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Home My WebLink About6.1 DublinPleasantonBART -2r-• t: F7 The remaining number of home -based trips to the proposed station are expected to be from commuters already using I -580. This East Dublin/Pleasanton BART Station diversion and freeway diversion t results in a reduction of trips at some of the intersections and an addition of trips to others. ,5L 7 The proposed BART work -based trips were assigned to the roadway network based on locations of work places within Pleasanton. It should be noted that some work -based trips would be diverted to the proposed BART Station, but they were not subtracted from the local roadway system because of their small number. The trip distribution and assignment for the proposed office were generated by the 1998 Pleasanton Traffic Model (City of Pleasanton, June 1999). The proposed project on the Pleasanton side is located. within Traffic Analysis Zone (TAZ) 4 of the 1998 Pleasanton Traffic Model. The office trip distribution assumptions are shown on Exhibit 4.5 -16. Exhibit 4.5 -17 illustrates the resulting peak hour turning movement volumes for the Existing plus Approved Projects plus Project scenario with the West Las Positas interchange. i Results of Level of Service Analysis Impact City of Pleasanton Intersections - Existing Plus Approved Projects Plus Project Scenario. Under the Existing plus Approved Projects plus Project 4.5 -3 scenario without the West Las Positas interchange, three intersections would operate unacceptably. These intersections include Hopyard Road /Stoneridge r Drive (No. 313), Stoneridge Mall RoadlStoneridge Drive (No. 345), and 1-680 Southbound Ramps /Stoneridge Drive (No. 346). With the implementation of planned future improvements and anticipated City improvements, the Hopyard Road /Stoneridge Drive and I -680 Southbound Ramps/Stoneridge Drive intersections would operate acceptably. However, the Stoneridge Mall RoadlStoneridge Drive intersection would continue to operate unacceptably with the contribution of project traffic. With the construction of the West Las Positas interchange, this intersection would continue to operate unacceptably with the contribution of project traffic. The unacceptable operation of this intersection would be considered a significant traffic impact. f" r The forecasted traffic volumes illustrated in Exhibit 4.5 -17 were analyzed to determine intersection levels of service under the Existing plus Approved Projects plus Project scenario with and without the West Las Positas interchange. Without the West Las Positas interchange, nine of the 12 study intersections would continue to operate at acceptable levels of service. The intersections of Hopyard Road /Stoneridge Drive (No. 313), Stoneridge Mall Road /Stoneridge Drive (No. 345), and I -680 Southbound Ramps /Stoneridge Drive (No. 346) are projected to operate unacceptably. San Francisco Bay Area Rapid Transit District West Dublin /Pleasanton BART Station and Transit Village 4.5 -49 WAW Transportation /Circulation HACIENDADFL 0 _0 ARNOLD RD. CIENDA DR. IRON HORSE cc LU 0 PKWX ID iL WILLOW RD. rn DEMARCUS a! aq CHABOTDFL Z SCARLETT DR. FK)PYARD RD. V) US- Fes' DOUGHEMY PtX t OWENS OR. co cr) :al4b, to LC) F00TW-LfV• cft C* IM :pk co ap 0 0 a Co r= J0 -7 C-C> L6 to a. c E =3 cn cn 0 a> 0 c 0 co co m 0) Q- _0 CD fir) 0 ca. 0 L I r-- 5� K F i B"1 f G , m w NIaoN N O O O O N O C F� U O .O O i Q. Q Q �X W C 0 to co ^^(D {.ice a� 0 IL d R C t6 I-- .O C m C O N C12 C O C H m o o 3 N m O Z 7 c9 71 With construction of the interchange, only the intersection of Stoneridge Mall Road /Stoneridge Drive (No. 345) is projected to operate at an unacceptable level of service. The following is a summary of the intersections that are projected to operate unacceptably under Existing plus Approved Projects plus Project conditions: • Hopyard Road /Stoneridge Drive (No. 313) - Without the West Las Positas interchange, this signalized intersection is projected to operate unacceptably at LOS E during the p.m. peak hour whether or not the proposed project is developed. The project would increase the v/c ratio at the intersection by 0.01, which is less than the 0.02 threshold. Therefore, the project would not significantly affect the intersection. As under the Existing plus Approved Projects scenario, this intersection is projected to operate acceptably at LOS D with the interchange. The West Las Positas Citizens' Committee is currently studying alternative mitigation measures to this interchange. The anticipated City improvements described previously in this section would mitigate conditions without the West Las Positas interchange to acceptable levels of service. • Stoneridge Mall Road /Stoneridge Drive (No. 345) - With or without the West Las Positas interchange, the level of service at this signalized intersection is projected to deteriorate to an unacceptable LOS E during the a.m. peak hour with the development of the proposed project. Therefore, the project is considered to significantly impact this intersection under the near -term future conditions. • I -680 Southbound Ramps /Stoneridge Drive (No. 346) - Without the West Las Positas interchange, this signalized intersection is projected to operate unacceptably at LOS E during the a.m. and p.m. peak hours whether or not the proposed project is developed. With the planned future improvement (off ramp restriping), the intersection is expected to operate acceptably during the a.m. peak hour, but would continue to operate unacceptably during the p.m. peak hour as under the Existing plus Approved Projects scenario. Considering the planned improvement, the project would not increase the v/c ratio during this peak hour. Therefore, the project is not considered to significantly affect the intersection under the near -term future conditions. As under the Existing plus Approved Projects scenario, this intersection is projected to operate acceptably at LOS D with the interchange. The West Las Positas Citizens' Committee is currently studying alternative mitigation measure to this interchange. The implementation of ra. EDAW San Francisco Bay Area Rapid Transit District Transportation /Grculotion 4.5-52 West Dublin /Pleasanton BART Station and Transit Village 71 I the planned off ramp restriping previously described in this report and the anticipated City improvement described above (widening the westbound Stoneridge Mall Road approach) would mitigate conditions without the West Las Positas interchange to acceptable levels of service. Table 4.5 -9 presents a summary of peak hour levels of service at the study intersections under both the f., Existing plus Approved Projects and Existing plus Approved Projects plus Proposed Project scenarios. Level of service worksheets are provided in Appendix B. PLEASANTON SITE ACCESS AND CIRCULATION e_ L4.5 ct Pleasanton Parcel Access and Circulation. Access to the Pleasanton parcel & would be from two driveways located on Stoneridge Mall Road. Based on the 4 level of service analysis, vehicles exiting the project driveways onto Stoneridge Mall Road would experience long delays. In addition, the shared project driveway would meet the Caltrans peak hour volume signal warrant. This would be considered a significant