geology indicate that the site is not within an Alquist-Priolo
Seismic Zone (1982). The neazest active and potentially active seismic faults include the
Calaveras fault, located approximately 1.4 miles to the west-southwest and an isolated segment
of the Pleasanton Fault, located approximately one-quarter mile to the northwest. Other major
faults in the region include the Haywazd Fault and the San Andreas Fault.
An analysis of soil conditions for the adjacent Park Sierra I site is contained in the Initial
Study/Mitigated Negative Declazation for that project. These conditions are summarized as
follows. Site soils are chazacterized by loose to medium dense clayey sands and sandy gravels to
depths of approximately 5 feet below existing site grade. Soils aze considered to have high
expansive (shrink-swell) potential. Surface fill is underlain by native alluvial soils consisting of
stiff to very stiff silty clays to a depth of 5 to 12 feet. It is estimated by the geotechnical engineer
that the groundwater table ranges between 15 and 25 feet in depth beneath the surface, based on
variability in rainfall and other considerations.
Proiect Impacts
a) Is the site subject to fault rupture? LS. The risk of fault rupture on the site is anticipated to be
low, since the nearest known active or potentially active faults lie a minimum of one quarter mile
away.
b) Is the site subject to ground shaking? LS. The site as well as the encompassing region is
subject to ground shaking from a number of active and potentially active faults in the greater Bay
Area, including the Hayward fault, San Andreas fault and Calaveras Fault. Ground shaking
intensity is anticipated to be "heavy" based on a Maximum Credible seismic event of a
magnitude 7.5 event on the northerly portion of the Calaveras fault as estimated by geotechnical
engineers. Potential direct impacts are typically less significant on residential structures, as
proposed for this project, than lazger mid- and high-rise office buildings and similaz structures.
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Adherence to all requirements of the Uniform Building Code (UBC) will serve to mitigate
potential significant adverse impacts related to ground shaking and ground failure. The City of
Dublin currently enforces the 1994 edition of the UBC, which is updated on a periodic basis to
include strengthened seismic requirements. Geotechnical reports prepared for the project, as
required by the City of Dublin, will also contain recommendations construction methods to
minimize seismic damage.
c) Is the site subject to seismic ground failure? LS. Based on the geotechnical reports prepared
for the adjacent project, the risk of ground failure would be low. Enforcement of provisions of
the Uniform Building Code and recommendations contained in the geotechnical report prepared
for the project will serve to reduce potential impacts of seismic ground failure to a less than
significant level.
d) Is the site subject to seiche, tsunami hazards, including liquefaction? LS. A preliminary site
investigation prepared by Lowney Associates on the first phase of the project concludes that the
risk of liquefaction on the site is low. This is based on the presence of silty clay soils on the site
which are not prone to liquefaction. There are no major bodies of water located nearby which
could be a source of seiche hazard.
e) Is the site subject to landslides or mudflows? LS. The site is relatively flat although steep
slopes exist along portions of the westerly boundary of the site. The proposed development plan
calls for the construction of retaining walls along portions of this boundary, which would be
constructed in conformance with engineering specifications and recommendations contained in
the geotechnical report for the project. Therefore, any potential impacts from landslides would be
considered less than significant.
f) Is the site subject to erosion, changes in topography or unstable soil conditions? PS/M. The
site, as it presently exists, is reasonably flat with a gradual slope to the southwest. A regional
creek, Alamo Creek, exists immediately to the southwest of the site. The applicant has indicated
that the site will be graded in order to provide for future building pads, roads, parking lots and
similar features. Estimated grading quantities would include 7120 cubic yards of cut and 6510
cubic yards of fill material. Approximately 700 cubic yards would therefore need to be removed
from the site by the grading contractor. Without appropriate mitigation, erosion could result into
nearby Alamo Creek, onto the service road adjacent to Alamo Creek and onto the main project
driveway leading to Dougherty Road.
The following mitigation measure is proposed to limit impacts related to water-borne erosion.
Mitigation Measure 2: The project developer shall prepare and the City shall approve an
erosion and sedimentation control plan for implementation throughout project
construction. The plan should be prepared in accordance with City of Dublin and
RWQCB design standards. The plan, at a minimum, should include the following:
• All disturbed areas should be immediately revegetated or otherwise protected from
both wind and water erosion upon completion of grading activities;
• Stormwater runoff should be collected into stable drainage channels from small
drainage basins to prevent the build up of large, potentially erosive stormwater flows;
• Specific measures to control erosion from stockpiled earth material;
• Runoff should be directed away from all areas disturbed by construction;
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• Sediment ponds or siltation basins should be used to trap eroded soils prior to
discharge into off-site drainage culverts or channels.;
• Major site development work involving excavation and earth moving for construction
shall be done during the dry season, except as may be approved by the City Engineer
Adherence to Mitigation Measure 2 will reduce potential erosion impacts to an insignificant
level.
g) Subsidence of land? LS. Minimal subsidence will occur, according to preliminary
geotechnical reports prepared for the first phase of development.
h) Expansive soils? LS. Surficial soils on the adjacent site have been identified as having a high
expansive potential. These soils generally tend to shrink, crack and become hard when dry, and
expand and become softer when wet. Expansive soils have the potential to damage building
foundations and other improvements if specific construction techniques are not followed. The
geotechnical report for the project, which will be required by the City, will recommend
appropriate construction techniques to ensure that any negative effects of expansive soils can be
reduced to a level of insignificance.
i) Unique geologic or physical features? NL None have been identified on the site,. based on a
field visit.
IV. Water
Environmental Setting
No surface water exists on the site. The nearest surface water source is Alamo Creek, a naturally
occurring creek which forms the western boundary of the site. Alamo Creek has been improved
by Zone 7 as a regional drainage facility.
According to a representative of Zone 7, the project site, as well. as the remainder of the Tri-
Valley area, is underlain by an extensive underground aquifer. The aquifer ranges in depth
between 15 and 500 feet but is no longer used as the primary source of domestic water in the
area. Zone 7 is presently finalizing plans to store treated wastewater within the aquifer during
winter months, which will be pumped out and used for landscape irrigation during dry, summer
months.
Project Impacts
a) Changes to absorption rates? LS. The site is currently vacant and water percolates into the
groundwater table. Development of the proposed project will add impermeable and impervious
surfaces on the site in the form of residences, garages, driveways, walkways and similar hard
surfaces. This will result in higher quantities of storm water runoff which must be accommodated
by the local drainage system. Preliminarily, storm water will likely be directed into Alamo
Creek. Zone 7 presently charges fees for drainage into Zone 7 facilities.
Prior to approval of a final subdivision map or issuance of building permits, the project applicant
will be required, by City regulation, to submit and have approved a drainage and hydrology study
which will include detailed calculations regarding the amount of storm water anticipated to be
generated and the ultimate disposition of the water.
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b) Exposure of people or property to flood hazard? LS. The project site lies outside of the 100
yeaz and 500 yeaz flood plain as identified on the applicable Flood Insurance Rate Map published
by the Federal Emergency Management Agency, Community Panel No. 060705 OOOlA.
c) Discharge into surface waters or changes to surface water quality? PS/M. The preliminary
grading concept for the project involves collecting on-site storm water run-off and transporting it
to the west for ultimate outfall into Alamo Creek via a new outfall pipe. According to
representatives from Zone 7, the Creek has been designed and constructed to accommodate storm
water flows which would be generated on the site under developed conditions. Zone 7 will
impose a number of standazd conditions on the project builder to ensure Zone 7 access to the
channel for maintenance purposes and to ensure that the outfall pipe is located and built to Zone
7 standazds.
Permits from the California Department of Fish and Game and U.S. Army Corps of Engineers to
construct the outfall pipe and discharge additional water into Alamo Creek will likely be
required. The following mitigation measure is recommended to ensure that all applicable
requirements are met:
Mitigation Measure 3: The project developer shall obtain any required permits from the
California Department of Fish and Game and the U. S. Army Corps of Engineers prior to
dischazge of water into Alamo Creek.
It is likely that initial storm water flows after a lengthy dry season (also known as "first flush"
flows) .may add pollutants into Alamo Creek, including but not limited to grease, oil, fertilizers
and other organic and inorganic material. Typically, subsequent flows generally contain fewer
amounts of pollutant material.
The City of Dublin is a co-permittee of the Alameda County Clean Water Program, which is a
coordinated effort by local governments in the County to improve water quality in San Francisco
Bay. In 1994, the San Francisco Bay Regional Water Quality Control Boazd issued a set of
recommendations for New and Redevelopment Controls for Storm Water Programs. These
recommendations include policies that define watershed protection goals, minimum non-point
source pollution controls for site planning and post construction activities. Watershed protection
goals aze based on policies identified in the San Francisco Bay Basin Water Control Plan, which
relied on Best Management Practices (BMPs) to limit pollutant contact with stormwater runoff at
its source and remove such pollutants prior to being transported into receiving waters. The
following mitigation measure is therefore recommended to reduce surface water quality pollution
to a level of insignificance.
Mitigation Measure 4: The applicant shall obtain an NPDES general construction permit
from the State Water Resources Control Board. The terms of this permit require that
project development not cause any increase of sedimentation, turbidity or hazardous
materials within downstream receiving waters.
d) Changes in amou~at of surface water? LS. Additional surface water will be added to Alamo
Creek, however, with the imposition of Mitigation Measure 2 to maintain water quality, this is
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not anticipated to be a significant impact. Representatives from Zone 7 have indicated that
Alamo Creek has been sized to accommodate storm water run-off from this project.
e) Changes in currents or direction of water movement? NI. If stormwater runoff is dischazged
into Alamo Creek, the direction of flow will not be changed
f) Changes in quantity of groundwaters? NI. The project does not affect groundwater resources.
This is based on a telephone conversation with Dennis Lunn of Zone 7.
g) Altered direction of groundwater? NI. The project does not affect groundwater resources.
h) Impacts to groundwater quality? NI. The scope of the project is such that groundwater
resources will not be affected.
i) Substantial reduction of groundwater resources? LS. Future project residents will rely on
water supplied by the Dublin San Ramon Services District (DSRSD) for water supplies. Section,
XII, Utilities, further describes anticipated water supply to the project.
V. Air Quality
Environmental Setting
The project site is located within the Tri-Valley area, a sheltered, inland azea surrounded by hills
to the west, south and east. Most of the air flow into the southern portions of the Valley is
accomplished through only two gaps in the hills: the Hayward and Niles canyons. Local wind
data show the frequent occurrence of low wind speed and calm conditions (the latter
approximately 23 percent of the time). These local limitations on the capacity for horizontal
dispersion of air pollutants combined with the regional characteristic of restricted vertical
dispersion give the area a high potential for regional air quality problems.
Project Impacts
a) Violation of air quality standard? PS/M. Potential air quality impacts can be divided into
short-term, construction related impacts and long-term operational impacts associated with the
project.
In terms of construction-related impacts, it is anticipated that the project would generate
temporary increases in dust and particulate matter caused by site excavation and grading
activities. Construction vehicle equipment on unpaved surfaces also generates dust as would
wind blowing over exposed earth surfaces. Generalized estimates of construction air emissions
include approximately 1.2 tons of dust per acre per month of construction activity. About 45
percent ofconstruction-related dust is composed of large particles which settle rapidly on nearby
surfaces and are easily filtered by human breathing patterns. The remainder of dust consists of
small particles (also known as PM10) and could constitute a more severe air quality impact,
unless mitigated.
The following mitigation measure is therefore recommended to reduce potential short-term,
construction related impacts.
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Mitigation Measure 5: The following measures shall be incorporated into construction
specifications and shall be followed by the project grading contractor:
• All material excavated or graded shall be sufficiently watered to prevent excessive
amounts of dust, Watering shall occur at least twice per day with complete coverage,
preferably in the late morning and at the completion of work for the day;
• All clearing, grading, earthmoving and excavation shall cease during penods of high
winds greater than 20 mph over one hour;
• All material transported off-site shall either be sufficiently watered or securely
fastened to prevent escape of dust and debris;
• All inactive portions of the construction site shall be planted and watered, if
construction is accomplished in more than one phase;
• On-site vehicle speed shall be limited to 15 mph;
• During rough grading and construction, Dougherty Road and Sierra Court (if used for
construction access) shall be swept at least once per day, or as required by the City of
Dublin, to remove silt ad construction debris;
• Unnecessary idling of construction equipment shall be avoided;
• Equipment engines shall be maintained in proper working condition per manufacturers'
specification.
Construction of the proposed project will add additional vehicular traffic to this portion of
Dublin as identified in Section VI, Transportation and Circulation. These additional vehicles will
generate quantities of carbon monoxide, reactive organic gasses, nitrous oxide, sulfur dioxide
and particulate matter (PM10). However, the location of the proposed project near a major
regional transportation corridor (Dougherty Road), the relatively high density of the project
(approximately 14 units per acre) and the fact that the proposed project is considered an "infill"
type residential project results in conformity with the Bay Area Air Quality Management
District's Clean Air Plan.
b) Expose sensitive receptors to pollutants? LS. The project, if approved and constructed, would
add an anticipated 148 future residents to the project site. Since the site is located along
Dougherty Road, a major regional arterial highway which presently carries up to 42,800 vehicles
per day near the project site, additional sensitive receptors, future residents, would be exposed to
somewhat higher concentrations of vehicle related pollutants. Given the prevailing wind pattern
from west to east, the amount of pollutant exposure is not anticipated to be significant.
c) Alter air movement, moisture, temperature or climate? NI. The project is anticipated to consist
of three story multi family residences, which will not substantially interfere with prevailing wind
patterns or climatic conditions. The final height of buildings within the project will be
determined through the Site Development Plan process.
d) Create objectionable odors? NI. As a proposed residential project, no objectionable odors are
to be created.
VI. Transportation/Circulation
[Note: The following section is based on an analysis of the traffic and transportation performed
by TJKM Associates, Inc., transportation consultants. The entire text of the report is reprinted in
the Appendix of the Initial Study.]
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Environmental Setting
Major roadways serving the site include:
• Interstate SSU, a six-lane east-west freeway connecting Dublin with nearby local
communities such as Livermore and Pleasanton and regional destinations, such as Tracy
and Oakland. In the vicinity of the proposed project, I-580 carries between 160,000 and
177,000 vehicles per day. Nearby interchanges include 580/680; Dougherty Rd./Hopyard
Rd. and Hacienda Dr.
• Interstate 680 is a six-lane north-south freeway connecting Dublin with local
communities in the Tri-Valley area and regional destinations north and south of Dublin.
This freeway accommodates between 115,000 and 118,000 vehicles per day with
interchanges at Alcosta Blvd., Interstate 580 and Stoneridge Drive.
• Dougherty Road is a two-lane rural roadway north of the site, within Contra Costa
County which has been widened to four lanes between the Alameda County/Contra Costa
County border near Dublin. It is six lanes between Dublin Boulevard and I-580. Average
Daily Traffic (ADT) varies between 12,600 north of Amador Valley Road to 42,800
south of Dublin Boulevard.
• Dublin Boulevard is a major east-west arterial within Dublin and is configured as a four-
to six- lane road which serves primarily industrial and commercial uses in the vicinity of
the project. Atwo-lane extension from Dougherty Road east to Tassajara Road has
recently been completed. ADT varies from 29,300 vehicles per day, east of San Ramon
Road to 4.700 vehicles west of Tassajara Road.