project impact. Access to the Pleasanton parcel would be from two driveways located on Stoneridge Mall Road. The northwest -most driveway would serve the proposed BART Station. This driveway would allow all L right- and left -turn movements (full access). A total of six driveways serving the Stoneridge Mall are located opposite the project frontage. The mall driveways are one -way alternating between exit and entry. The BART Station driveway would align with the closest mall driveway permitting inbound left turns. This is not expected to result in potential conflicts between vehicles making eastbound left.turns into the BART Station driveway and vehicles making westbound left turns into the mall driveway. The second driveway, which is an existing driveway to be shared with the Stoneridge Corporate Plaza office development immediately east of the project site, would serve the proposed office. This shared driveway would allow all right- and left -turn movements. A major full- access driveway serving the t Nordstrom store in the Stoneridge Mall is located opposite this shared project driveway. The current depth of this driveway is approximately 200 feet, at which point perpendicular parking for the Stoneridge Corporate Plaza begins. The drive aisle to the proposed office is located 200 feet from Stoneridge Mall Road. To determine traffic operating conditions on Stoneridge Mall Road at the two project driveways, a level of service analysis was conducted evaluating the driveways as unsignalized intersections under the Existing plus Approved Projects plus Project scenario. t" San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.5 -53 Transportation /Circulation HIM EDAw Transportation /Circulation Son Francisco Bay Area Rapid Transit District 4.5 -54 West Dublin /Pleasanton BART Station and Transit Village F e TABLE 4.5 -9 PLEASANTON PEAK HOUR INTERSECTION LEVELS OF SERVICE- EXISTING PLUS APPROVED PLUS PROPOSED PROJECT SIGNALIZED INTERSECTIONS Existing + Approved Existing + Approved + Project A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour ID Intersection Y/c LOS I Y/c LOS v/c LOS v/c LOS 302 FoothillRoad/Canyon Way 0.66 B 0.86 D 0.69 B 0.87 D with Planned Improvement 0.62 B 0.82 D 0.64 B 0.83 D 304 Foothill Road/Stoneridge Drive 0.40 A 0.44 A 0.40 A 0.44 A 313 Hopyard Road/Stoneridge Drive 0.84 D 0.92 E 0.85 D 0.93 E with Planned Improvement 0.73 C 0.86 D 0.75 C 0.87 D 344 Springdale Avenue / Stoneridge Drive 0.44 A 0.66 B 0.46 A 0.67 B 345 Stoneridge Mall Road/Stoneridge Drive 0.86 D 0.82 D 0.93 E 0.84 D - MITIGATED 1 FREE WB RT LANE 0.34 A 0.77 C 346 I -680 SB Ramps / Stoneridge Drive 0.93 E 0.99 E 0.96 E 0.98 E with Planned Future Improvement 0.85 D 0.91 E 0.87 D 0.91 E with City Initiated Improvement 0.81 D 0.85 D 0.84 D 0.87 D 347 I -680 N0.72B Ramps / Stoneridge Dr. 0.85 D 0.88 D 0.84 D 0.90 D 348 Johnson Drive / Stoneridge Drive 0.71 C 0.86 D 0.70 B 0.86 D 349 Denker Drive / Stoneridge Drive 0.84 D 0.89 D. 0.85 D 0.89 D 392 Stoneridge Mall Road/Canyon Way 0.41 A 0.44 A 0.44 A 0.45 A 901 San Ramon Rd/I -580 WB Ramps 0.75 C 0.86 D 0.76 C 0.87 D 903 Foothill Road/I -580 EB Ramps 0.74 C 0.83 D 0.75 C 0.84 D UNSIGNALIZED INTERSECTIONS - WITHOUT 1- 680/WEST LAS POSITAS INTERCHANGE Existing + Approved Existing + Approved + Project ID Intersection AM. Peak Hour P.M. Peak Hour A.M. Peak Hour PA Peak Hour Y/C LOS V/C LOS V/C LOS I Vic LOS 302 FoothillRoad /Canyon Way 0.66 B 0.86 D 0.69 B 0.87 D with Planned Future Improvement 0.62 B 0.82 Dd 0.65 B 0.83 D 304 Foothill Road/Stoneridge Drive 0.37 A 0.41 A 0.38 A 0.42 A 313 Hopyard Road/Stoneridge Drive 0.71 C 0.86 D 0.73 C 0.86 D 344 Springdale Avenue / Stoneridge Drive 0.44 A 0.66 B 0.46 A 0.67 B 345 Stoneridge Mall Road / Stoneridge Dr. 0.86 D 0.82 D 0.93 E 0.85 D - MITIGATED 1 FREE WB RT LANE 0.34 A 0.76 C 346 I -680 SB Ramps / Stoneridge Drive 0.88 D 0.89 D 0.90 D 0.89 D with Planned Future Improvement 0.79 C 0.86 D 0.83 D 0.85 D 347 I -680 NB Ramps / Stoneridge Dr.. 0.72 C 0.82 D 0.75 C 0.85 D 348 Johnson Drive / Stoneridge Drive 0.61 B 0.81 D 0.61 B 0.80 C 349 Denker Drive / Stoneridge Drive 0.74 C 0.82 D 0.74 C 0.82 D 392 Stoneridge Mall Road /Canyon Way 0.41 A 0.44 A 0.44 A 0.45 A 901 San Ramon Rd/I -580 WB Ramps 0.75 C 0.86 D 0.76 C 0.87 D 903 Foothill Road/I -580 EB Ramps 0.74 C 0.83 D 0.75 C 0.84 D Note: v/c = volume to capacity ratio, LOS = leveI of service EDAw Transportation /Circulation Son Francisco Bay Area Rapid Transit District 4.5 -54 West Dublin /Pleasanton BART Station and Transit Village F e cP N' Existing traffic volumes on Stoneridge Mall Road were estimated based on a sample turning movement count conducted at the intersection of Embarcadero Road and Stoneridge Mall Road between 4:45 p .m. and 5:15 p.m. on May 23, 2000. Traffic estimated to be generated by the approved Hines k project located east of the Stoneridge Corporate Plaza and the proposed project was then added to the existing traffic volumes. Based on the level of service analysis, the vehicles exiting the project driveways onto Stoneridge Mall Road are expected to experience long delays. In addition, the shared project driveway would meet the Caltrans peak hour volume signal warrant. This would be considered a $ significant project impact. Circulation t— As p reviously described, the proposed office would have a 560 -space parking lot and the BART Station t would have a 419 -space parking garage. These facilities would not be connected and there would be no major internal vehicular circulation between the office and BART Station. However, pedestrian circulation between the office, BART parking garage, BART Station, and Stoneridge Mall Road would be facilitated. The pedestrian bridge to the BART platform would be located between the office 7 building and BART parking garage. Although not currently shown on the site plan, a pedestrian ° walkway would be provided between the bridge and Stoneridge Mall Road. t Transit facilities would not be provided within the project site due to space limitations. Instead, a bus turnout would be provided on Stoneridge Mall Road along the project frontage between the shared driveway and BART Station driveway. Stoneridge Mall Road/Embarcadero Court The City of Pleasanton requested that the study of the proposed project access from Stoneridge Mall Road include an analysis of the operating conditions of the All-Way STOP - controlled intersection of Embarcadero Court and Stoneridge Mall Road. The City does not currently monitor this intersection and it is not included in the Pleasanton Traffic Model (City of Pleasanton, June 1999). The Stoneridge Mall Road / Embarcadero Court intersection is located approximately 500 feet southeast of the shared project driveway. Existing p.m. peak hour traffic volumes at this intersection were estimated based on a sample turning movement count conducted between 4:45 p.m. and 5:15 p.m. on May 23, 2000. It is estimated that the intersection is currently operating at LOS D and meets Caltrans peak hour volume signal warrants. With the addition of approved project traffic, specifically the Hines office development, this intersection is projected to operate at LOS F. To mitigate conditions, the k intersection should be signalized and an exclusive left -turn lane