• Hacienda Drive is an arterial designed to provide access to Hacienda Business Park in
Pleasanton. These are two lanes of his roadway extending as far north as Dublin
Boulevard. ADT is approximately 5,300 vpd. As part of the Santa Rita Business Center
(Opus) project, Hacienda drive is planned to be extended northward to Gleason Drive as
a four lane roadway, which is currently under construction.
• Scarlett Drive is a two-lane road providing access to land uses south of Dublin
Boulevard. An extension of this road is planned to be built with funds obtained from
traffic impact fees collected from new development projects in East Dublin. The
extension will proceed along the Southern Pacific right-of--way line to the northwest from
the intersection of Scarlett Drive and Dublin Boulevard and terminate at Dougherty Road.
• Amador Valley Boulevard is athree-lane east-west road north of the project site,
extending near San Ramon Road on the west to Dougherty Road on the east. ADT is
10,800.
• Sth Street is an east-west street within the Camps Parks Reserve Forces Training Area, a
military base located immediately opposite Dougherty Road to the east of the project.
Currently, 5th Street is the main entrance to Camp Parks, although a new entrance to the
facility is planned north of the new Dublin BART station and this entrance will be
abandoned.
• Sierra Court is a two-lane road providing local access within Siena Business Park, an
industrial complex located south of the project site.
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• Monterey Drive is a two-lane residential road west of Dougherty Road which intersects
Dougherty Road north of the project site.
• Houston Place is a two-lane road east of Dougherty Road with fronting industrial uses.
Houston Road intersects Dougherty Road south of the proposed project.
Table 1, below, summarizes existing traffic conditions at key intersections near the proposed
project site. This information is based on traffic counts taken in 1996 or 1997. Peak hour counts
at the Dougherty Road/Amador Valley and the Dublin Boulevard/Scarlett Drive intersections
were taken prior to the opening of the East Dublin/Pleasanton BART station. Peak hour counts at
all other intersections were conducted after the opening of the BART station.
Existing conditions are expressed in terms of volume-to-capacity on adjacent roadways using the
Level of Service (LOS) concept. LOS ratings are qualitative descriptions of intersection
operations reported using an A through F ranking system to describe travel delay and congestion.
LOS A indicates free flow of traffic through intersections and LOS F indicates jammed
conditions with excessive delay and long back-ups. The City of Dublin uses LOS D (volume-to-
capacity ratio of 0.90) as the minimum acceptable level of service in the community. Mitigation
measures must be imposed if the addition of project traffic causes intersections operations to
drop to an LOS E or F.
Notes
denotes volume-to-capacity ratio for signalized intersection and average delay in seconds per vehicle at
unsignalized (stop-controlled) intersection. For stop sign controlled intersections, values in parentheses indicate
average delay to stopping and yielding movements
Table 1 indicates that one of the study intersections, Dublin Boulevard/Scarlett Drive, operates
below Level of Service D
The following table summarizes traffic conditions with existing conditions and adding expected
peak hour traffic from approved but not built projects. Development projects used in this
assumption include the Hacienda Crossings projects (Opus), the AutoNation vehicle retailer,
California Creekside single family residential project (154 dwellings), the Villas at Santa Rita
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Table 1.
Existing Peak Hour Intersection Levels of Service (without project)
apartment project (324 dwellings), Santa Rita Business Center, the Arlen Ness motorcycle parts
facility, Kassabian Motors, BJ Dublin Commercial, John Moore Property Commercial
development, Park Sierra Phase 1 (209 dwellings), the Casterson residential project (106 single
family dwellings), Dublin ranch phase 1 (847 single family dwellings), Yarra Yarra residential
development (80 single family dwellings), Santa Rita sites l la and l lb (368 apartment units and
341 single family dwellings), Creekside Business
The following analysis assumes that a number of major, planned transportation improvements
will occur, including the completion of I-580/I-680 improvements, construction of the planned
Scarlett Drive extension, Dougherty Road improvements, Dublin Boulevard widening and the
operation of the recently opened East Dublin/Pleasanton BART station. A complete listing of
traffic improvement assumptions is contained in the TJKM traffic impact analysis prepared for
this project.
Table 2, below, summarizes localized traffic operations under existing plus approved but not
built projects conditions.
Table 2: Existing + Approved Project Traffic Conditions (without project)
* LOS * LD
Dougherty Rd./Amador Valley AM 0.73 C 0.80 C
Blvd.
PM 0.58 A 0.66 B
AM 0.71 C 0.90 E
0.60 B
Dougherty Rd./Dublin Blvd.
PM 0.81 D 2 F
1.23
0.87 D
Dougherty Rd./I-580 WB Ramps AM 0.55 A 0.60 A
PM 0.54 A 0.62 B
AM 0.56 A 0.99 E
Hopyard Rd./I-580 EB Ramps 0.77 C
PM 0.57 A 0.92 E
0.81 D
AM 8.3 B - F
Scarlett Dr./Dublin Blvd. 0.42 A
PM 95.6 F - F
0.89 D
Notes
(1) 'denotes volume-to-capacity ratio for signalized intersection and average delay in seconds per vehicle at
unsignalized (stop-controlled) intersection.
(2) Figures in parentheses indicates traffic conditions after completion of mitigation measures.
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Based on the above, three of the study intersections are anticipated to operate at unacceptable
levels of service, however, mitigations can be imposed to ensure that all of the intersections will
operate at acceptable levels, as indicated below.
Dougherty Rd./Dublin Blvd.: Widen the eastbound approach to provide two exclusive left
turn lanes (one currently exists) and one shared through and right turn lane (lane presently
striped for exclusive right turn lane);
Hopyard Rd,/I-580 Eastbound Ramps: Widen the eastbound ramp to provide a third right
turn lane (two presently exist);
Dublin Blvd./Scarlett Dr.: Signalize the intersection, widen the eastbound approach to
provide one exclusive through lane and one right turn lane (only one eastbound lane
exists). The westbound approach should be widened to provide one exclusive left turn
lane and one exclusive through lane (currently, only one westbound lane exists that
handles both left turn and through movements). The northbound approach should be
widened to provide one exclusive left turn lane and one exclusive right turn lane
(currently only one northbound lane accommodated left and right turning movements).
Implementation of the mitigations outlined above are assumed to be completed in the near to
mid-term, financed through traffic mitigation fees collected by the City of Dublin.
Project Impacts
a) Increased vehicle trips or traffic congestion? PS/M. The proposed project would add
additional vehicles to local and regional roadways as a result of project construction.
The traffic report includes assumptions for project trip generation, based on Institute of Traffic
Engineers standards and distribution of project traffic on nearby streets. Based on these
assumptions, a summary of expected project traffic impacts at full build-out has been prepared as
shown on Table 3, combined with existing and traffic associated with approved but not
constructed other development projects The following analysis includes the assumption that
Scarlett Drive would not be extended through to Dougherty Road. In the event this planned
extension is constructed, traffic impacts would be the same, or slightly better, than portrayed on
Table 3.
Table 3: Peak Hour Level of Services, Existing + Approved + Proposed Project
(no extension of Scarlett Drive)
Dougherty Rd./Amador Valley
Blvd.
Dougherty Rd./Dublin Blvd.
.............. -~~ I LOS ~ - * ~ L(7
AM ~ oso c o.go ~ c
PM 0.66 B 0.66 u
AM 0.92 E 0.92 E
0.69 B
PM I 1.23 I F I ~~ I D
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Dougherty Rd./I-580 WB Ramps
Hopyard Rd./I-580 EB Ramps
Scarlett Dr./Dublin Blvd.
Dougherty Road/Project Entrance
AM
PM
AM
PM
AM
PM
AM
PM
0.60 A 0.60 A
0.62 B 0.62 B
0.99 E 0.99 E
0.77 C
0.92 E 0.92 E
0.81 D
_ F - F
0.44 A
_ F - F
OSS A
- - 0.65 A
- - 0.52 A
Notes
(1) * denotes volume-to-capacity ratio for signalized intersection and average delay in seconds per vehicle at
unsignalized (stop-controlled) intersection.
(2) Figures in parentheses indicates traffic conditions after completion of mitigation measures.
With implementation of previously identified traffic mitigations undertaken by the City and other
property owners, intersections nearest the proposed project would operate at acceptable levels of
service. The unacceptable level of service at intersection 4, above, is not directly related to the
development of the project, but rather the result of traffic generated by other approved projects in
the vicinity of the Park Sierra site.
The following measures for the project are recommended as a part of the traffic study to mitigate
potential impacts relating to local circulation and site access.
Mitigation Measure 6: The final design of the site access at the previously approved
project entrance off of Dougherty Road for Park Sierra I shall be approved by the Dublin
City Engineer. Dougherty Road improvements, required as part of Phase I improvements,
shall be completed as part of Phase II construction, if not completed prior to issuance of a
Certificate of Occupancy for Phase I.
Street and roadway improvements required as part of Phase I approval include, but are not
limited to, construction of a south-boundright-turn lane, a pedestrian refuge island and
connecting Iron Horse Trail improvements related adjacent to Dougherty Road, construction of
the Scarlett Drive extension (entrance Road for Phase 1), restriping existing pavement on
Dougherty Road to provide a northbound left-turn lane and installation of a traffic signal at the
project entrance. In addition, the project developer has been required to dedicate right-of--way to
the City over the Scarlett Drive extension to provide access into Phase II construction.
The City of Dublin has instituted a traffic impact fee based on the number of trips generated by
development projects. The applicant will be required to pay this fee to assist in off-setting the
costs of city-wide traffic improvements as part of development plan approval.
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The Traffic Impact Analysis prepared by TJKM-also contains projections regarding future
cumulative impacts for the year 2010, including the proposed project. Under the cumulative
scenario, all six study intersections are expected to operate at acceptable level of service.
b) Hazards to safety from design features (e.g. sharp curves or dangerous. intersections) or
incompatible uses (e.g. farm equipment)? PS/M. Although a final, precise design for the
proposed project has not been submitted by the applicant, implementation of the following
mitigation measure will ensure that all no public safety hazards will be created.
Mitigation Measure 7: The final design of the project shall meet all Dublin Public
Works Department, Police Department and Fire Department policies and standards for
internal street widths and corner radii.
c) Inadequate emergency access or access to nearby uses? PS/M. The applicant proposes a main
project entrance off of Dougherty Road and an emergency access connecting to the existing
Alamo Creek service road immediately west of the project site. The emergency access would be
intended to be gated and equipped with a "knox box" device, which would emergency personnel
to open the gate. The gate would also be equipped to allow for emergency evacuation out of the
site by residents, but would not be used on an everyday basis.
According to representatives from the Dublin Fire Department, construction of the proposed
project in accord with an amended General Plan and mitigation measures outlines above will not
block emergency access or conflict with regional emergency evacuation plans.
d) Insufficient parking capacity onsite or offsite? LS. The proposed project would supply parking
at a ratio of 2.0 spaces per unit, which meets City parking requirements.
e) Hazards or barriers for pedestrians or bicyclists? LS. One main drive is proposed for the
project off of Dougherty Road. Potential conflicts could result between project-related vehicles
and pedestrians and bicyclists traversing either Dougherty Road or the future Iron Horse Trail.
Since the drive approach will be signalized, anticipated risks to pedestrians and bicyclists at the
main project entrance is expected to be less than significant. The Dublin Public Works
Department has also requested that the applicant provide appropriate warning signs at the
interface area to minimize. pedestrian and vehicular conflicts.
f) Conf Zicts with adopted policies supporting alternative transportation (e.g. bus turnouts,
bicycle racks)? LS. Construction of the proposed project would serve to advance regional and
subregional goals and policies which promote the development of higher density residential
projects near major transportation corridors. In this instance, the site is adjacent to Dougherty
Road, a major transportation corridor which includes bus service. In addition, the site is
approximately one mile from the Dublin BART station. According to representatives of
WHEELS, additional bus service will added to Dougherty Road to serve BART.
g) Rail, waterborne or air traffic impacts? NI. The proposed project is not sited near operating
railroad facilities, near a navigable waterway or near an airport.
VII. Biological Resources
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Environmental Setting
The site is currently vacant and contains a variety of weedy, ruderal vegetation with native and
introduced grasses. Significant riparian vegetation exists within Alamo Creek, which abuts the
project site to the west. This vegetation includes riparian-type trees, shrubs and ground cover.
Project Impacts
a) Endangered, threatened or rare species or their habitats (including but not limited to plants,
fish, insects, animals and birds) NI. No such species have been observed on the site based on
filed observations conducted in February, 1998.
b) Locally designated species (e.g. heritage trees). NI. No trees of any kind are currently
growing on the site.
c) Locally designated natural communities (e.g. oak forest, coastal habitat) NI. There are no
significant stands of vegetation on the site.
d) Wetland habitat (e.g. marsh, riparian and vernal pool)? LS. No wetlands exist on the project
site. It is anticipated that all or a portion of project storm water run-off will be transported to
Alamo Creek for ultimate disposal into San Francisco Bay. As a major regional drainage facility,
wetland habitat has been observed within the bottom of the creek. However, since the applicant
will be discharging water under the direction of Zone 7 and with the review of the California
Department of Fish and Game, this is not expected to be a significant impact. Reference
Mitigation Measure No. 2.
e) Wildlife dispersal or migration corridors? NI. The site is substantially surrounded by existing
industrial or residential development and no wildlife corridors have been observed on the site.
VII. Energy and Mineral Resources
Environmental Setting
Based on preliminary geotechnical surveys of the adjoining site (Terrasearch, 1995 and Lowney,
1997) no known deposits of minerals exist on the project site. The Conservation Element of the
General Plan does not reference any significant mineral resources on the project site.
Project Impacts
a) Conflict with adopted energy conservation plans? NL The proposed project will not conflict
with energy goals, policies or programs established in the General Plan regarding energy or
energy conservation.
b) Use nonrenewable resources in a wasteful and inefficient manner? NI. The proposed project
is not anticipated to use resources in a wasteful manner. The project will be constructed in accord
with the Uniform Building Code and Title 24 of the California Administrative Code, both of
which require stringent energy efficient construction methods, such as insulation, thermal pane
windows and installation of efficient appliances. Exterior landscaping will be governed by both
AB 325 and Section 8.88 of the Dublin Zoning Ordinance, which requires "water budgets" for
landscape material sand methods of irrigation. Finally, the City is mandated by AB 939 to reduce
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the solid waste stream generated by residences, business and industrial establishments by
promoting recycling and similar programs.
c) Result in the loss of availability of a known mineral resource that would be of future value to
the region and residents of the State? NI. The preliminary geotechnical investigation for Phase I
of the project did not indicate that significant quantities of mineral resources are located on the
site.
IX. Hazards
Environmental Setting
The site of the proposed project is located near a Santa Fe Pacific Pipeline Company 10-inch
pressurized refined oil pipeline within the Southern Pacific right-of-way area south and west of
the site. The pipeline carries a variety of refined petroleum products including aviation fuel,
kerosene, automobile gasoline and other refined petroleum products. The pipeline originates at
petroleum refineries located in Concord and terminates in San Jose. Based on a preliminary
reconnaissance, the pipeline is located approximately 50 to 60 feet south and west of the subject
property. According to representatives of the pipeline operating company, the pipe is periodically
checked for leaks via periodic surface investigations by pipeline personnel, internally by way of
a remote video camera and by continual monitoring of pipeline pressure by gauges throughout
the pipeline to check for sudden pressure drops.