should be striped on the westbound k Embarcadero Court approach. This improvement would continue to be sufficient with the addition r— San Francisco Bay Area Rapid Transit District EDAW c- West Dublin /Pleasanton BART Station and Transit Village 4.5 -55 TransportationKirculation i NMI of traffic generated by the proposed project. The signalization of this intersection is not triggered by the proposed project, therefore, the project's impact on this intersection would be considered less than significant. DUBLIN AND PLEASANTON PARKING ANALYSIS Impact Dublin and Pleasanton Parking Supply and Demand The hotel and 4.5 -5 residential components in Dublin would have a surplus of 37 spaces for the hotel and 156 spaces for the residential use during the peak parking hour. The office component in Pleasanton is estimated to have a surplus of 157 spaces during the peak parking hour. The parking demand for the West Dublin /Pleasanton BART Station would be accommodated entirely by the proposed BART parking facilities. No deficit in parking spaces would be anticipated. Therefore, the project's parking demand would be considered a less - than - significant impact. However, if BART implements a parking charge program, spillover parking onto adjacent lots may occur.. This would be considered a significant impact. This section provides an analysis of the parking impacts due to the proposed project for both Dublin and Pleasanton. The parking supply and demand are discussed below. SUPPLY On the Dublin parcel, the 240 -room hotel component would include 251 parking spaces, of which 71 spaces may be accommodated as shared parking within the BART garage, and the 160 -unit residential component would include 297 parking spaces. In addition, a 713 -space parking garage for BART patrons is proposed on this parcel. On the Pleasanton parcel, the 170,000 square -foot office building would provide 560 spaces. The rentable office square footage is 160,000 square feet. This results in a proposed parking supply rate of 3.5 parking spaces per 1,000 rentable square feet (4.0 stalls per 1,000 rentable square feet with an adjustment for the previously discussed 15- percent reduction in vehicle trip generation due to increased transit use). In addition, a 419 -stall parking garage is proposed for BART patrons. DEMAND The parking demand for the hotel, residential and office uses was calculated based on rates provided in Parking Generation (Institute of Transportation Engineers, 1981). Based on these rates, it is estimated that the hotel and residential components in Dublin would have a peak parking demand for EDAW San Francisco Bay Area Rapid Transit District Transportation /Circulation 4.5-56 West Dublin /Pleasanton BART Station and Transit Village 7 t' ' approximately 217 spaces and 141 spaces, respectively (for a description of the proposed shared parking strategy at the hotel, see Chapter 3, Project Description, of this report. This results in surplus of 26 spaces for the hotel and a surplus of 156 spaces for the residential use during the peak parking hour. These uses are anticipated to provide adequate parking to accommodate the peak parking demand. The office component in Pleasanton is estimated to have a peak parking demand of about 403 spaces, resulting in a surplus of 157 spaces during the peak parking hour. This use is anticipated to provide adequate parking to accommodate the peak parking demand. The parking demand for the West Dublin/Pleasanton BART Station was derived based on the projected ridership provided by BART. The ridership projections, in turn, were translated into parking estimates based on drive -alone percentages for home -based patrons in the morning and midday. It is assumed that these patrons parked for a long -term duration (eight or more hours) and their space does not turn over more than once during the peak parking hour. The work -based patrons (reverse commuters) were assumed to have used other modes of transportation (i.e., transit, walk or bicycle) to access BART and would not require a parking space. Also, it is assumed that home -based vehicles arriving during the p.m. peak hour to pick up BART patrons would not require a specific parking space. It is estimated that 713 parking spaces in Dublin and 419 parking spaces in Pleasanton, totaling 1,132 spaces, would be needed to accommodate the peak parking demand for the West Dublin/Pleasanton BART Station. These spaces would be provided within the parking structures to meet the estimated BART parking demand. As a result, parking would be sufficient for the BART Stations. No significant parking impacts would be anticipated. Table 4.5 -10 summarizes the parking supply and estimated parking demand for the proposed project. San Francisco Bay Area Rapid Transit District EDAW . West Dublin /Pleasanton BART Station and Transit Village 4.5 -57 Transportation /Circulation TABLE 4.5 -10 ESTIMATED PARKING DEMAND AND PARKING SUPPLY Use Size Parking Rate Demand Supply Surplus (Deficit) Hotel 240 rooms 0.89 214 240 37 Residential 160 units 0.88 141 297 156 Office 170 ksf 2.37* 403 560 157 BART (Dublin) -- -- 713 713 0 BART (Pleasanton) -- -- 419 419 0 Note: This is the average parking rate of 2.79 per ksf for General Office Buildings with a 15% reduction due to increased transit use. San Francisco Bay Area Rapid Transit District EDAW . West Dublin /Pleasanton BART Station and Transit Village 4.5 -57 Transportation /Circulation .� • In February 1990, the BART Board certified the EIR for the Dublin Pleasanton Extension Project in . which parking needs were assessed collectively for the West and East Dublin/Pleasanton BART stations in the EIR. The EIR assumed that 1,400 parking spaces would be provided at the West Dublin/Pleasanton. BART Station for BART patrons, and 2,500 parking spaces would be provided at the East Dublin/Pleasanton BART Station, for a total of 3,900 spaces. Based on current estimates, the parking demand projected in the DPX EIR represented an overestimate of demand at the West Dublin/Pleasanton BART Station. The above estimates indicate that the actual demand for parking at the West Dublin/Pleasanton BART Station would be 1,132 spaces. When combined with the 2,612 existing parking spaces and an additional 488 spaces that were recently constructed at the East Dublin/Pleasanton BART Station, a total of 4,232 spaces would be in place between the two stations. Therefore, an increase of 332 spaces above the estimate in the prior EIR would be anticipated with the project. BART PARKING CHARGES BART is considering proposing to implement a parking program at both the East and West Dublin/Pleasanton BART Stations, in which a patron can pay a fee of $2.00 per day on a monthly basis to guarantee a parking space until 10:00 a.m. After 10:00 a.m. these spaces become available for free to anyone. Reserved spaces would comprise 50 percent of the parking spaces on both the Dublin and Pleasanton portions of the station. Therefore, 356 parking spaces on the Dublin parcel and 209 sy. parking spaces on the Pleasanton parcel would be reserved if this program were implemented. In rr� addition, about 10 percent of the total spaces, or 71 spaces on the Dublin parcel and 42 spaces on the Pleasanton parcel, would be reserved for free