The applicant has submitted a Level One Environmental Site Assessment for the Phase I portion
of the project, prepared by the fum of ENGEO (8/95). This assessment included a walk through
of the site and a search of local, state and federal records of hazardous materials regulatory
agencies. No documentation of hazardous materials was found with regard to the property. The
study did discover four leaking underground storage tanks approximately one-half mile from the
site, however, these are not believed to present a hazard to the site. Based on a discussion with
representatives from ENGEO, no contamination has been observed on the second phase of
proposed development.
Project Impacts
a) A risk of accidental explosion or release of hazardous substances including but not limited to
oil, pesticides, chemicals, or radiation? LS. The proposed residential project will not contain
substantial quantities of oil, pesticides, chemicals or radiation. It is likely that limited quantities
of household chemicals, pesticides, herbicides and similar materials would be used and stored on
the site, either in individual units or for maintenance purposes. The amounts of such materials
would be typical of any residential development in the community and such quantities are not
considered to be significant.
b) Possible interference with an emergency response plan or emergency evacuation plan? LS.
Preliminary plans supplied by the applicant indicate that there will be .one main and one
emergency access points to the and from the project, the main access which would be off of
Dougherty Road and the emergency access to the existing Zone 7 paved surface road to the west.
Mitigation Measure 7 would ensure full emergency access even if site accesses are gated.
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c) The creation of any health hazard or potential health hazards? NI. As a proposed residential
development, the project will not generate a health hazard.
d) Exposure of people to existing sources of potential health hazards? PS/M. Construction of the
proposed project will expose future project residents (estimated to be a maximum of 148) to
potential hazards from the Santa Fe Pipeline.
Future residents of the proposed project could be subject to hazards from escaping refined
petroleum products or from fire and explosion if the pipeline were to break or rupture. This risk
would be increased in the event of a seismic event. The Transportation Research Board (TRB)
has issued a special report (219) entitled Pipelines and Public Safety which recommends a safety
setback from pipelines of 35 to 60 feet from the centerline of a liquid carrying pipeline.
Preliminary plans submitted by the applicant indicate that a minimum 50-foot setback from the
pipeline will be maintained within the project. Based on this structural setback from the pipeline,
construction of a masonry wall is not required.
The following mitigation is recommended in the Level One Site Assessment to ensure that
hazards related to pipeline leakage or rupture be reduced to a level of insignificance.
Mitigation Measure 8: A minimum setback of 50 feet shall be established and
maintained from the petroleum pipeline and any habitable structure on the project site.
e) Increased fire hazard in areas with flammable brush, grass or trees? PS/M. Construction of
the proposed project will add wood frame dwellings, garages and other related improvements,
including new landscaping. All structures will be built in conformity with provisions of the
Uniform Building Code and Uniform Fire Code to minimize fire hazard. Landscaped areas will
be permanently irrigated to ensure that plant material will not be flammable, based on
recommended Mitigation Measure 9, below.
Mitigation Measure 9: Permanent irrigation systems and automatic controllers shall be
installed within all landscaped planter areas to assist in reducing the danger from grass fires.
X. Noise
Environmental Bettina
The primary long term source of noise in the vicinity of the project site include vehicular-related
noise emanating from Dougherty Road. Since Dougherty Road is approximately 800 to 900 feet
from proposed residences and that residences within the Arroyo Vista project exist between the
project site and Dougherty Road, existing noise levels on the site are within normal and
acceptable levels.
Project Impacts
a) Increases in existing noise levels? PS/M. As a residential project, small, incremental
permanent increases in noise from automobiles, mechanical and gardening equipment and similar
sources can be expected. These are not anticipated to be significant. Short-term construction
related noise can also be expected to be generated which could be considered significant based
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on specific types of equipment which may be used in the construction process. Noise impacts
would be felt by residences of existing surrounding residential dwellings.
The following mitigation measure is therefore recommended to limit the potential impacts of
construction noise on adjoining properties to an acceptable level.
Mitigation Measure 10: All construction activities on the project site shall be limited to
7 a.m. to 5 p.m., Monday through Friday, unless alternative hours are approved by the Dublin
Building Official for structural construction and the City Engineer for grading activities.
Construction equipment, including compressors, generators, and mobile equipment, shall be
fitted with heavy duty mufflers designed to reduce noise impacts.
b) Exposure of people to severe noise levels? LS. Surrounding land uses are residential and will
not create long term severe noise levels on the project site.
XL Public Services.
Environmental Setting
The project site is served by the following service providers:
• Fire Protection. Fire protection is provided by the Alameda County Fire Department,
under contract to the City of Dublin, which provides structural fire suppression, rescue,
hazardous materials control and public education services.
• Police Protection. Police protection is provided by the Dublin Police Department which is
headquartered in the Civic Center. The Department, which maintains a sworn staff of 31 officers,
performs a range of public safety services including patrol, investigation, traffic safety and public
education.
• Schools. Educational facilities are provided by the Dublin Unified School District which
operates kindergarten through high school services within the community. Schools which would
serve the project include Dublin High School (grades 9-12) and Wells Middle School (graded 6-
8). Grades K-5 could be served by one of three elementary schools within the District.
• Maintenance. The City of Dublin provides public facility maintenance, including roads,
parks, street trees and other public facilities. Dublin's Civic Center is located at 100 Civic Plaza.
• Other governmental services. Other governmental services are provided by the City of
Dublin including community development and building services and related governmental
services. Library service is provided by the Alameda County Library with supplemental funding
by the City of Dublin.
The City of Dublin has adopted a Public Facilities Fee for all new residential development in the
community for the purpose of financing new municipal public facilities needed by such
development. Facilities anticipated to be funded by the proposed fee would include completion
of the Civic Center Complex, construction of a new library, expansion of the existing senior
center, acquisition and development of new community and neighborhood parks and similar
municipal buildings and facilities. The applicant would be required to pay this fee.
Dublin Planning Department Draft Page 35
Park Sierra II Project May 1998
PA 98-010
Environmental Impacts
a) Fire protection? LS. According to representatives of the Fire Department, the proposed project
lies within a 1 1/2 mile radius of a fire station located at 9399 Fircrest in Dublin. A typical
response time of under five minutes is anticipated. As part of the site development review
process, specific fire protection requirements will be imposed on the development to ensure
compliance with. applicable provisions of the Uniform Fire Code.
Based upon discussions between the applicant and Fire Department officials, the project has been
modified to provide minimum turning radii and aisle widths for emergency equipment as well as
emergency fire access from the Iron Horse Trail.
b) Police protection? PS/M. Concerns have been raised by the Police Department concerning the
ability of the Department to provide adequate surveillance of the proposed complex, given the
linear layout of buildings and limited turn-around room for police vehicles at the rear of the
complex. The following mitigation is therefore recommended to reduce potential police
protection impacts to levels of insignificance:
Mitigation Measure 11: Prior to issuance of building permits, the project developer shall
submit for Police Department approval a Master Security Plan, indicating specific measures
which will be taken by the developer to supplement Police Department security for the project.
Specific items to be included are: provision of private security forces, ensuring long term
availability of private security services for the project, formation of a neighborhood watch
association, providing alarm systems within each unit and related items.
c) Schools? PS/M. The Dublin Unified School District recently completed a Facilities Master
Plan which includes estimates of student generation by residential density type. Typical medium
density residential projects would generate the following students.
Since many local schools are or are expected to be at full capacity in the near future, the
following mitigation is recommended to ensure that potential impacts can be reduced to a less
than significant level.
Mitigation Measure 12: The applicant shall, prior to issuance of building permits, obtain
a written agreement with the Dublin Unified School District for the project's fair share mitigation
of school impacts. Any fees which are required pursuant to that agreement shall be paid prior to
issuance of building permits.
d) Maintenance of pacblic facilities, including roads? LS. The project represents an incremental
increase in area population and vehicles. Roadways within the project will be privately owned
and maintained. The applicant is required to pay a traffic impact fee to the City of Dublin which
will assist in of-setting costs of public roadway maintenance.
e) Other governmental services? LS. The project would represent incremental increases in the
demand for general governmental services. Payment of the City's Public Facility Fee would
offset any impacts caused by the project.
Dublin Planning Department Draft Page 36
Park Sierra II Project May 1998
PA 98-010
XII. Utilities and Service Systems.
Environmental Setting
The project site is served by the following service providers:
• Electrical and natural gas power: Pacific Gas and Electric Co.
• Communications: Pacific Bell
• Water supply and sewage treatment: Dublin San Ramon Services District
• Storm drainage: City of Dublin
• Solid waste disposal: Dublin-Livermore Disposal Company
Environmental Impacts
a) Power or natural gas? LS. According to representatives from Pacific Gas and Electric
Company, adequate facilities exist in the vicinity of the project to provide power and natural gas
service.
b) Communication systems? LS. According to representatives from Pacific Bell, communication
facilities presently exist near the site which could be extended to serve future development on the
site.
c) Local or regional water treatment or distribution systems? LS. According to representatives of
DSRSD, 12-inch and 16-inch water mains exist on the periphery of the site which could provide
adequate water volumes and pressures for domestic and fire fighting purposes to the proposed
project. DSRSD purchases water on a wholesale basis from Zone 7 of the Alameda County
Flood and Water Conservation District and provides water service to residences and businesses
within its service area.
d) Sewer or septic systems? LS. According to representatives of DSRSD, 8-inch sewer lines have
been constructed within the right-of-way of Dougherty Road and within Sierra Court, south of
the proposed project. Adequate capacity exists to accommodate anticipated sewer flows from the
proposed project. Untreated effluent would be transported to DSRSD's Regional Treatment Plant
in Pleasanton for treatment prior to being discharged into the East Bay Discharge Authority's
outfall line for eventual disposal into San Francisco Bay. DSRSD officials indicate that adequate
capacity exists within the regional treatment facility to accommodate this project.
e) Storm water drainage? LS. This topic was previously addressed in Section IV, Water.
f) Solid waste disposal? LS. The City of Dublin contracts with Livermore-Dublin Disposal
Company to collect solid waste from households and businesses and transport it to the Altamont
Landfill, located in eastern Alameda County. The Landfill currently has an anticipated capacity
until the year 2005 and plans are underway to extend landfill capacity for an additiona150 years.
Dublin Planning Department Draft Page 37
Park Sierra II Project May 1998
PA 98-010
Livermore-Dublin Disposal Company also operates a curbside recycling service to ensure that
the City's waste stream complies with state requirements for reduction of solid waste. The most
current information available indicates that Dublin exceeds state requirements for reducing solid
waste.
Although approval of the proposed project will incrementally increase the amount of solid waste,
any such increases will be able to be accommodated with existing facilities and resources.
~ Local or regional water supplies? LS. DSRSD staff indicate that adequate long term water
supplies are available from Zone 7 and other sources to serve the proposed project.
XIII. Aesthetics.
Environmental Setting
The site is currently vacant of any permanent structures and is not visible from a public road.
Environmental Impacts
a) Affect a scenic vista or view? PS/M. A number of existing residences within Arroyo Vista
would be sited within approximately 50 feet from new Park Sierra residences and new residents
could have views into Arroyo Vista. Adherence to Mitigation Measure 1 will reduce privacy and
view impacts to a less than significant level. Proposed construction of the second phase of Park
Sierra is not anticipated to block any other views or vistas
b) Have a demonstrable negative aesthetic effect? NI. The proposed project would be largely self
contained with adequate landscaped buffering on all sides. Therefore, no negative aesthetic
impacts would be created.
c) Create light orglare? PS/M. The proposed residential project would add additional exterior
lighting in the project vicinity, including driveway lighting, security lighting and porch lights and
other light sources. Spill over of light could negatively affect adjacent residences and the
following mitigation is therefore recommended:
Mitigation Measure 13: Site lighting shall incorporate the following features:
• Pole-mounted lights shall be equipped with cut-off lenses and oriented away from nearby
residences to shield adjacent residences. The height of lighting standards shall be limited to
twelve feet ;
• Wall-mounted lights shall also be equipped with cut-off lenses and limited to a mounting
height of eight feet.
XIV. Cultural Resources
Environmental Setting
The Northwest Information Center, located at Sonoma State University, was contacted regarding
this project and a search of records, including cultural, archeological, paleontological and
historical literature conducted.
Dublin Planning Department Draft Page 38
Park Sierra II Project May 1998
PA 98-01 t?
The records seazch indicates that the site contains no recorded Native American or historical
cultural resources sites on file with the Center. State and federal inventories similarly list no
historic resources on the site nor does any record exist of previous archeological studies of the
project area.
Native American archeological sites tend to be situated on broad midslope terraces and alluvial
plains neaz former and existing water sources, so the possibility does exist of historic or
archeological artifacts, however, the Center concluded that the possibility of identifying historic
cultural resources on the site is low.
Project Impacts
a) Disturb paleontological resources? NI, based on Northwest Information Center letter.
b) Disturb archeological resources? PS/M. The Northwest Information Center letter indicates
the possibility of sites or artifacts on the site given the proximity to Alamo Creek. The following
mitigation is therefore recommended to reduce any such impacts to a level of insignificance:
Mitigation Measure 14: Should archeological artifacts or remains be discovered during
construction of the project, work in the vicinity of the find shall stop immediately until a
qualified archeologist can evaluate the site and determine the significance of the find. Project
personnel shall not collect or alter cultural resources. Ident~ed cultural resources shall be
recorded on forms DPR 422 (archeological sites) and/or DPR 523 (historic resources). If human
remains are found, the County Coroner shall be contacted immediately.
c) Have the potential to cause a physical change which would affect unique ethnic cultural
values? NI, based on the Northwest Information Center letter.
d} Restrict existing religious or sacred uses within potential impact area? NI, no such sites have
been identified based on a comprehensive records seazch of the project site.
XV. Recreation.
Environmental Bettina
City parks closest to the project site include Stagecoach Pazk, Alamo Creek Park, both
neighborhood parks and Dublin Sports Grounds, a community pazk.
Project Impacts
a) Increase the demand for neighborhood or regional parks or other recreational facilities? LS.
The addition of approximately 148 residents in this portion of the City will add an incremental
demand for parks and recreational facilities. A portion of needed park facilities will be met by
proposed construction of recreational amenities within the project. However, demand would still
exist for community-scale pazk and playground facilities. The applicant would be required to pay
a Public Facility fee to the City of Dublin, which includes a contribution toward construction of
new parks in the city.
Dublin Planning Department Draft Page 39
Park Sierra II Project May 1998
PA 98-010
b) Affect existing recreational opportunities? PS/M. The project site is immediately adjacent to
the Iron Horse Trail, a regional multi-use trail presently being developed by the City of Dublin
on the site of the former Southern Pacific Railroad line between Contra Costa County and
Pleasanton. Precise interfaces between the trail and the proposed project have not yet been
formulated. The applicant has proposed to construct a wrought iron fence adjacent to the Trail.
According to EBRPD representatives, no significant adverse impacts are anticipated should the
proposed project be constructed. The proposed mitigation is recommended to ensure that no
adverse impacts will be created by the proposed project with respect to the Iron Horse Trail:
Mitigation Measure 15: The applicant shall work with City of Dublin with input from
the East Bay Regional Parks District, through the Site Development Review process, with regard
to treatment of the proposed project adjacent to the Iron Horse Trail, including number and
location of access points, wall treatment and landscaping.