for commuters who arrive after 10:00 a.m. The rw' remaining 286 spaces in Dublin and 168 spaces in Pleasanton would be free parking available to patrons throughout the day. The impact of this possible program to charge for parking would be the potential for "spillover" parking in nearby private parking lots. Spillover could occur because BART patrons wish to avoid parking charges, in particular at early morning hours when nearby private parking is likely to be available. In addition, under the program being considered, reserved spaces will be held for paying BART patrons until 10:00 a.m. If occasional BART patrons pay to reserve parking spaces which they may not use regularly, then regular patrons may find the BART garages unavailable during peak commute times and by forced to park elsewhere., increasing spillover. On the other hand, the guaranteed availability of spaces after 10:00 a.m. (when they cease to be reserved) may reduce spillover, by attracting additional patrons who otherwise would assume that the garage was full and not even attempt to use BART parking at that time. rrt EDAW Son Francisco Bay Area Rapid Transit District Transportation /Circulation 4.5 -58 West Dublin /Pleasanton BART Station and Transit Village 7 Given the complexity of the proposed parking charge program and its possible effects, whether and how much spillover may result under the program cannot be predicted with reasonable confidence. Accordingly, parking spillover is a potentially significant impact. It is also possible the charge for parking could reduce the patronage below the projections developed by BART and used in this report. Should this be the case, the traffic impacts and the parking needs described in this report would be overstated; and this could be considered a "worse case" analysis. In addition, reserved parking will allow those who have paid for parking stalls that are reserved until 10:00 a.m. to arrive at the station later in the morning. This would have the effect of spreading arriving traffic over a longer period of time (many suburban BART parking lots and garages are filled by 7:00 to 8:00 a.m.). This could reduce the peak hour impacts at intersections studied in this analysis. The implementation of parking charges could also induce some riders to switch from their own vehicles to car pools, buses, to be dropped off at the station, or to walk or bicycle to the station. 4.5.3 MITIGATION MEASURES This section summarizes potential mitigation measures to correct identified traffic impacts. Mitigation measures were identified for intersections projected to operate at LOS E or F. Implementation of these mitigation measures shall be the responsibility of Jones Lang LaSalle, or their successors in interest. Mitigation City of Dublin Intersections - E)dsting Plus Approved Projects Plus Project Scenario. The eastbound and westbound approaches of the St. Patrick Way /Golden Gate Drive intersection shall be restilped to each include an exclusive left -turn lane. This measure would improve the intersection operations from LOS F to LOS C. City of Pleasanton Intersections - Existing Plus Approved Projects Plus Project Mitigation Scenario. A free right -turn lane on the westbound Stoneridge Drive approach to the Stoneridge Mall Road / Stoneridge Drive intersection shall be installed. With this improvement, the intersection would operate acceptably at LOS C with and without the West Las Positas interchange. Pleasanton Parcel Access and Circulation.' The following measures are required Mitigation to improve access to the Pleasanton parcel: • To improve traffic operating conditions at the shared project driveway, the intersection shall be signalized. An eastbound left turn lane into -.the . driveway shall be striped on Son Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 45-59 Transportation/Circulation MOM Stoneridge Mall Road. A westbound left -turn lane already exists into the Nordstrom driveway. • The shared project driveway shall also accommodate one entry lane and two exit lanes: In addition, the driveway depth shall be no less than the existing 200 feet to provide storage space for vehicles waiting to exit onto Stoneridge Mall Road. • Measures shall be implemented to improve traffic operating conditions along the project frontage on Stoneridge Mall Road associated with the intersection signalization. Due to the proximity of the Nordstrom parking lot driveways to the proposed signal, vehicles turning left from the parking lot could be a hazard to vehicles traveling on Stoneridge Mall Drive. Two options have been identified to address this concern. The first option would restrict access along the northern boundary of the Nordstrom parking lot by constructing a barrier (e.g., a concrete planter) generally between the shared driveway and the BART Station driveway. This would reauire the reconfiguration of the Nordstrom parking lot and the removal of approximately 12 parking spaces. The second option would include constructing a concrete median within Stoneridge Mall Road, also generally between the shared driveway and the BART Station driveway. Because adequate storage area would not be available on Stoneridge Mall Road for vehicles turning left from the BART Station driveway and excessive vehicle stacking within the driveway could occur with this option, the BART Station driveway would be restricted to right turn in, right turn out only. The project applicant shall coordinate with the City of Pleasanton to implement one of these two improvement options to that ensure the safe, efficient operation of this intersection.' • The BART Station driveway shall accommodate one entry lane and two exit lanes. In addition, the driveway shall be no less than 50 feet deep to provide storage space for vehicles waiting to exit onto Stoneridge Mall Road. Dublin and Pleasanton Parking Supply and Demand If parking charges are Mitigation 4.5 -5 implemented at the West Dublin/Pleasanton BART Station, a monitoring program shall be designed to determine whether substantial parking spillover into adjacent private parking lots occurs as a result of the parking charges. BART will conduct the monitoring program, which will consist of • A baseline survey of parking conditions in the vicinity of the West Dublin/Pleasanton BART Station prior to the commencement of operations at the station. The baseline survey will establish parking conditions in the vicinity of the station during weekday morning hours. EDAW` Son Frandsen Bay Area Rapid Transit District Transportation /Circulation 4.5 -60 West Dublin /Pleasanton BART Station and Transit Village 7 T gg? Monitoring during the first six months of operation of the station to verify if spillover parking is occurring within a quarter mile radius of the station. Such monitoring will be based on field surveys and any complaints received by BART and local parking authorities. In addition) under - utilization of the BART parking garages will be monitored to determine whether any increase in the use of adjacent private parking is related to a disincentive to use BART parking due to parking charges. (After the first six months of operation of the station, BART Community Relations staff will respond to parking complaints and BART will investigate such complaints to verify parking concerns.) If spillover parking is identified as a problem, BART staff will assist local parking authorities in implementing appropriate parking control measures. Such measures shall be based on BAR'rs Parking Management Toolkit for the BART-SFO Extension Station Areas. This Toolkit, attached as Appendix C to this report, was developed for the BART San Francisco Airport Extension Project. It identifies a detailed process f or understanding local parking issues, evaluating parking conflicts, and implementing specific parking control measures. BART staff will assist local authorities to ensure that such parking control measures, adopted as appropriate for site-specific conditions, are implemented and are achieving the necessary effect. BART staff will also continue discussions as necessary with local authorities to help adjust any parking control measures in response to issues that may arise during implementation of such measures. 