In addition, the project developer shall work with the City of Dublin to recondition and
upgrade portions of the Iron Horse Trail immediately adjacent to the proposed project to ensure a
high quality, paved surface.
XVI. Mandatory Findings of Significance
a) Does the project have the potential to degrade the quality of the environment, substantially
reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below
self-sustaining levels, threaten to eliminate a plant or animal community, reduce the number of
or restrict the range of a rare or endangered plant or animal or eliminate important examples of
the major periods of California history or prehistory? No. The preceding analysis indicates that
the proposed project will not have a significant adverse impact on overall environmental quality,
including biological resources or cultural resources.
b) Does the project have the potential to achieve short-term, to the disadvantage of long-term,
environmental goals? No. The project represents an example of infill, higher density housing
which will be sited near a major regional transportation corridor.
c) Does the project have impacts that are individually limited, but cumulatively considerable?
("Cumulatively considerable" means that the incremental effects of a project are considerable
when viewed in connection with the effects of past projects, the effects of other current projects
and the effects of probable future projects). No although incremental increases in certain areas
can be expected as a result of constructing this project, including additional traffic air emissions,
light and glare and need for public services and utilities, the project site lies within an already
urbanized area and sufficient capacity exists within service systems to support the additional
population anticipated associated with the project.
~ Does the project have environmental effects which will cause substantial adverse effects on
human beings, either directly or indirectly? No. Although potential safety impacts exist in the
vicinity of the, adequate mitigations are proposed to reduce such potential impacts to levels of
insignificance.
Dublin Planning Department Draft Page 40
Park Sierra II Project May 1998
PA 98-010
Dublin Planning Department Draft Page 41
Park Sierra II Project May 1998
PA 98-010
Initial Study Preparer
Jerry Haag, Urban Planner
Christopher Kinzel, P.E. TJKM Associates, traffic and transportation
Agencies and Organizations Consulted
The following agencies and organizations were contacted in the course of this Initial Study:
City of Dublin
Eddie Peabody Jr,. AICP, Community Development Director
Dennis Carrington, AICP, Senior Planner
Mehran Sepehri, Senior Engineer
Kevin van Katwyk, Senior Engineer
Robert Snodgrass, Fire Department
Sgt. DiFranco, Police Department
Dublin-San Ramon Services District
Bruce Webb, Engineer
Rhordora Biagtan, Engineer
Dublin Unified School District
Jeanne Howland, Business Manager
References
Dublin General Plan, Revised September 1992
Dublin General Plan Housing Element, June, 1990
Amendment, City of Dublin, March 1996
Feasibility Investigation on Dublin Site Cluster Housing, Terrasearch Inc., August 1995
Phase One Environmental Site Assessment, ENGEO Inc., August, 1995
Pipelines and Public Safetv, Transportation Research Board, 1988
Traffic Studv of the Proposed Park Sierra Apartments Phase II TJKM Associates,
January, 1998
Geotechnical Investigation for Park Sierra Apartments, Lowney Associates, May .1997
Dublin Planning Department Draft Page 42
Park Sierra II Project May 1998
PA 98-010
r
Appendices
Dublin Planning Department Draft
Park Sierra II Project May 1998
PA 98-010
Page 43
,~' ~ ~ r
Traffic Impact Analysis
Dublin Planning Department Draft Page 44
Park Sierra II Project May 1998
PA 98-010
FINAL
A Traffic Study for the
Proposed Park Sierra Apartments
Phase II
In the City of Dublin
January 12, 1998
Prepared by
TJKM Transportation Consultants
4234 Hacienda Drive, Suite 101
Pleasanton, California 94588-2721
(510) 463-0611
ach
15?-081R.2NA
TABLE OF CONTENTS
Page
INTRODUCTION AND SUMMARY ................ ..................... 1
1
Introduction ................................. .....................
3
Summary ................................... .....................
Additional Recommendations ..................... . ................ 3
EXISTING CONDITIONS ............................................. 4
Existing Transportation Network ....................................... 4
Existing Land Uses .............. .................................. 5
Level of Service Analysis Methodology 5
Impact Criteria ........................... ....................... 5
Results of Level of Service Analysis .......::::::::::::::::::::::::::::: 6
Signal Warrant Analysis (Existing Conditions) . 6
IlViPACTS OF APPROVED PROJECTS .................................... 8
Hacienda Crossings (Opus) 8
AutoNation ....................................... ............. 8
California Creekside ................................................ 8
Villas at Santa Rita ............................... ................ 9
Santa Rita Business Center (Opus Industrial). ................. ............. 9
Arlen Ness Motorcycle Parts Store ................................ ... 9
Kassabian Motors .................................................. 9
BJ Dublin Commercial .................................. ........... 10
John Moore Property Commercial Project ................................. 10
Park Sierra Apartments Phase I ........................................ 10
Casterson ................................. ..................... 10
Dublin Ranch Phase I ............................................... 11
Yarra Yarra Residential Development .................................... 11
Santa Rita Property Sites 11A and 11B ................................... 11
Creekside Business Pazk III (Opus) ...................... ............. 11
Approved Projects Within the City of Pleasanton ............................ 12
Proposed Future Transportation Improvements .............................. 12
Existing Plus Approved Project Traffic Impacts ............................. 12
IlvIPACTS OF PROPOSED PROJECT ..................................... 16
Project Description ................................................. 16
Trip Generation ................................................... 16
Trip Assignment ........................... ...... 16
Signal Warrant Analysis ..................... ....................... 18
Level of Service Analysis (Existing plus Approved plus•Project - No Scazlett Drive
Extension) ............ ... 18
ANALYSIS WITH CONSTRUCTION OF THE SCARLETT DRIVE EXTENSION
(Alternative 2) 22
Reassignment of Traffic Assuming Scazlett Drive Extension .................... 22
Signal Warrant Analysis ............................................. 22
Level of Service Analysis (With Scarlett Drive Extension) 22
CUMULATIVE 2010 IlVIPACTS .... • ... • ................................ 25
Traffic Model Description 25
Cumulative Conditions .............................................. 25
Results of Level of Service Analysis (Cumulative Yeaz 2010 plus Project Scenario) ... 25
TABLE OF CONTENTS
Page
OFF-BYTE DAILY VOLUME ANALYSIS .................................. 28
Methodology ..................................................... 28
RPSnltc ...................................... 28
Existing plus Approved ...............................:............ 30
Existing plus Approved plus Project ................................ 30
PROJECT ACCESS AND INTERNAL CIltCULATION ........................ 31
Project Access .................................................... 31
Traffic Signals ..................... ............................. 31
Internal Circulation ................................................. 31
Queuing Analysis .................................................. 31
Parking ......................................................... 31
Pedestrian and Bicycle Access ......................................... 31
TRAFFIC IMPACT FEE CALCULATION ................................. 32
Traffic Impact Fee Calculation ............................... ......... 32
RECOMMENDATIONS .............................................. 34
Intersection Mitigation ........ ..................................... 34
Roadway Segment Mitigation .................... ................... 34
Access, Circulation and Pazking ........................................ 34
STUDY PARTICIPANTS AND REFERENCES .............................. 36
TJK1VIPersonnel .................................................. 36
Persons Consulted ....................... ........................ 36
References ....................................................... 36
APPENDICES
A Description of the Intersection Analysis
B Results of the Intersection Analysis Existing
C Results of the Intersection Analysis Existing plus Approved
D Results of the Intersection Analysis Existing plus Approved plus Project Scenario (Without
Scarlett Drive Extension)
E Results of the Intersection Analysis Existing plus Approved plus Project Scenario (With
Scazlett Drive Extension)
F Results of the Intersection Analysis Cumulative (2010) plus Project Scenarios
TABLES
I Peak Hour Intersection Levels of Service -Existing Conditions ................ 6
II Peak Hour Intersection Levels of Service -Existing plus Approved Scenario ....... 15
III Project Trip Generation ............................:............... 16
IV Trip Distribution Assumptions ....................................... 16
V Peak Hour Intersection Levels of Service Existing plus Approved plus
Project Scenario (No Scazlett Drive Extension) ........................... 20
VI Peak Hour Intersection Levels of Service Existing plus Approved plus
Project Scenario (With Scazlett Drive Extension) .......................... 23
VII Peak Hour Intersection Levels of Service Cumulative Yeaz 2010 plus Project Scenario 27
VIII Forecasted Average Daily Traffic ..................................... 30
IX Estimated Project Shaze of Planned Improvement Costs ...................... 33
Appendices
A Description of the Intersection Analysis
B Results of the Intersection Analysis Existing
C Results of the Intersection Analysis Existing plus Approved
D Results of the Intersection Analysis Existing plus Approved plus Project Scenario (Without
Scazlett Drive Extension)
E Results of the Intersection Analysis Existing plus Approved plus Project Scenario (With
Scazlett Drive Extension)
F Results of-the Intersection Analysis Cumulative (2010) plus Project Scenarios
TABLE OF CONTENTS
Page
FIGURES .....................................................
1 Vicinity Map 2
2 Existing Peak Hour Turning Movement Volumes ....................... ... 7
3 Existing + Approved Peak Hour Turning Movement Volumes ................:.. 14
4 Site Plan .................................................. .... 17
5 Project Trip Distribution ............................................. 19
6 Existing + Approved + Project (Alternative 1) Peak Hour Turning Movement Volumes 21
7 Existing + Approved + Project (Alternative 2) Peak Hour Turning Movement Volumes 24
8 Cumulative Year 2010 + Project Peak Hour Turning Movement Volumes ........... 26
9 Estimated Daily Volumes ............................................ 29
f
Introduction
INTRODUCTION AND SUMMARY
This report presents the results of TJKM's traffic impact analysis of the proposed Park Sierra Phase II
development, consisting of 75 apartments to be located in the City of Dublin. This site is located west
of Dougherty Road between Monterey Drive and Houston Place. The project entrance is proposed to
be directly across from the intersection of the Southern Pacific right-of--way (future Scarlett Drive) and
Dougherty Road. The study area is shown in Figure 1.
The purpose of this study was to evaluate the traffic impacts of the proposed project upon the nearby
street system. The study methodology was to determine if any nearby intersections are projected to
operate at worse than Level of Service (LOS) D and to determine what mitigation would be necessary
if level of service standards are exceeded. The study also includes roadway segment level of service
analysis for key roadways within the study area. Finally, signal warrant analyses for unsignalized
intersections and the project entries are also included. Six intersections were analyzed for this study.
These are listed below and shown in Figure L
1. Dougherty Road/Amador Valley Boulevard
2. Dougherty Road/Dublin Boulevard
3. Dougherty Road/I-580 Westbound Ramps
4. Hopyard Road/I-580 Eastbound Ramps
5. Dublin Boulevard/Scarlett Drive
6. Dougherty RoadlScarlett Drive (Future)
Five scenarios were addressed in the study:
• Existing Conditions -Current traffic volumes and roadway conditions.
Existing plus Approved -Existing land use conditions plus future traffic from approved but
unbuilt or occupied development near the project in the cities of Pleasanton and Dublin,
including Hacienda Crossings Retail Center (Opus), California Creekside Residential
Development, Villas at Santa Rita Residential Development, AutoNation, Santa Rita Business
Center (Opus industrial), Sites 11A and 11B Residential Development, Casterson Residential
Development, Yarra Yarra Residential Development, Creekside III Business Park, John Moore
Property Commercial Development, Park Sierra Apartments, Arlen Ness Motorcycle Parts
Stores, Kassabian Motors, Shell Gas Station, BJ Dublin Commercial and the full build-out of
Hacienda Business Park.
Existing plus Approved plus Project (No Scarlett Drive) -Identical to the Existing plus
Approved Scenario but with traffic added from the development of the proposed project. The
extension of Scarlett Drive between Dublin Boulevard and Dougherty Road is not assumed to
be completed.
Existing plus Approved plus Project (With Scarlett Drive) -Identical to the above scenario but
assumes the completion of the extension of Scarlett Drive from Dublin Boulevard to Dougherty
Road.
• Cumulative (Year 2010) plus Project -Forecast land conditions for 2010 with assumed
roadway improvements with project traffic added.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 1
TJKM Transportation Consultants January 12, 1998
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Summary
Intersections are deemed in need of mitigation if they operate (or are projected to operate) at LOS E or
worse (volume-to-capacity ratios exceeding 0.90). Three study intersections aze projected to operate at
unacceptable levels of service during one or more of the scenarios analyzed. The intersections of
Dougherty Road/Dublin Boulevard, Hopyard Road/I-580 Eastbound Ramps and Scazlett Drive/Dublin
Boulevard operate at unacceptable levels of service under the Existing plus Approved Scenario without
the proposed project. Mitigation measures discussed in this report would improve the levels of service
at these intersections. In addition, the planned improvements to the I-580/I-680 interchange will likely
reduce traffic volumes at the Hopyard Road/I-580 Eastbound Ramps intersection.
Analysis of average daily traffic (ADT) was conducted for key two-lane roadway segments in the
study azea. The level of service for these segments was analyzed using the methodology for two-lane
highways in the 1994 Highway Capacity Manttai and the standards of the City of Dublin's General
Plan. Some of the roadway segments aze projected to operate unacceptably as two-lane roadways
under one or more of the scenarios analyzed. This report concludes that each of the following
roadways will need to be widened under existing or future scenario: Dublin Boulevazd west of
Dougherty Road, Dublin Boulevazd between Dougherty Road and Scarlett Drive, Dougherty Road
between Dublin Boulevazd and Scarlett Drive, and Amador Valley Boulevard west of Dougherty Road.
Caltrans signal warrant analyses, based on peak hour traffic and estimated future ADT, were conducted
for both unsignalized study intersections. It was found that a traffic signal is warranted at the
intersection of Dublin Boulevazd/Scazlett Drive and will eventually be warranted at the intersection of
Dougherty Road/Project Entrance/Scazlett Drive.
Internal circulation and project access proposals should be subject to the evaluation criteria described
in this report..
Additional Recommendations
The project will not require any off-site mitigation measures that are not covered in the traffic impact
fees with the exception of the main entrance to the project at the intersection of Dougherty Road and
Scazlett Drive. The intersection improvements relating to the addition of the project entrance as a
fourth leg of this intersection include a northbound left-turn lane, a southbound right-tum deceleration
lane, and funding a "fair shaze" portion of the future cost of signalization of the intersection, only if
the project preceeds before Park Sierra Phase L
The project will also be responsible fora "fair shaze" contribution towazd future improvements at the
intersection of Dougherty Road and Dublin Boulevard.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 3
TJKM Transportation Consultants January 12, 1998
EXISTING CONDITIONS
Existing Transportation Network
The proposed project and the surrounding area are illustrated in Figure 1. Important roadways serving
the project area are discussed below.
Interstate 580 is a six-lane, east-west freeway that connects Dublin with local cities such as Livermore
and Pleasanton, as well as regional origins and destinations such as Tracy, Fremont, and Oakland. In
the vicinity of the proposed project, I-580 carries between 160,000 and 177,000 vehicles per day
(based on data published in Caltrans' 1996 Traffic Volumes on California State Highways) with
interchanges at Interstate 680, Dougherty Road/Hopyazd Road, and Hacienda Drive.
Interstate 680 is a six-lane, north-south freeway that connects Dublin with local cities such as Sunol
and Walnut Creek as well as regional origins and destinations to the south, such as Fremont and San
Jose. To the north, it terminates at its interchange with Interstate 80 near the City of FairFeld. In the
vicinity of the proposed project, I-680 carries between 115,000 vehicles per day (vpd) and
118,000 vpd (based on data published in Caltrans' 1996 Traffic Volumes on California State
Highways) with interchanges at Alcosta Boulevazd, Interstate 580, and Stoneridge Drive.
Dougherty Road is a two-lane, rural road in its northern section located in Contra Costa County. It
has been widened to four lanes between the Alameda/Contra Costa County border and Dublin
Boulevazd. It is six lanes wide between Dublin Boulevard and I-580. South of I-580, it continues
with six lanes as Hopyazd Road in the City of Pleasanton. Average daily traffic (ADT) varies from
12,600 vpd north of Amador Valley Boulevard to 42,800 vpd south of Dublin Boulevard.
Dublin Boulevard is a major east-west arterial in the city of Dublin. It is a four- to six-lane road
fronted largely by retail/commercial land uses to the. west of Dougherty Road. A two-lane extension
from Dougherty Road east to Tassajaza Road has recently been constructed. ADT varies from 29,300
vpd east of San Ramon Road to 4,700 vpd west of Tassajara Road.
Hacienda Drive is an arterial designed to provide access to the Hacienda Business Pazk in Pleasanton.
It is a six-lane arterial south of I-580. Currently, there are two lanes to the north of I-580 that extend
only as far north as Dublin Boulevazd. As part of the Santa Rita Business Center (Opus Industrial)
project, Hacienda Drive is planned to be extended northward to Gleason Drive as a four-lane roadway
(construction of this road segment is currently under progress). Between I-580 and Dublin Boulevazd,
the existing ADT on Hacienda Drive is approximately 5,000 vpd and 7,100 vpd north of Dublin
Boulevard.
Scarlett Drive is a two-lane road that provides access to land uses to the south of Dublin Boulevazd
west of Dougherty Road. An extension of this road is to be built with funds obtained from the traffic
impact fees from development in East Dublin. This extension will proceed along the Southern Pacific
right-of--way to the northwest from the intersection of Scarlett Drive and Dublin Boulevard and
terminate at Dougherty Road.
Amador Valley Boulevard is a three-lane, east-west road to the north of the project site. It extends
from San Ramon Boulevard to Dougherty Road. In the vicinity of the project, the land uses along
Amador Valley Boulevazd aze primarily residential. ADT on Amador Valley Boulevard is
approximately 10,800 vpd.
Traffic Study of the Proposed Park Sierra Phase ll Development Page 4
T.IKM Transportation Consultants January 12, 1998
5th Street is an east/west street within the Camp Parks Reserve Forces Training Area, a U.S. military
base located immediately opposite Dougherty Road to the east of the project. Currently, 5th Street
provides the main entrance to Camp Parks. In the neaz future, the main entrance will be relocated to
the north of the East Dublin BART Station and the 5th Street/Dougherty Road entrance will be
abandoned.
Sierra Court is a two-lane industrial collector road providing access to the primarily industrial land
uses located to the south of the proposed project.
Monterey Drive is a two-lane residential road that intersects the west side of Dougherty Road north of
the proposed project.
Houston Place is a two-lane road with fronting industrial land uses. It intersects the east side of
Dougherty Road to the south of the proposed project.
Existing Land Uses
To the north of the site, existing development is largely residential in nature to the west of Dougherty
Road. East of Dougherty Road are governmental land uses consisting of Camp Pazks, the Federal
Correctional Institution, and Santa Rita Rehabilitation Center. South of the project site, there aze
largely industrial land uses with some retail land uses.
Level of Service Analysis Methodology
Peak hour intersection conditions are reported as volume-to-capacity (V/C) ratios with con;esponding
levels of service. Level of service ratings aze qualitative descriptions of intersection operations and aze
reported using an A through F letter rating system to describe travel delay and congestion. Level of
Service (LOS) A indicates free flow conditions with little or no delay and LOS F indicates jammed
conditions with excessive delays and long back-ups.
The operating conditions at signalized study intersections were evaluated using the Intersection
Capacity Utilization (ICU) methodology adopted by the Contra Costa Transportation Authority
(CCTA). This method provides an overall intersection level of service. LOS D is considered as the
standazd of significance in this traffic study. Appendix A contains a detailed description of the
methodology.
The need for traffic signals at unsignalized study intersections were evaluated using peak hour
warrants for rural areas contained in Caltrans' Traffic Manual. The rural .warrants were used because
they apply to roads with speeds of 40 mph or greater.
Impact Criteria
This analysis uses a minimum acceptable intersection level of service of LOS D (total volume-to-
capacity ratio of 0.90). Mitigation measures must be implemented if the addition of project traffic.
causes an intersection to drop to LOS E or F conditions.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 5
TJKM Transoortation Consultants January 12, 1998
Results of Level of Service Analysis
Turning movement counts for the a.m. and p.m. peak hours for all existing study intersections were
either conducted by TJKM or obtained from the City of Pleasanton. All turn counts used were
conducted either during 1996 or 1997. The peak hour counts at the intersections of Dougherty Road/
Amador Valley Boulevazd and Dublin Boulevazd/Scazlett Drive were conducted before the opening of
East Dublin/Pleasanton BART Station. The peak hour counts at all other study intersections were
conducted after the opening of the East Dublin/Pleasanton BART Station. Hence, growth factors were
applied to the peak hour counts at the intersections of Dougherty Road/Amador Valley Boulevard and
Dublin Boulevazd/Scazlett Drive to reflect the existing conditions. Figure 2 illustrates the existing
peak hour turning movements for the existing study intersections.
Table I summarizes the results of the intersection analysis for existing conditions. One study
intersection (Dublin Boulevazd/Scarlett Drive) was found to operate below LOS D. The minor turning
movements at this intersection operate at LOS F (average delay = 95.6) during the p.m. peak hour.
Northbound turning vehicles experience long delays. This condition can be mitigated by signalizing
the intersection. The detailed calculations of the level of service analysis are contained in
Appendix B.
Table I
Peak Hour Intersection Levels of Service -Existing Conditions
Unmitigated
Intersection Control A.M. Peak Hour P.M. Peak
Hour
* LO * LO
S S
1 Dougherty Road/Amador Valley Boulevard Signal 0.73 C 0.58. A
2 Dougherty Road/Dublin Boulevard Signal 0.71 C 0.81 D
3 Dougherty Road/I-580 Westbound Ramps Signal 0.55 A 0.54 A
4 Hopyard Road/I-580 Eastbound Ramps Signal 0.56 A 0.57 A
5 Dublin Boulevard/Scarlett Drive One-way STOP 8.3 B 95.6 F
Note: * =Volume-to-Capadty (V/C) Ratio for signalized intersections,
Average Delay in Seconds for stopping and yielding movements at One-way STOP controlled
intersection.
Signal Warrant Analysis (Existing Conditions)
Signal warrant analyses based on estimated average daily traffic and peak hour traffic volumes were
conducted for the intersection of Dublin Boulevard and Scarlett Drive (Number 5). The analyses
revealed that the intersection of Dublin Boulevard and Scazlett Drive warrants a traffic signal. The
signal is planned to be installed at the time of the Scazlett Drive extension.
Traffic Study of the Proposed Park Sierra Phase l/ Development Page 6
TJKM Transportation Consultants January 12, 1.998
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4
IMPACTS OF APPROVED PROJECTS
The following projects are included in the Existing plus Approved Scenazio: 1) Hacienda Crossings
retail center (Opus), 2) AutoNation used and new caz sales site, 3) California Creekside Residential
Development, 4) Villas at Santa Rita, 5) Santa Rita Business Center (Opus Industrial), 6) Arlen Ness
Motorcycle Parts Store, 7) Kassabian Motors, 8) BJ Dublin Commercial, 9) John Moore Property,
10) Pazk Siena Apartments Phase I, 11) Casterson Residential Development, 12) Dublin Ranch
Phase I, 13) Yana Yarra Residential Development, 14) Sites 11A and 11B, 15) Creekside Business
Park III and 16) approved projects within the City of Pleasanton. Approved projects consist of
developments that aze either under construction, aze built but unoccupied or partially occupied, or that
are unbuilt but have final development plan approval or that aze proposed and are in the approval
process at the time of this study.
Hacienda Crossings (Opus)
The Hacienda Crossings development is a 469,600-square-foot retail center with an assumed
completion date of 1998. The proposed development consists of a 120-room hotel, a 21-screen theater
and a commercial center. The Hacienda Crossings site is located in the southeast comer of the
Hacienda Drive and Dublin Boulevard intersection. The site's southern boundary is I-580.
The trip generation and distribution calculations. for the Hacienda Crossings were .developed by TJKM.
The trip generation rates applied in this study were drawn from Trip Generation, Fifth Edition,
published by the Institute of Transportation Engineers (ITE), and the San Diego Traffic Generators,.
published by the San Diego Association of Governments (SanDAG). The Hacienda Crossings
development is expected to generate 20,923 daily trips, 409 during the a.m. peak hour and 1,955
during the p.m. peak hour.
In conjunction with the Hacienda Crossings development, turn lanes will be added for right and left
turns at the project driveways on both Dublin Boulevazd and Hacienda Drive, and traffic signals will
be constructed at key locations.
AutoNation
The proposed AutoNation consists of a 21.4-acre facility for the sale of used cazs. The AutoNation
site is bounded by Dublin Boulevard on the north side, Hacienda Crossings site on the west side,
Tassajaza Creek on the east side and I-580 on the south side. Adjacent to the site, a 5-acre new caz
sales facility is planned.
The trip generation and distribution calculations for AutoNation were developed. by TJKM. The
AutoNation development is expected to generate 4,765 daily trips, 306 during the a.m. peak hour and
358 during the p.m. peak hour. The. trip generation assumptions for this project aze based on a trip
rate study conducted by Kimley-Horn at a similaz facility located in Lewisville, Texas. The study was
prepared for the developer of the AutoNation project.
California Creekside
The partially occupied California Creekside development consists of 154 single-family detached homes
and 126 townhomes. The site is bounded by Dublin Boulevazd on the south side, Tassajara Creek on
the east side, the Villas at Santa Rita on the west side and a future roadway (Central Pazkway) on the
north side. The Eastern Dublin Specific Plan calls for single-family and medium/high density
residential development in this azea.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 8
T.JKM Transportation Consultants January 12, 1998
The 280-unit development is expected to generate 2,296 daily trips, 169 during the a.m. peak hour and
225 during the p.m. peak hour. The trip generation and distribution calculations for California
Creekside are taken from A Traffic Impact Sntdy for the California Creekside Residential
Development, prepared by TJKM in February of 1996.
At the time the field counts were conducted, 83 dwelling units were occupied.. Hence, the number of
trips generated by the 83 units were removed from the total number of trips attributed to the California
Creekside Development as they were counted in the existing peak hour counts.
Villas at Santa Rita
The Villas at Santa Rita development consists of 324 apartments (132 one-bedroom, 144 two-bedroom
and 48 three-bedroom) on the east side of Hacienda Drive between Dublin Boulevazd and the proposed
Central Pazkway. The Eastern Dublin Specific Plan calls for single-family and medium/high density
residential development in this azea.
The 324-unit development is expected to generate 2,268 daily trips, 165 during the a.m. peak hour and
204 during the p.m. peak hour. The trip generation and distribution calculations for Villas at Santa
Rita aze taken from A Traffic Impact Study for the Villas at Santa Rita Apartments, prepared in Mazch
of 1997. The trip generation assumptions for the project are based on information contained in the
Eastern Dublin Traffic Impact Fee Study and Trip Generation, Fifth Edition.
Santa Rita Business Center (Opus Industrial)
The Santa Rita Business Center will consist of 409,360 square feet of office/light industrial space
located to the south of Gleason Drive between Hacienda Drive on the east and Arnold Road on the
west. The Eastern Dublin Specific Plan calls for Campus Office and Light Industrial in this area.
The trip generation and distribution calculations for Santa Rita Business Center are taken from A
Tra, f, j`'ic Impact Study for the Santa Rita Business Center Proposed Development, prepared by TJKM in
September of 1996. The 409,360-squaze-foot development is expected to generate 4,070 daily trips,
571 during the a.m. peak hour and 525 during the p.m. peak hour. The trip generation assumptions
for the project are based on infonmation contained in Trip Generation, Fifth Edition.
Arlen Ness Motorcycle Parts Store
The proposed Arlen Ness Motorcycle Parts Store consists of 43,700 square feet of specialty retail,.
space located in the southeast quadrant of the Dublin Boulevazd/Scarlett Drive intersection.
The trip generation and distribution calculations for Arlen Ness Motorcycle Parts Store were developed
by TJKM. The 43,700-squaze foot development is .expected to generate 350 daily trips, 38 during the
a.m. peak hour and 40 during the p.m. peak hour. The trip generation rates applied in this study were
drawn from the Institute of Transportation Engineers' (ITE) Trip Generation, Fifth Edition.
Kassabian Motors
Kassabian Motors will consist of 22,360 square feet of specialty retail space located in the southwest
quadrant of the Dublin Boulevazd/Scazlett Drive intersection.
Traffic Study of the Proposed Park Sierra Phase ll Development Page 9
TJKM Transportation Consultants January 12, 1998
The trip generation and distribution calculations for Kassabian Motors were developed by TJKM. The
22,360-square-foot development is expected to generate 179 daily trips, 20 during the a.m. peak hour
and 20 during the p.m. peak hour. The trip generation rates applied in this study were drawn from the
Institute of Transportation Engineers' (ITE) Trip Generation, Fifth Edition.
BJ Dublin Commercial
The proposed BJ Dublin Commercial project includes a 63,900-square-foot retail center and an
89-room hotel. The BJ Dublin Commercial site is located in the northwest quadrant of the intersection
of Dublin Boulevard and Dougherty Road.
The trip generation and distribution calculations for the BJ Dublin Commercial project were developed
by TJKM. The entire development is expected to generate 6,348 daily trips, 184 during the a.m. peak
hour and 546 during the p.m. peak hour. The trip generation rates applied in this study were drawn
from the Institute of Transportation Engineers' (IT'E) Trip Generation, Fifth Edition.
John Moore Property Commercial Project
A mixed-use development with automotive, retail, light industrial, and hotel type land uses is being
proposed for the John Moore Property. The site is located in the northeast quadrant of the intersection.
of Dublin Boulevard and Dougherty Road.
The trip generation and distribution calculations for the John Moore commercial project were
developed by TJKM. The entire. development is expected to generate 1,640 new daily trips, 160
during the a.m. peak hour and 164 during the p.m. peak hour. The trip generation assumptions for the
project are based on information contained in Trip Generation, Fifth Edition, and the San Diego
Traffic Generators.
Park Sierra Apartments Phase I
Phase I of the proposed Park Sierra development consists of 209 apartments on the west side of
Dougherty Road between Monterey Drive and Houston Place.
The 209-unit development is expected to generate 1,463 daily trips, 107 during the a.m. peak hour and
132 during the p.m. peak hour. The trip generation and distribution calculations for Park Sierra
Apartments are taken from A Traffic Impact Study for the Park Sierra Apartments, prepared in July of
1997. The trip generation assumptions for the project are based on information contained in the Trip
Generation, Fifth Edition.