4.5.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION Following implementation of the identified mitigation measures, the proposed project's traffic and circulation impacts would be reduced to a less-than-significant level. Son Francisco Bay Area Rapid Transit District WAVY West Dublin/Pleasanton BART Station and transit Village 4.5-61 Transportation/Circulation '9-89 E. p 4.6 PUBLIC SERVICES Following is a discussion of the public services provided in the project vicinity and the impacts on these i services associated with the proposed West Dublin/Pleasanton BART Station and Transit Village. The public services evaluated in this section include police protection, fire protection, water supply, ` wastewater service and treatment, and schools. 4.6.1 POLICE PROTECTION EXISTING CONDITIONS - REGIONAL SETTING The BART Police Department, the Dublin Police Services, and the City of Pleasanton Police Department currently provide police protection services within the project vicinity. BART Police Department The BART Police Department is an autonomous law enforcement agency consisting of 261 police f•' personnel. Of these personnel, 184 are sworn officers and the remaining non -sworn employees include police clerks, community service assistants, 911 operators, revenue protection guards, and civilian supervisors. BART police officers have the same powers of arrest as city police officers and county sheriffs deputies and receive the same on -going standardized police training. The BART Police Department investigates all reported crimes that occur on BART property. Most crimes that occur on BART property are transit- related, such as non - payment of fares or smoking or eating on the system. However, BART officers also investigate auto burglaries, auto thefts, robberies, purse snatches, assaults, homicides, and any other felonies, misdemeanors, or infractions that occur within the BART District. Although most officers are assigned to patrol duty, select officers receive training in special weapons and tactics, emergency rescues, crisis negotiations, and crowd management. Nevertheless, BART police officers may call on neighboring police departments for assistance in the event of a life threatening situation, a medical emergency, or a serious crime requiring immediate response when sufficient BART police personnel are not available. The BART Police Department is divided into four geographical zones, each with its own police headquarters and field offices. The proposed project would be located within Zone 3 (the zone also known as Southern Alameda County), which encompasses BART Stations at San Leandro, Bay Fair, I~ Son Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -1 Public Services Hayward, South Hayward, Union City, Fremont, Castro Valley, and East Dublin/Pleasanton. Of these stations, BART police offices are located at Hayward with the police headquarters located at the Castro Valley BART Station. The Castro Valley police facility is located on the ground floor of an apartment building near the station, while the police facility at Hayward is located on the ground floor of the parking structure. Within the vicinity of the project site, one patrol officer is assigned to patrol both the Castro Valley and East Dubhn/Pleasanton BART stations. This patrol beat, or designated patrol area, consists of two shifts: day and night. Zone 3 of the BART Police Department currently employs a total of 24 sworn officers and supervisors and 7 non -sworn employees, which includes parking enforcement personnel and administrative support staff (Savage, pers. comm., 2000). The BART Police Department would provide police protection services to the proposed West Dublin/Pleasanton BART Station and associated parking facilities. If necessary, BART police officers may call on the Dublin Police Services and the Pleasanton Police Department for assistance in times of emergency. The average response time for the BART Police Department on non - emergency calls is approximately 8.3 minutes, and its average emergency response time is approximately 4.5 minutes (Savage, pers. comm., 2000). Dublin Police Services Police services for the City of Dublin are performed under contract with the Alameda County Sheriffs Office on an annual or multi- annual basis. Currently, Dublin Police Services consists of 36 sworn employees and 6.5 civilian staff members (one employee works on a part -time basis). Of these 36 sworn employees, there are 24 patrol officers, 10 sergeants, l lieutenant, and 1 captain (Hardester, pers. comm, 2000). Police services provided by Sheriffs personnel are performed at the Dublin Civic Center, which is located at 100 Civic Plaza Drive. These services include uniformed police officers patrolling the City of Dublin in marked police vehicles, criminal investigations, crime prevention, Drug Prevention Education Program, and special investigation officers responsible for narcotic and vice suppression. Dublin Police also enforce city ordinances and state laws within the limits of the City of Dublin. Dispatch and some data processing functions are handled at Sheriffs Office facilities in Oakland, San Leandro, and Hayward. Dublin Police Services would provide police protection services to the Dublin parcel of the project site, as well as assist the BART Police Department with incidents occurring within the City of Dublin's jurisdiction. Response times for Priority I calls within the City of Dublin are approximately 5 to 6 minutes and 27 seconds (Hardester, pers. comm., 2000). Priority 1 calls include those calls with the highest priority such as reports of homicide, manslaughter, auto burglary, and assault. EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -2 West Dublin /Pleasanton BART Station and Transit Village 71 Pleasanton Police Department '4 The Pleasanton Police Department, which has one station located at 4833 Bernal Avenue, provides police protection services within the City of Pleasanton. The Department, which consists of 80 sworn &- officers and 40 civilian employees, has two divisions: the Operations Division and the Investigation and Services Division. The Operations Division is primarily composed of uniformed personnel and is further subdivided into the Patrol Unit and the Special Operations Unit. The Patrol Unit