Casterson
The Casterson Residential Development consists of 106 single-family detached homes on the west side
of Tassajara Road and north of Gleason Drive. The Eastern Dublin Specific Plan calls for single-
family and medium/high density residential development in this area.
The proposed development is expected to generate 1,012 daily trips, 78 during the a.m. peak hour and
107 during the p.m. peak hour. The trip generation and distribution calculations for Casterson
Residential Development are taken from A Traffic Impact Study for the Casterson Residential
Development, submitted to the City in November of 1997. The trip generation assumptions for the
project are based on information contained in the Eastern Dublin Tra,~c Impact Fee Study and Trip
Generation, Fifth Edition.
Traffic Study of the Proposed Park Sierra Phase ll Development Page 10
TJKM Transportation Consultants January 12, 1998
Dublin Ranch Phase I
Phase I of the proposed Dublin Ranch Development consists of 847 single-family detached homes
located to the northeast of the intersection of Tassajaza Road and Gleason Drive. The Eastern Dublin
Specific Plan calls for single-family and medium-density residential development in this azea.
The 847-unit development is expected to generate 8,137 daily trips, 630 during the a.m. peak hour and
869 during the p.m. peak hour. Anew. elementary school will be built as part of the development.
The trip generation for the elementary school is not taken into account, in order to avoid double
counting of internal trips. The trip generation and distribution calculations for Dublin Ranch Phase I
are taken from the traffic impact analysis conducted for the project by TJKM entitled A Traffic Study
for Phase 1 of the Dublin Ranch Property Proposed Residential Development, prepared in December
of 1995. The trip generation assumptions for the project are based on information contained in Trip
Generation, Fifth Edition, and the Eastern Dublin Traffic Impact Fee Study.
~ Yarra Yarra Residential Development
The Yana Yarra Residential Development consists of 80 single-family detached homes and
220 apartments on the west side of Tassajara Road, north of Gleason Drive. The Eastern Dublin
Specific Plan calls for single-family and medium/lugh density residential development in this area.
The proposed development is expected to generate 2,304 daily trips, 171 during the a.m. peak hour
and 220 during the p.m. peak hour.. The trip generation and distribution calculations for Yarra Yarra
Residential Development aze taken from A Traffic Impact Study for the Yarra Yarra Residential
Development, under preparation at this time. The trip generation assumptions for the project aze based
on information contained in the Eastern Dublin Traffic Impact Fee Study and Trip Generation, Fifth
~ Edition.
Santa Rita Property Sites 11A and 11B
The Santa Rita Property Sites 11A & 11B development consist of 368 apartments and 341 single-
family detached homes on the east side of Hacienda Drive between Gleason Drive and the proposed
Central Pazkway and Gleason Drive. The Eastern Dublin Specific Plan calls for single-family and
medium high density residential development in this area.
The proposed development is expected to generate 5,833 daily trips, 440 during the a.m. peak hour
and 576 during the p.m. peak hour. The trip generation and distribution calculations for Santa Rita
Property Sites 11A and 11B aze taken from A Traffic Impact Study for the Santa Rita Property
Sites 11A and IIB, finalized in November of 1997. The trip generation assumptions for the project
are based on information contained in the Eastern Dublin Traffic Impact Fee Study and Trip
Generation, Fifth Edition.
~l Creekside Business Park III (Opus)
Creekside Business Pazk III consists of 590,000 square feet of office space located to the north side of
the proposed Central Pazkway between Hacienda Drive on the east and Arnold Drive on the west The
Eastern Dublin Specific Plan calls for Campus Office and Light Industrial in this area.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 11
TJKM Transportation Consultants January 12, 1998
The proposed development is expected to generate 6,738 daily trips, 1,086 during the a.m. peak hour
and 891 during the p.m. peak hour. The trip generation and distribution calculations for Creekside
Business Park III development are taken from A Traffic Impact Study for the Creekside Business
Park III Development, under preparation at this time. The trip generation assumptions for the~project
aze based on information contained in the Eastern Dublin Traffic Impact Fee Study and Trip
Generation, Fifth Edition.
Approved Projects Within the City of Pleasanton
For recent traffic impact studies within the City of Pleasanton, TJKM has developed a travel demand
,r forecasting model that considers all of the approved projects within the City.
~ The results from the model aze considered to be very conservative since the Hacienda Business Pazk is
treated as built out under the "most probable development" scenario. This scenario allows for an
additiona14,631,059 square feet of building space in the business pazk. It should be noted that while
this. lazge amount of development is approved, it will likely be a number of yeazs before this level of
development is actually constructed and fully occupied.
Proposed Future Transportation Improvements
Planning efforts for East Dublin are currently dynamic. Known long-term transportation improvements
planned for the azea are listed below:
Bay Area Rapid Transit District (BART) opened the East Dublin/Pleasanton Station on May 10, 1997.
The station is located in the center of I-580 between the Dougherty Road/Hopyazd Road and Hacienda
Drive interchanges.
Improvements to the I-580/1-6801nterchange have been proposed and will be funded by traffic impact
fees from projects located within the Tri-Valley region. The proposed improvements consist mainly of
hook ramps to provide access from I-680 to points in neazby Dublin and a flyover from southbound
I-680 to eastbound I-580. The hook ramps will reduce traffic volumes at the intersections of
Dougherty Road/Dublin Boulevazd, Dougherty Road/I-580 Westbound Ramps and Hopyazd Road/
I-580 Eastbound Ramps as some downtown trips would be diverted to the more direct freeway access.
s The Scarlett Drive Extension from Dublin Boulevard northwest to Dougherty Road will be constructed
when traffic impact fees from new development in the area have been collected. It is assumed that
this extension will not occur until the "Existing plus Approved plus Project" scenario. This extension
will be located along the current Southern Pacific nght-of--way. The planned improvements include
the construction and signalization of the intersections of Dublin Boulevazd/Scazlett Drive and
Dougherty Road/Scazlett Drive.
Dougherty Road Improvements have been proposed between Interstate 580 and the Contra Costa
~' County line. These improvements are to be funded by traffic impact fees from development within the
City of Dublin and neazby azeas. They include widening of the roadway, improving the pavement,
,~ curb and gutter and providing a third southbound through lane at Dublin Boulevard.
~ Dublin Boulevard Widening has also been proposed to be funded by traffic impact fees paid by new
development. Dublin Boulevazd will ultimately be widened to six lanes from Village Parkway in
downtown Dublin east to Tassajara Road. The road is already six lanes wide from San Ramon Road
to Village Parkway. The East Dublin Specific Plan shows Dublin Boulevard as the major east/west
roadway in the area.
Traffic Study of the Proposed Park Sierra Phase li Development Page 12
TJKM Transportation Consultants January 12, 1998
Existing Plus Approved Project Traffic Impacts
The results of the level of service analysis for the Existing plus Approved Scenario are shown in
Table II. The Existing plus Approved traffic volumes at the study intersections aze shown in Figure 3.
The detailed calculations of the level of service analysis aze contained in Appendix C. Under this
scenario, three study intersections aze projected to operate at unacceptable levels of service:
Dougherty Road/Dublin Boulevard: The intersection is projected to operate at LOSE (V/C =
0.92) during the a.m. peak hour and LOS F (V/C = 1.23) during the p.m. peak hour. This
condition can be mitigated by widening the eastbound approach to provide two exclusive left-turn
lanes (one exist), two exclusive through lanes (already exist) and one shazed through and right-turn
lane (currently, this lane is striped as exclusive right-turn lane). The second southbound left-turn
lane currently exists, but is striped out. The measures require to mitigate this intersection aze part
of the City of Dublin Traffic Impact Fee, which the applicant will be required to pay.
Hopyard Road/1-580 Eastbound Ramps: The intersection is projected to operate at LOSE (V/C =
0.99) during the a.m. peak hour and LOSE (V/C = 0.92) during the p.m. peak hour. This
condition can be mitigated by widening the eastbound off-ramp to provide a third right-turn lane
(two exist). The eastbound off-ramp widening is mainly attributable to the lazge number of right-
turn movements at the intersection, related to developments within the City of Pleasanton. The
City of Pleasanton has previously identified some restriping measures for the off-ramp as part of
buildout requirements, but no widening.
Dublin Boulevard/Scarlett Drive: The intersection is projected to operate at LOS F during both
peak hours. Northbound turning movements would continue to experience long delays. This
condition can be mitigated by signalizing the intersection. With signalization, it would also be
necessary to widen the eastbound approach to provide one exclusive through lane and one shared
through and right-turn lane (currently, there is only one eastbound lane that handles both through
and right-turn movements). Additionally, the westbound approach should be widened to provide
one exclusive left-turn lane and one exclusive through lane (currently, there is only one westbound
lane that handles both left-turn and through movements). The northbound approach should be
widened to provide one exclusive left-turn lane and one exclusive right-turn lane (currently, there
is only one northbound lane that handles both left-turn and right-turn movements).
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 13
TJKM Transportation Consultants January 12, 1998
Table II
Peak Hour Intersection Levels of Service -Existing plus Approved Scenario
Existing plus Approved
Existing
Condi tions Unmitigated Mitigated
Intersection
*
LO
*
LO
*
LO
S S S
1 Dougherty Road/Amador Valley Boulevard A.M. 0.73 C 0.8 C
P.M. 0.58 A 0 B
0.6
6
2 Dougherty Road/Dublin Boulevard A.M. 0.71 C 0.9 E 0.6 B
P.M. 0.81 D 2 F 8 D
1.2 0.8
3 7
3 Dougherty Road/I-580 Westbound Ramps A.M. 0.55 A 0.6 A
P.M. 0.54 A 0 B
0.6
2
4 Hopyard Road/I-580 Eastbound Ramps A.M. 0.56 A 0.9 E 0.7 C
P.M. 0.57 A 9 E 7 D
0.9 0.8
2 1
5 Dublin Boulevard/Scarlett Drive A.M. 8.3 B -- F 0.4 A
P.M. 95.6 F -- F 2 D
0.8
9
Note: * =Volume-to-Capacity (V/C) Ratio for signalized intersections;
Average Delay in Seconds for stopping and yielding movements at One-way STOP controlled
intersection.
Traffic Study of the Proposed Park Sierra Phase I! Development Page 15
TJKM Transportation Consultants January 12, 1998
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Peak Hour Intersection Levels of Service -Existing plus Approved Scenario
Existing plus Approved
Existing
Condi tions Unmitigated Mitigated
Intersection
*
LO
*
LO
* LO
S S S
1 Dougherty Road/Amador Valley Boulevard A.M. 0.73 C 0.8 C
P.M. 0.58 A 0 B
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2 Dougherty Road/Dublin Boulevazd A.M. 0.71 C 0.9 E 0.6 B
P.M. 0.81 D 2 F 8 D
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3 7
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P.M. 0.54 A 0 B
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P.M. 0.57 A 9 E 7 D
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5 Dublin Boulevard/Scarlett Drive A.M. 8.3 B - F 0.4 A
P.M. 95.6 F -- F 2 D
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Average Delay in Seconds for stopping and yielding movements at One-way STOP controlled
intersection.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 15
TJKM Transportation Consultants January 12, 1998
IMPACTS OF PROPOSED PROJECT
Project Description
The proposed project consists of 75 apartments located west of Dougherty Road between Monterey
Drive and Houston Place. The project is located north of the Pazk Sierra Phase I site. Figure 4
illustrates the preliminary site plan for the proposed project. Access to the proposed development will
be provided via a new street intersecting the Pazk Sierra Phase Ieast-west roadway.
Trip Generation
The 75-unit apartment development is expected to generate 525 daily trips, 38 during the a.m. peak
hour and 47 during the p.m. peak hour. The trip generation assumptions for the project are based on
information contained in Trip Generation, Fifth Edition, published by the Institute of Transportation
Engineers as well as assumptions used in the City of Dublin Traffic Impact Fee Study. Table III
illustrates the estimated trip generation for the proposed project.
Table III
Proiect Trio Generation
Daily A.M. Peak Hour P.M. Peak Hour
Size Rat Trip Rate In:O In Out Tot Rat In:O In Out T
Use e s ut a ut of
Apartmen 75 du 7.0 525 0.51 17:8 6 32 38 0.6 68:3 3 15 47
t 3 3 2 2
Source: Trip Geaeration> Institute of Transportation Engineers, Fifth Edition, 1991, and the City of Dublin Traffic Impact Fee Study.
Trip Assignment
Project trip distribution assumptions were developed based on existing travel patterns, knowledge of
the study area, and information contained in previous traffic studies. The trip distribution assumptions
for project trips aze summarized in Table lV.
Table IV
Trin Distribution Assumptions
To and from the .... Percent
West via I-580 35%
West via Dublin Boult;vazd 30%
West via Amador Valley Boulevazd 15%
East via Dublin Boulevazd 10%
East via I-580 5%
North via Dougherty Road. 3%
South (to Pleasanton) via Hopyazd Road 2%
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 16
TJKM Transportation Consultants January 12, 1998
Figure 5 illustrates the trip distribution assumptions for the proposed project. The project trips were
assigned to the study intersections using these trip distribution assumptions to produce project traffic
volume forecasts at on all of the study intersections.
Since the exact timing of the construction of the Scarlett Drive Extension is uncertain, this study
~r analyzed the Existing plus Approved plus Project Scenario twice. Alternative l assumes that the
extension is not constructed, and Alternative 2 assumes that the extension is constructed.
Signal Warrant Analysis
Signal warrant analyses based on estimated average daily traffic and peak hour traffic volumes were
conducted for the future intersection of Dougherty Road/Scarlett Drive. Under the Existing plus
Approved plus Project (Alternative 1) scenario, the intersection of Dougherty Road/Scarlett Drive is
projected to warrant signalization. Therefore, the City will require the project to make a "fair share"
contribution toward the signalization of this intersection, but only if .the project is built before Park
Siena Phase L
Level of Service Analysis (Existing plus Approved plus Project - No Scarlett Drive Extension)
The results of the level of service analysis performed for this scenario are summarized in Table V.
Figure 6 illustrates the projected peak hour turning movement volumes for this scenario. Detailed
calculations for this scenario are contained in Appendix D. Under this scenario, the three study
intersections projected to operate at unacceptable level of service under the Existing plus Approved
scenario are projected to continue to do so. With mitigation measures described under the "Impacts of
Approved Projects section, these intersections will operate at acceptable level of service. As
previously mentioned, the planned improvements to the I-580/I-680 interchange are expected to reduce
traffic volumes at the Dougherty Road and Hopyard Road intersections, also. resulting in improved
levels of service under this scenario. It should be noted that the projected unacceptable levels of
service conditions at these intersections are not directly related to the development of the proposed
project, but rather result from the addition of traffic from the growth in existing traffic and already
approved projects within the project vicinity. However, the project is expected to make. "fair share"
contributions to needed improvements at impacted intersections within the City of Dublin.
Traffic Study of the Proposed Park Sierra Phase Il Development Page ~ 8
TJKM Transportation Consultants January 12, 1998
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Table V
Peak Hour Intersection Levels of Service
r Existing plus Approved plus Project Scenario (No Scarlett Drive Extension)
Existing + Approved + Project
Peak Existing +
Intersection Perio Approved. Unmiti gated Mitigated
d
* LO * LO * LO
S S S
1 Dougherty Road/Amador A.M. 0.80 C 0.80 C
Valley Boulevard P.M. 0.66 B 0.66 B
2 Dougherty Road/ A.M. 0.92 E 0.92 E 0.69 B
Dublin Boulevard P.M. 1.23 F 1.24 F 0.88 D
3 Dougherty Road/ A.M. 0.60 A 0.60 A
I 580 Westbound Ramps P.M. 0.62 B 0.62 B
4 Hopyard Road/I 580 A.M. 0.99 E 0.99 E 0.77 C
Eastbound Ramps P.M. 0.92 E 0.92 E 0.81 D
5 Dublin Boulevard/Scarlett A.M. -- F -- F 0.44 A
Drive P.M. - F - F 0.55 A
6 Dougherty Road/ A.M. - -- 0.65 A
Project Entrance P.M. -- -- 0.52 A
Note: * =Volume-to-Capacity (V/C) Ratio for signalized intersections;
Average Delay in Seconds for stopping and yielding movements at One-way STOP controlled
intersection.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 20
TJKM Transportation Consultants January 12, 1998
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ANALYSIS WITH CONSTRUCTION OF THE
SCARLETT DRIVE EXTENSION (Alternative 2)
As mentioned, the exact timing of the construction of the Scarlett Drive Extension is uncertain and
~, analysis was conducted with and without the extension. This section assumes that the extension is
constructed.
The Existing plus Approved plus Project Scenario with the Scarlett Drive Extension is equivalent to its
counterpart without the Scarlett Drive Extension with the following exceptions:
• Traffic from the Existing plus Approved Scenario was reassigned. to account for the presence of
the extension. This reassignment is discussed below.
• Traffic from the project was assigned assuming that the extension is constructed.
• The intersections of Dougherty Road/Scazlett Drive/Project Entrance and Dublin
Boulevazd/Scazlett Drive are assumed to be signalized.
Reassignment of Traffic Assuming Scarlett Drive Extension
~ Traffic from the Existing plus Approved Scenario was reassigned based on the two turning movements
at Dougherty Road/Dublin Boulevard that are expected to be reduced with the construction of the.
extension. These turning movements are the southbound left-tune movement and the westbound right-
turn movement. Two-thirds of the traffic completing these turning movements were reassigned to the.
Scarlett Drive Extension. The taming movement volumes were adjusted accordingly at the
intersections of Dougherty Road/Scazlett Drive/Project Entrance, Dougherty Road/Dublin Boulevazd,
and Dublin Boulevazd/Scazlett Drive.
Signal Warrant Analysis
Signal warrant analyses based on estimated average daily traffic and peak hour traffic volumes were
conducted for the intersection of Dougherty Road/Scazlett Drive. Under the Existing plus Approved
plus Project (Alternative 2) scenario, the intersection of Dougherty Road/Scarlett Drive is projected to
warrant signalization.
Level of Service Analysis (With Scarlett Drive Extension)
Figure 7 illustrates the projected peak hour taming movement volumes for this scenario. The results
of the level of service analysis for the Existing plus Approved plus Project Scenario (with Scarlett
Drive Extension) aze shown in Table VI. Detailed calculations are contained in Appendix E.
The results of this analysis are very similar to the analysis assuming the extension is not constructed.
Under this alternative, the three study intersections projected to operate at unacceptable levels of
service under the Existing plus Approved scenario are projected to continue to do so. With the
mitigation measures described under the "Impact of Approved Projects" section, these intersections will
operate at acceptable levels of service. Despite the decrease in traffic at the intersection of Dougherty
RoadfDublin Boulevazd as a result of the extension, the level of service does not change since none of
the critical turning movements are affected.. It should be noted that the projected unacceptable level of
service conditions at these intersections aze not duectly related to the development of the proposed
project, but rather result from the addition of traffic from already approved projects within the project
Traffic Study of the Proposed Park Sierra Phase fl Development Page ~
TJKM Transportation Consultants January 12, 1998.
vicinity. As mentioned in the previous section, the project will be required to pay a "fair share"
portion of improvement costs at impacted City of Dublin intersections.
Table VI
Peak Hour Intersection Levels of Service
Existini; plus Approved plus Project Scenario (With Scarlett Drive Extension)
Existing + Approved + Project
Peak Existing +
Intersection Perio Approved Unmitigated Mitigated
d
V/C LO V/C LO V/C LO
S S S
Dougherty Road/ A.M. 0.80 C 0.80 C
1 Amador Valley Boulevard P.M. 0.66 B 0.66 B
Dougherty Road/ A.M. 0.92 E 0.92 E 0.69 B
2 Dublin Boulevard P.M. 1.23 F 1.07 F 0.79 C
Dougherty Road/ A.M. 0.60 A 0.60 A
3 I-580 Westbound Ramps P.M. 0.62 B 0.62 B
Hopyard Road/ A.M. 0.99 E 0.99 E 0.77 C
4 I-580 Eastbound Ramps P.M. 0.92 E 0.92 E 0.81 D
Dublin Boulevard) A.M. -- F 0.78 C 0.48 A
5 Scarlett Drive P.M. -- F 1.17 F 0.87 D
Dougherty Road/ A.M. -- -- 0.54 A
6 Scarlett Drive/Project Entrance P.M. -- -- 0.67 B
Note: * =Volume-to-Capacity (V/C) Ratio for signalized intersections;
Average Delay in Seconds for stopping and yielding movements at One-way STOP controlled intersection.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 23
TJKM Transportation Consultants January 12, 1998
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CUMULATIVE 2010 IMPACTS
Traffic Model Description
Traffic volumes taken from the Tri-Valley travel demand forecast model were used for Yeaz 2010
background volumes in the study area. The model has been adopted by the Tri-Valley Transportation
Council (TVTC), a body representing seven Tri-Valley jurisdictions (five cities and two counties)
chazged with establishing along-range transportation plan for the entire Tri-Valley. The model uses
the EMME/2 software.
The land use forecasts included in the Tri-Valley Model (TVM) are based on each Tri-Valley
jurisdiction's estimates of expected residential and business growth through 2010. Roadway network
improvement assumptions are similarly based on each jurisdiction's estimate of likely construction by
2010. Not all improvements aze currently funded, but local roadway improvements and extensions aze
contained in local general plans and have funding sources identified.
The model bases its trip-making assumptions on standazd trip generation data. The trip distribution is
based on standard gravity model concepts. Fundamentally, the model assumes that the "attractiveness"
of one traffic zone to another (i.e. the likelihood of trips travelling between the two zones) is inversely
proportional to the squaze of the effective distance between the two zones.
Cumulative Conditions
Traffic conditions (lane geometries) for the year 2010 at the study intersections are taken from the
traffic impact study conducted by TJKM Transportation Consultants entitled Eastern Dublin Specific
Plan Update Traf~'ic Study, prepared in July of 1996. The traffic. conditions for the updated Alameda
County Alternative with the assumption of build-out of the City of Dublin were used for this scenario.
The peak hour turning movement volumes at all study intersections aze taken from the traffic study
conducted by TJKNI Transportation Consultants entitled A Traffic Study for the Proposed Park Sierra
Apartments, prepared in July of 1997.
Results of Level of Service Analysis (Cumulative Year 2010 plus Project Scenario)
Figure 8 illustrates the turning movements for this scenario. The results of the level. of service
analysis for this scenario aze shown in Table VII. Detailed calculations of level of service aze
contained in Appendix F. Under this scenario,. all study intersections aze projected to operate at
acceptable levels of service. The intersection of Dublin Boulevazd/Dougherty Road is projected to
operate with highest volume-to-capacity ratio N/C = 0.89) during the p.m. peak hour.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 25
TJKM Transportation Consultants January 12, 1998
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Table VII
Peak Hour Intersection Levels of Service
Cumulative Year 2010 plus Project Scenario
Cumulative (2010) Conditions
Intersection A.M. Peak P.M. Peak Hour
Hour
V/C LO V/C LOS
S
1 Dougherty Road/Amador Valley Boulevard 0.80 C o•62 B
2 Dougherty Road/Dublin Boulevard 0.84 D 0.89 D
3 Dougherty Road/I 580 Westbound Ramps 0.63 B 0.85 D
4 Hopyard Road/I 580 Eastbound Ramps 0.69 B 0.86 D
5 Dublin Boulevard/Scarlett Drive 0.63 B 0.62 B
6 Dougherty Road/Scarlett Drive/Project 0.49 A 0.72 C
Entrance
Note: V/C =Volume-to-Capacity Ratio for signalized intersections.
Traffic Study of the Proposed Park Sierra Phase 1l Development Page 27
TJKM Transportation Consultants January 12, 1998
OFF-SITE DAILY VOLUME ANALYSIS
Methodology
An analysis was conducted to determine if certain existing roadways would operate at acceptable
levels of service under the scenarios analyzed. Eight roadway segments were identified for analysis:
• Amador Valley Boulevazd, West of Dougherty Road
• Dougherty Road, North of Amador Valley Boulevard
• Dougherty Road, between Amador Valley Boulevard and Scarlett Drive
• Dougherty Road, between Scarlett Drive and Dublin Boulevard
• Dougherty Road, between Dublin Boulevard and I-580 westbound ramps
• Dublin Boulevard, west of Dougherty Road
• Dublin Boulevard, between Dougherty Road and Scazlett Drive/Project Entrance
• Scarlett Drive, between Dublin Boulevazd and Dougherty Road (Future)
The average daily traffic (ADT) volumes for the various future development scenarios were estimated
by assuming that the p.m. peak hour volumes for the approved and proposed projects were 10 percent.
of their ADT volumes. These estimated daily volumes were then added to the actual existing daily
volumes. The resulting ADT volumes for all four scenarios .are shown in Figure 9.
An appropriate level of service methodology for two-lane segments can be found in the Transportation
Reseazch Board's 1994 Highway Capacity Manual (HCM). Using roadway geometries matching those
in the East Dublin azea, the HCM methodology for two-lane roadways yielded a maximum average
annual daily traffic (AADT) of 15,600 vehicles per day (vpd) to maintain a Level of Service D. This
value is used in this analysis as an upper threshold for average daily traffic for two-lane roadway
segments. ADT volumes of 30,000 vpd, and 50,000 vpd are the acceptable upper thresholds for four-
lane and six-lane arterial, respectively. These thresholds were established by the City of Dublin
General Plan.
Results
The following roadway level of service results aze based on the 15,600 vpd, 30,000 vpd and
50,000 vpd thresholds described above.
Existing Conditions
Under this scenario, one segment requires widening:
• Amador Valley Boulevard west of Dougherty Road: This segment currently carries 17,900 vpd.
The analysis indicate that this segment will require widening to four lanes under the existing
conditions.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 28
TJKM Transportation Consultants January 12, 1998
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Existing plus Approved
Under this scenario, four study segments are expected to require widening:
• Dublin Boulevard between Dougherty Road and Scarlett Drive: This segment (currently two
lanes) is expected to carry 23,450 vpd. The traffic projections indicate that this segment will
require widening to four lanes under this scenario. The widening and realignment of this
segment is included in the East Dublin Specific Plan and is proposed by Alameda County.
• Dublin Boulevard west of Dougherty Road: This segment is expected to carry 31,800 vpd.
Currently, Dublin Boulevard in this segment is a four-lane road. The traffic projections indicate
that this segment will require widening to six lanes under this scenario.
• Dougherty Road between Dublin Boulevard and Scarlett Drive/Project Entrance: This segment of
Dougherty Road is expected to carry 30,500 vpd. Currently, this segment of Dougherty Road is a
four-lane road. The traffic projections indicate that this segment will require widening to six lanes
under this scenario,
Existing plus Approved plus Project
Without the Scarlett Drive extension, the four segments identified above will require widening as
specified. With the extension, the volume on Dougherty Road between Dublin Boulevard and Scarlett
Drive will be substantially reduced, eliminating the need for widening in the near term. Additionally,
with the Scarlett Drive extension, Dublin Boulevard between Dougherty Road and Scarlett Drive
would not require any widening.
r, Table VIII summarizes the forecasted average daily traffic on each road segments.
Table VIII: Forecasted Average Daily Traffic
Segment Existing
Number
Existing
Max. Existing + Approved + Project
ADT
of ADT ADT
Lanes wlo Scarlett w/Scazlett Dr.
Dr. Extension Extension
Amador Valley Blvd., w/o Dougherty Rd. 2 17,900 15,600 19,750 19,750
Dougherty Rd., n/o Amador Valley Blvd. 4 14,350 30,000 16,350 16,350
Dougherty Rd., between Amador Valley 4 23,800 30,000 27,600 27,600
Blvd. and Scazlett Dr.
Dougherty Rd., between Scazlett Dr. and 4 23,800 30,000 30,900 22,850
Dublin Blvd.
Dougherty Rd., between Dublin Blvd. and I 6 44,000 50,000 48,900 48,900
580 WB Ramps
Dublin Blvd., w/o Dougherty Rd. 4 25,600 30,000 31,950 31,950
Dublin Blvd., between Dougherty Rd. and 4 8,800. 30,000 23,500 15,450
Scarlett Dr.
Scazlett Dr., between Dublin Blvd. and - - - - 8,050
Dougherty Rd. (Future)
Traffic Study of the Proposed Park Sierra Phase 11 Development Page 30
TJKM Transportation Consultants January 12, 1998
PROJECT ACCESS AND INTERNAL CIRCULATION
Project Access
The preliminary site plan indicates that vehiculaz access to the site will be provided via Dougherty
Road. The project applicants intend to construct an access road that will intersect with the Park Sierra
Phase I access road west of Dougherty Road. It is recommended that the Phase II access road be
controlled by a STOP sign at this location.
It is recommended that a secondary Emergency Vehicle Access (EVA) be provided for the site.
Traffic Signals
In conjunction with Pazk Sierra Phase I, a traffic signal will be constructed at the intersection of
Dougherty Road/Project Entrance/Scazlett Drive.
Internal Circulation
The project site plan shows a roundabout at the entrance to the project from the main access road. It
is recommended that this roundabout be designed to accommodate anticipated vehicular and truck
movements.
It is recommended that the main access to the project site, the roadway should have a minimum width
of 36 feet, only if parking is allowed on both sides of the roadway.
Queuing Analysis
TJKM also examined the vehiculaz storage required on the eastbound approach at the intersection of
Dougherty Road/Scazlett Drive/Project Entrance. To analyze storage requirements on the eastbound
approach, a Poisson vehiculaz arrival process was assumed. It was. also assumed that the intersection
would be signalized. Based on peak hour traffic volumes, the expected maximum number of vehiculaz
arrivals per cycle at the 95-percent confidence level was calculated. This number was used to estimate
storage needs. The analysis revealed that the eastbound approach would require 125 feet of storage
azea at the intersection. On the basis of the analysis, it is projected that the queuing on the eastbound
approach at the intersection of Dougherty Road/Scazlett DriveiTroject Entrance would not block the
access either to the Pazk Sierra Phase I or Phase II.
Parking
The proposed site plan provides a total of 148 parking spaces, equivalent to 1.97 spaces per unit. A
pazking ratio of 1.9 is adequate based on at least two sources: 1'I'E's Parking Generation and Barton-
Aschman's 1988 Residential Parking Study of the San Francisco Bay Area. TJKM recommends that
most of the stalls be undesignated, available to residents and visitors alike.
Pedestrian and Bicycle Access
It is recommended that the site be designed to provide direct pedestrian and bicycle access to
,~ Dougherty Road and the Alamo Creek bike path (which could also be used as an emergency vehicle
access).