consists of approximately 50 police officers and community service officers. Each patrol has three shifts (morning, day, and night) and is managed by a lieutenant and supervised by two sergeants. The patrol is staffed according to the demands of the particular time period, with an average of 5 -12 officers assigned to each patrol beat (Graves, pers. comm., 2000). Patrol vehicles are staffed with one officer. The Special Operations Unit handles traffic and parking enforcement, animal services, special events, and the Reserve Officer program. The second division of the Pleasanton Police Department, the Investigation and Services Division, is primarily responsible for follow -up investigations and support services for the Operations Division. i` Additional services include implementing the Drug Abuse Resistance Education (DARE) Program and answering and evaluating 911 emergency calls. Criminal investigations are handled by detectives in specialized assignments such as crimes against persons, property, auto theft, fraud, and crimes committed by or against juveniles. The Special Investigations Unit of this Division conducts narcotic and vice investigations. The Pleasanton Police Department would provide police protection services to the Pleasanton parcel of the project site, as well as assist the BART Police Department with incidents occurring within the City of Pleasanton's jurisdiction. Response times for emergency calls within the City of Pleasanton are approximately 4.3 minutes. Response times for non - emergency calls are approximately 15 minutes (Finn, pers. comm., 2000). RELEVANT GENERAL PLAN POLICIES AND PROGRAMS City of Dublin General Plan There are no policies in the City of Dublin General PIan that are relevant to the discussion of police protection. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -3 Public Services City of Pleasanton General Plan The following City of Pleasanton General Plan Public Safety Policy is relevant to the discussion of police protection: Policy 20: Maintain and enhance, where feasible, the level of police equipment and personnel to protect the community. ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE The proposed project would have a significant impact on police protection if it would: • Result in substantial adverse physical impacts associated with the provision of new or physically altered police protection facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for police protection. PROJECT IMPACTS Impact Increased Demand for Police Services - BART Police Department. 4.6 -1a Development of the proposed project would increase the demand for police protection services in the project vicinity. Based on BART police records, the increased demand would be primarily associated with auto thefts and burglaries within the station parking areas. However, this increased demand would not result in substantial adverse physical impacts associated with the provision of new or physically altered police protection facilities. Therefore, the proposed project's impacts on the BART Police Department would be considered less than significant. The proposed project would increase the demand for polices services within BART's jurisdiction, and more specifically, in Zone 3 of the BART Police Department. The proposed West Dublin/Pleasanton BART Station would be located within the patrol beat that includes the Castro Valley station and the East Dublin/Pleasanton station. This patrol beat consists of two shifts (day and night) with one patrol officer assigned to each shift. Implementation of the proposed project would result in a shift in the patrol boundaries such that one officer would be assigned to patrol both the West Dublin/Pleasanton EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -4 West Dublin /Pleasanton BART Station and Transit Village 7 and the East Dublin/Pleasanton BART Stations. Rearranging the boundaries of this patrol beat would allow a more efficient patrol of this section of Zone 3 since the proposed West Dublin/Pleasanton station would be located in close proximity to the East Dublin/Pleasanton station (Savage, pers. comm., 2000). i ! The anticipated effects to the BART Police Department resulting from project implementation would be similar to the impacts associated with other local BART stations, including the East Dublin/Pleasanton BART Station. Based on police records for the East Dublin/Pleasanton BART Station, the incidents most likely to occur would be auto thefts and burglaries within the station parking areas (Hardester, written comm., 2000). For example, in 1999, 24 auto thefts and 24 auto burglaries occurred at the East Dublin/Pleasanton BART Station, while no assaults or robberies were documented. Auto thefts and burglaries would be minimized at the proposed West Dublin/Pleasanton G BART Station through the presence of BART police patrols and parking lot lighting. The proposed project may necessitate the hiring of additional officers or the purchase of new equipment such as patrol t cars, radios, and uniforms. However, this increased demand would not result in substantial adverse physical impacts associated with the provision of new or physically altered police protection facilities. Therefore, the proposed project's impacts on the BART Police Department would be considered less than significant. Increased Demand for Police Services - Dublin Police Services. Impact 4 Impact of the proposed project would increase the demand for police t- protection services in Dublin. Department police records indicate that the transit- related incidents most likely to occur wo uld include auto thefts and _ burglaries within the station parldng areas. However, this increased demand would not result in substantial, adverse physical impacts associated with the provision of new or physically altered police protection facilities. Therefore, the proposed project's impacts on the Dublin police services would be considered } less than significant. The proposed project would increase the demand for police services within the City of Dublin. The anticipated effects to Dublin Police Services resulting from the development of the proposed BART station itself would be similar to the impacts associated with other local BART stations. Since the r . completion of the East Dublin/PIeasanton BART station in May of 1997, Dublin Police Services has _ experienced a substantial increase in the number of details, or calls for police service (Hardester, pers. comm., 2000). For example, between May 1999 and March 2000, Dublin Police Services received a total of 11,640 details within Beat 73, which encompasses the East Dublin/Pleasanton BART Station. For comparison, Beat 73 received only 3,974 details between May 1996 and May 1997, just prior to h, San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -5 Public Services gg the completion of the East Dublin/Pleasanton BART Station. However, with the continued growth of eastern Dublin since 1997, including 3,000 new residential units and a major shopping center, it is inconclusive whether the East Dublin/Pleasanton BART Station is a factor in this substantial increase in criminal activity (Hardester, pers. comm., 2000). Dublin Police Services has indicated that the proposed 160 -unit residential