~'
Traffic Study of the Proposed Park Sierra Phase l/ Development Page 31
TJKM Transportation Consultants January 12, 1998
TRAFFIC IMPACT FEE CALCULATION
Traffic Impact Fee Calculation
The TIF calculation computes the project's shaze of traffic growth on several planned circulation
improvement projects within the city of Dublin that aze likely to be used by site traffic (see Table IX).
These improvements include new bike lanes on the easterly portion of Amador Valley Boulevazd, new
traffic signals along Village Parkway, widening Dougherty Road from I-580 north to the City limit,
the widening of Dublin Boulevazd between Village. Parkway and Dougherty Road, widening of Dublin
Boulevard between Dougherty Road and BART entrance, improvements at the intersection of Dublin.
Boulevazd/Dougherty Road and finally, the construction of future Scazlett Drive extending diagonally
from Dublin Boulevazd to Dougherty Road. The total expected cost for these improvements is
$24,412,560.
The pro-rata cost shaze is based on the added increment of vehicles entering and exiting from the
project on planned roadway improvements as shown in Table IX. Project trip distribution assumptions
aze shown in Figure 5. Table IX shows the number of project trips that aze estimated to use. each of
the improvements listed.
The table also outlines the 1997 Average Daily Traffic (ADT) and the forecasted 2010 ADT for the
arterial segments to be improved. The project's estimated shaze of the cost of these improvements is
derived by calculating the project's percentage of the future traffic growth (2010 ADT minus 1997
ADT) and then multiplying this percentage by the expected improvement costs. The subtotal for the
project's share is $274,019. This results in a total of $3,654 for each dwelling unit.
A new regional traffic impact fee is being .developed based on revisions to the Tri-Valley Traffic
Model. The proposed project will also be responsible for its portion of these fees.
Traffic Study of the Proposed Park Sierra Phase ll Development Page 32
TJKM Transportation Consultants January 12, 1998
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RECOMMENDATIONS
Intersection Mitigation
As noted, three study intersections aze projected to operate at unacceptable levels of service during one
or more of the scenarios analyzed. For the intersections on Dougherty Road and Hopyazd Road,
traffic volumes will likely be reduced as a result of the improvements to the I-580/I-680 interchange.
The following mitigation measures were identified. in this report:
Dougherty Road/Dublin Boulevard: The eastbound approach would need to be widened to provide
a second through lane (one exists); the southbound approach would require restriping to provide
two exclusive left-turn lanes (one exists), two exclusive through lanes (both already exist) and one
shazed through and right-turn lane (currently, this lane is striped as an exclusive right-turn lane).
Although the project is not responsible for complete funding of this improvement, it will be
required to pay a "fair shaee" contribution.
• Hopyard Road/1-580 Eastbound Ramps: The eastbound off-ramp should be widened to provide a
third right-turn lane (two exist). The eastbound off-ramp widening is mainly attributable to the
lazge number of right-turn movements at the intersection, related to developments within the city
of Pleasanton. The .City of Pleasanton has previously identified some restriping measures for the
off-ramp as part of the buildout requirements, but no widening.
• Dublin Boulevard/Scarlett Drive: The eastbound approach would need to be widened to provide
one exclusive through lane and one shared through and right-turn lane (currently, there is only one
eastbound lane that handles both through and right-turn movements). The intersection needs to be
signalized.
These mitigation measures aze not related to the proposed project, but are driven by approved
developments.
Roadway Segment. Mitigation
Using the appropriate methodology, several of the roadway segments analyzed will require widening to
four lanes or six lanes under one or more of the scenarios analyzed.. For each scenario, the segments
that will need widening are summarized below:
Existing Conditions: l) Amador Valley Boulevazd, west of Dougherty Road (four lanes).
Existing plus Approved: 1) Dublin Boulevard, Dougherty Road to Scazlett Drive (four lanes);
2) Dublin Boulevard, west of Dougherty Road (six lanes); 3) Dougherty Road, Dublin Boulevazd to
Scazlett Drive (four lanes).
Access, Circulation and Parking
• It is recommended that secondary emergency vehicle access be provided.
• It is recommended that the. site be designed to provide direct pedestrian and bicycle access to
Dougherty Road and the Alamo Creek bike path.
• It is recommended that one-way STOP control be installed for outbound traffic from the project at
the intersection of the new project roadway with the Pazk Siena Phase I access road.
~~
• It is required that the applicant contribute a fair share of the cost of a traffic signal at the project
entry intersection with Dougherty Road, only if the project is built before Pazk Sierra Phase I.
• It is recommended that the on-site roundabout be designed to accommodate anticipated vehicular
and truck movements.
Traffic Study of the Proposed Park Sierra Phase 11 Development Page ~
TJKM Transportation Consultants January 12, 1998
STUDY PARTICIPANTS AND REFERENCES
TJKM Personnel:
Christopher S. Kinzel Project Manager
Nayan S. Amin Project Engineer
Geri Foley Graphics Designer
Amanda Hopkins Word Processing
Persons Consulted:
Mr. Mehran Sepehri Public Works Department, City of Dublin
References:
Trip Generation, Fifth Edition, Institute of Transportation Engineers, 1991
San Diego Traffic Generators, SANDAG, 1996
Parking Generation, Second Edition, Institute of Transportation Engineers, 1987
Residential Parking Study of the San Francisco Bay Area, Barton-Aschman, 1988
Highway Capacity Manual, Special Report No. 209, Transportation Research Board, 1994
Eastern Dublin Specific Plan Update, TJKM, July 1996
Traffic Manual, Caltrans, 1992
Traffic Study of the Proposed Park Sierra Phase li Development Page ~
TJKM Transportation Consultants January 12, 1998
R APPENDIX A
Description of the Level of Service Methodology
.60
Background
DESCRIPTION OF INTERSECTION CAPACITY ANALYSIS
CCTA SIGNALIZED METHODOLOGY
The CCTA intersection capacity analysis methodology is described in detail in the Technical
Procedures Manual of the CCTA, January, 1991. It is identical to the Circular 212 Planning
methodology except that the lane capacity has been increased from 1500 vph to between 1650 to
1800 vph based on saturation flow measurements taken at four intersections in Contra Costa
County. (See following Table 9 from the Technical Procedures Manual.)
On average, saturation flow rates for left-tum lanes were over ten percent lower than for through.
lanes. However, insufficient data was collected to provide statistical accuracy for the averages.
Thus, saturation flow rates for through lanes are' equal to those for tum lanes.
This methodology determines the critical movement for each phase of traffic. It then sums the
critical volume-to-capacity ratio by phase to determine the intersection volume-to-capacity ratio.
Circular 212, on-the other hand, sums the critical movement volumes themselves and compares
them to the total capacity of the intersection to determine, in effect, the.volume-io-capacity ratio
of the intersection as a whole.
Level of Service
The volume-to-capacity ratio is related to level of service (LOS). The following level of service
for Signalized Intersections depicts the relationship between the volume-to-capacity ratio and level
of service. An intersection operating at capacity would operate at LOS E. Level of Service F is
not possible for existing conditions, but can be forecasted for future conditions when volume
projections exceed existing capacities.
Input Data
The intersection capacity work sheets use a code to identify different lane configurations. This
nomenclature is described on the following Description of Lane Configurations. Right taro on
red adjustments are accounted for as well as unequal distribution of tar volumes in double taro
lanes. For more information, see Circular 212 and the CCTA Technical Procedures Manual.
LEVEL OF SERVICE RANGES
VOLUME TO MAx~MUM SUM OF CRITICAL VOLUMES
LOS CAPACITY RATIO 2-Phase 3-Phase 4+-Phase
A <_ 0.60 1,080 1,030 990
B 0.61 - 0.70. 1,260 1,200 1,160
C 0.71 - 0.80 1,440 1,380 1,320
D 0.81 - 0.90 1,620 1,550 1,490
~ 0.91 - 1.00 1,800 1,720 1,650
F ------ --Not Applicable------------
Source: Contra Costa County Growth Management Program. Technical Procedures, Table 9.
cctavc.app
Level of Service for
Signalized Intersections
Level of
Service Type of
Flow
Delay
Maneuverability V/C
Ratio
A Stable Very slight or no delay. If Turning movements are easily 0.00-0.60
Flow signalized, conditions are such made, and nearly all drivers
that no approach phase is fully find freedom of operation.
utilized by traffic and no vehicle
waits longer than one red
indication.
B Stable Slight delay. ]:f signalized, an Vehicle platoons are formed. 0.61-0.70
Flow occasional approach phase is Many drivers begin to feel
fully utilized. somewhat restricted within
groups of vehicles.
C Stable Acceptable delay. If signalized, Back-ups may develop behind 0.71-0.80.
,_
Flow a few drivers arriving at the end turning vehicles. Most
of a queue may occasionally drivers feel somewhat
have to wait through one signal restricted.
cycle.. ,
D Approaching Tolerable delay. Delays maybe Maneuverability is severely 0.81-090
Unstable substantial during short periods, limited during short periods
Flow but excessive back ups do not due to temporary back ups.
occur.
E Unstable Intolerable delay. Delay may be There are typically long 0.91-1.00
Flow great-gyp to several signal queues of vehicles waiting
cycles. upstream of the intersection.
F Forced Flow Excessive delay Jammed conditions. Back Varied
ups from other locations
restrict or prevent movement.
Volumes may vary widely,
depending principally on the
downstream back-up
conditions.
Notes: 1. Ia general, volume-to•capadry ratios cannot be greater thm 1.00, unless the Into capacity assumptions are too loo. Also,
' if future ¢emmd projections am considered for analytical purposes, a ratio greater thm 1.00 mightbe obtained, indicating
that the projected demmd world exceed the capacity.
References: Highway Capacity MaRaal, Special Report No. 209, Transportation Research Board, 1985.
Highway Capacity Marrval, Speeral Rtport No. 87, Highway Research Board. 1965.
TJIQVL los_duotab
6. Estimate the average total delay for each of the subject movements and
determine the level of service for each movement and for the intersection.
' Gaps are utrlized by vehicles in the following priority order.
1. Right turns from the minor street
2. Left toms from the major street
3. Through movements from the minor street
4. Left turns from the minor street
For example, if alert-fuming vehicle on the major street and a through vehicle from the minor
street are waiting to cross the major traffic stream, the first available gap of acceptable size would
be taken by the left-fuming vehicle. The minor street through vehicle must wait for the second
available gap. Tn aggregate terms, a large number of such left-fuming vehicles could use up so
many of the available gaps that minor street through vehicles are severely impeded or unable to
make safe crossing movements.
Level of Service
See the following table '7.eve1 of Service Criteria for Unsignatized Intersections" for the
relationship between delay and level of service.
LEVEL OF SERVICE CRITERIA
FOR UNSIGNALIZED INTERSECTIONS
AVERAGE DELAY LEVEL OF SERVICE DELAYS
5 5 s/veh A Little or no delay
> 5 and 5 10 s/veh B Short traffic delays
> 10 and 5 20 s/veh C Average traffic delays.
> 20 and 530 s/veh D Long traffic delays
> 30 and 5 45 s/veh E Very long traffic delays
Z 45 s/veh F ~ Extreme traffic delays
The level of service criteria for Two-way STOP controlled intersections is somewhat different
from the criteria used in Chapter 9 for signalized intersections. The primary reason for this is the
difference is that drivers expect a signalized intersection to carry higher traffic volumes than
unsignalized intersections. Additionally, several driver behavior considerations combine to make
delays at signalized intersections less onerous than at unsignalized intersections.
Reference:
Highway Capacity Manual, Special Report 209, Transportation Research Board, Update
October 1994
bea~aa+aPP
APPENDIX B
' Results of the Intersection Capacity Analysis
Existing Conditions
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1
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= 1
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1
Z
1 H W 11
~ i ~ K S
C
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i J I
V F OC 3 I
I 1 r r r II
I r r r r II
1 • r r • 11
I • r r r 11
I r r r r 11
I r r r r II
I! i ~~ i 0 i 11 Imo!
1~ V • r r 00 r 11 If1
I H~ i M~ ~ ~ i 11 O
I O: r O 1 r 0 r 11 I
I V r • ~ r II I
I r • r r II I
I r r r r 11 I
I r r r r 1t I
I O r0 ~I~MrOM~ II I
I t.f n+ • M~ ~ M M r OOP r II I
I \F r O~•~~~~~~000000 MO r ~~ r II I
>6r MrNNr .ter 11 I
I N r O O r O O r O O r II I
I • r r • II I
I r r r r 11 I
~ r 00 r 00 r 1~1~ r 11 I
V r N •p r (V ~O r N N r tl I
! r 1~ e- r f~ ~ r ~ ~ r 11 I
<~rN~~1A~MM i 11 I
I V r r r • h I
I r r r. 1 11 I
Oil i ~ r i II ~ W I
W W r r r • 11 H V I
h- r New • NP r PM • II !~+ I
N~ r MO r Opt r ~A • 11 Ot! 1
~J r MP • SO r QOM r 11 OC 1
I~Or ~• ~r r 11YW1
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i i i i U t 0 1
• • r • ua 1
IJ r r r 1 II<J{t1I
II 2 W~ N r r N P i P i 11 r 9 1
r Mp • Oaf r ~• 11 O W I
I t7J r MP • ~t0 r .QM r h F-J 1
IK7r ~• ~r r gW21
I O i i i i 11 ~ O I
• 1 r r II J1~ 1
• n • ~- r n• 11 O V 1
• OC ~ 1 OC ~- • tY ~ r 11 ? W 1
H • vH • ~H • vJ 1 11 N 1
z1 v• v1 v1 11JO:1
W• H • H / H r 11 ! W 1
= r x~ r S~ r S1~ 1 II 1-H 1
1u r t7 OC • t7 OC • t7 tV r 11 O z 1
y• Sr.-.S• W.1 II H.+1
ZO r OC F•• r OC 1•• • OC J 1 N
• r • • 11 1
r m r m r m I lnl 1
I z • N r W • 11 1
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1 1 1 r p I
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1 • • 1 u 1
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t~~~ ~ NAM ~ 'O
K • • O • O • 11 t
V 1 • r 1 II 1
r • • 1 11 t
r 1 r 1 11 l
1 r 1 r R 1
O r lA r M ~ O to i t
(~ .-• 1 OO O r tf1 ~• r N 1 1
\1~ r~.prPNrMlfl 1 1
~!! Ir~r~rNNrM~ 1 I
N r O 0/ 0 0 r 0 0 1 1
1 r r 1
1 • r 1 1
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t~ i r i i t
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1 1 1 1 1
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S r S~ I S.7 r x!-~ 1 1
W 1 C7 OC 1 C7 K 1 t7 ta. 1 1
1 S I o+= 1 W 1 1
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1 r 1 . I
1 2 r N r W / 1
1
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APPENDIX C
t Results of the Intersection Capacity Analysis
Existing plus Approved Conditions
\ II
r 11
N 1!
r 1'
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to
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I . 11 11
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11 1 00 / 000 1 00 I N 11 J
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APPENDIX D
Results of the Intersection Capacity Analysis
Existing plus Approved plus Project Scenario
(Without Scarlett Drive Extension) Conditions
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APPENDIX E
Results of the Intersection Capacity Analysis
Existing plus Approved plus Project Scenario
(With Scarlett Drive Extension) Conditions
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APPENDIX F _
Results of the Intersection Capacity Analysis
Cumulative (2010) plus Project Scenarios
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