complex and 240 -room hotel would increase the incidence of domestic disputes and burglaries within the project vicinity (Hardester, pers. comm., 2000). In addition, these proposed developments would increase the number of traffic - related incidents within the project vicinity due to the increased traffic flow the proposed project would generate. These increased demands on Dublin Police Services may affect staffing levels. However, this increased demand would not result in substantial adverse physical impacts associated with the provision of new or physically altered police protection facilities. Therefore, the proposed project's impacts on Dublin Police Services would be considered less than significant. Impact Increased Demand for Police Services - Pleasanton Police Department 4.6 -lc Development of the proposed West Dublin /Pleasanton BART Station and Transit Village would increase the demand for police protection services in the project vicinity. However, the Pleasanton Police Department anticipates that a )dsting staff levels would be adequate to serve the proposed project without substantially affecting the ability to provide police services elsewhere. Therefore, the proposed project's impacts on the Pleasanton Police Department would be considered less than significant. The proposed project would increase the demand for police protection services in the City of Pleasanton. The proposed BART Station and Transit Village would provide direct access to Stoneridge Mall and parking facilities for an opportunistic criminal element; however, it would not affect the ability of the Department to provide police protection services on a city-wide basis (Finn, pers. comm., 2000). The Pleasanton Police Department anticipates that their existing staff levels would be adequate to serve the Pleasanton parcel of the proposed project as well as assist BART with incidents occurring within the City of Pleasanton's jurisdiction. If the proposed project were to contribute a substantial, unforeseeable amount of crime- related activity within the vicinity of Stoneridge Mall, then the Department would position an officer at the Mall on a permanent basis (Finn, pers. comm., 2000). The Pleasanton Police Department does not anticipate any significant effects to their ability to provide police protection services to the residents of the City of Pleasanton (Finn, pers. comm., 2000). Therefore, the proposed project's impacts on the Pleasanton Police Department would be considered less than significant. EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -6 West Dublin /Pleasanton BART Station and Transit Village � 9s Impact Consistency with General Plan - City of Pleasanton General Plan. The 4.6 -Id Pleasanton Police Department anticipates that their e -3sting staff levels would be adequate to serve the Pleasanton parcel of the proposed project without substantially affecting the ability to provide police services elsewhere. Therefore, the proposed project would be consistent with the City of Pleasanton General Plan policy to maintain and enhance the level of police equipment and personnel necessary to protect the community. No impacts related to General Plan consistency would occur. The Pleasanton Police Department anticipates that their existing staff levels would be adequate to serve the Pleasanton parcel of the proposed project as well as assist BART with incidents occurring within the City of Pleasanton's jurisdiction. If the proposed project were to result in increased levels of crime within the vicinity of Stoneridge Mall, the Department would authorize the hiring of additional officers to patrol the project area (Finne, pers. comm., 2000). Therefore, the proposed project would be consistent with the City of Pleasanton General Plan policy to maintain and enhance the level of police equipment and personnel to protect the community. MITIGATION MEASURES No significant impacts on police protection services would be anticipated with implementation of the proposed project. Therefore, no mitigation measures would be necessary. LEVEL OF SIGNIFICANCE AFTER MITIGATION No significant impacts on police protection services would be anticipated with implementation of the proposed project. 4.6.2 FIRE PROTECTION EXISTING CONDITIONS The BART Safety Department, the Alameda County Fire Department, and the Livermore- Pleasanton Fire Department currently provide fire protection and emergency response services within the project vicinity. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -7 Public Services C' t BART SAFETY DEPARTMENT BART's Safety Department is responsible for ensuring that systems and procedures are in place for the BART Stations and rights -of -way so that all incidents to which a fire department normally provides emergency services will receive proper response. In order to ensure this, the BART Safety Department has formed a Fire Liaison Committee with all of the fire jurisdictions that cross the current BART system, including the Alameda County Fire Department and the Livermore- Pleasanton Fire Department. The Conunittee meets every other month to address fire and life safety issues within the BART system and provide training exercises to the fire department liaisons in order to enhance their knowledge of the BART system (Hardy, pers. comm., 2000). The responsibilities of the neighboring fire jurisdictions and the BART Safety Department during BART emergencies are outlined in the State Emergency Management Response Plan (plan). The plan details responsibilities and procedures to be followed in all instances, including train fires, train derailment/collision, death or injury on the right - of -way, right -of -way intrusion, gas leaks and toxic spills, earthquakes, and bomb threats. In general, whenever there is an emergency that requires response by a fire department, BART Central Control evaluates the situation, determines the type and level of response required, communicates with the appropriate fire departments and personnel, and coordinates the entire response. If appropriate, BART takes a revenue train out of service, clears it of passengers, and makes it available to responding fire department personnel at the entrance to the emergency area so that they may transport their people and equipment to the site. All BART train operators are trained to operate under emergency procedures. If appropriate, rescue trains are also moved to the fire emergency scene. ALAMEDA COUNTY FIRE DEPARTMENT The Alameda County Fire Department (ACFD) provides fire protection and suppression services under contract to the City of Dublin as well as to the unincorporated areas of Alameda County and the City of San Leandro. Fire protection services for the City of Dublin were formerly provided by the Dougherty Regional Fire Authority until it merged with ACFD July 1, 1997. ACFD currently consists of a total of 248 employees, serving a population of 221,267. Of these 248 employees, 240 are firefighting personnel and 8 are administrative staff (Damin- Fujita, pers. comm., 2000). The 240 firefighters are organized into 16 engine companies and 4 truck companies with each company consisting of 3 firefighters. ACFD's fire companies currently operate three 24 -hour battalions (shifts), ensuring that a minimum of 80 firefighters are on duty at any given time. Fire protection services provided by ACFD within the cities of Dublin and San Leandro and the unincorporated areas of Alameda County are evaluated and rated by the Insurance Services Offices wh EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -8 West Dublin /Pleasanton BART Station and Transit Village tliy (ISO). The ratings established by the ISO determine the fire insurance rates paid by local residents and businesses. These ratings are based on a variety of factors, including water supply, department I equipment, personnel, operations and communication systems. The current ISO rating for ACFD is two, based on a scale of one to ten, with one being the highest possible rating (Damin- Fujita, pers. Comm., 2000). I ACFD has a total of 16 fire stations, two of which are located in the City of Dublin. Station #15, which was formerly the Dougherty Regional Fire Authority (DRFA) Station #3, is located at 5325 Broder Road in Dublin. Station #15 houses one full-time engine company, one Type I engine, and one Type III engine. The Type designations assigned to firefighting equipment refer to the size of the equipment as well as to its water pump capacity. For example, Type I engines are the largest in size and carry the highest water pump capacity, while Type III vehicles are smaller in size and carry lower water pump capacities. In addition to equipment, Station #15 also consists of a total of 9 firefighters, 3 firefighters per shift. Station #16, which was formerly DRFA Station #1, is located at 7494 Donahue Drive and houses one Type I engine company, one 100 -foot aerial truck company, and a patrol. Station #16 consists of a total of 18 firefighters, 3 firefighters per company per shift (Damin- Fujita, pers. comm., 2000). Station #16 would provide first response service to any fire or emergency occurring on the Dublin r parcel of the proposed project site as well as assist the BART Safety Department with incidents occurring within the City of Dublin's jurisdiction. First response is defined as the time necessary for firefighting staff and equipment from the station nearest the location of the emergency call to arrive on the scene. Station #16 could provide first response service to the Dublin parcel within 1.5 minutes �^ (Ferdinand, pers. comm., 2000). In the event of an emergency, Station #15 would provide support fire protection and suppression services for Station #16. The current average response time from Station #15 to the project site is ` approximately 4 -5 minutes (Ferdinand, pers. comm., 2000). If additional support is needed, engine companies from Station #6 and #7 in Castro Valley could respond to the site within 10 minutes. In 1 addition, ACID has mutual aid agreements with the San Ramon Valley Fire Department and the Livermore- Pleasanton Fire Department. A mutual aid agreement is an agreement whereby neighboring jurisdictions provide back -up and additional resources in an emergency or event that is beyond ACFD's ability to handle on its own. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -9 Public Services t~ gib LIVERMORE- PLEASANTON FIRE DEPARTMENT The Livermore- Pleasanton Fire Department (LPFD) is responsible for fire protection and suppression services within the City of Livermore and the City of Pleasanton. In order to efficiently provide fire protection and emergency medical response services to the residents of the Livermore - Amador Valley, the Pleasanton Fire Department consolidated services with the Livermore Fire Department in December 1996. LPFD currently consists of 123 employees, 100 of which are firefighting personnel (Bramell, pers. comm., 2000). The remaining 23 employees consist of administrative personnel, including secretaries, clerk typists, and deputy chiefs. LPFD's 100 firefighters are organized into 10 fire companies, serving a population of approximately 140,000 (Bramell, pers. comm., 2000). Each fire company consists of 3 to 4 firefighters, depending on the staffing needs of the fire district. LPFD's fire companies currently operate three 24 -hour shifts, ensuring that a minimum of 33 firefighting personnel are on call at any given time. Fire protection services provided by LPFD within the cities of Livermore and Pleasanton are also evaluated and rated by the Insurance Services Offices (ISO). The current ISO rating for LPFD is three, based on a scale of one to ten, with one being the highest possible rating (Bramell, pers. comm., 2000). LPFD will be rated again in the latter part of 2000. LPFD has a total of eight fire stations, four of which are located in the City of Pleasanton. A fifth fire station will be completed in 2001 in the City of Pleasanton at Bernal Avenue. Each fire station has at least the following personnel and equipment: a 3 or 4 firefighter company, one Type I fire engine, and one wildland apparatus unit (either Type III or Type IV). In addition, LPFD has two 65 -foot aerial ladder trucks and plans to purchase one 100 -foot aerial ladder each for the cities of Pleasanton and Livermore. Fire Station # 2, which is located at 6300 Stoneridge Mall Road, would provide first response service +► to any fire or emergency occurring on the Pleasanton parcel of the proposed project site as well as assist the BART Safety Department with incidents occurring within the City of Pleasanton's jurisdiction. Station #2 is currently staffed with a four - person company (a captain, a fire engineer, a firefighter, and a paramedic firefighter) and is equipped with a Type I fire engine, a Type III wildland apparatus unit, and a hazardous materials unit. The average first response time for Station #2 is 6 minutes; however, actual response times vary within the District due to a location's approximate distance from the fire station. In fact, the average response time to the proposed project site is approximately 5 minutes since rrr it is located in close proximity to Station #2 (Carlson, pers. comm., 2000). The first response time goal within the LPFD is 5 minutes. Those developments outside of the five- minute response time rwu EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -10 West Dublin /Pleasanton BART Station and Transit Village zones must incorporate site- specific fire mitigation measures as determined by the Fire Chief (Carlson, pers. comm., 2000). i~ _ In the event of an emergency, Stations #3 and #4, which are located at 3200 Santa Rita Road and 4444 Railroad Avenue, respectively, would provide support fire protection services for Station #2 (Bramell, pers. comm., 2000). In addition, LPFD has mutual aid agreements with all fire departments in Alameda County, including the Department of Forestry's Sunol Range Station. LPFD also contracts with the Alameda County Fire Department for some areas of the unincorporated County, south and southwest of the current Pleasanton City Limits. r-- RELEVANT GENERAL PLAN POLICIES AND PROGRAMS City of Dublin General Plan f The following City of Dublin General Plan Fire Hazard and Fire Protection Policies are relevant to the discussion of fire protection: Policy 8.2.2 -C: Enact a high hazard ordinance specifying sprinklers for all habitable structures beyond five minutes response time from a station. t. Policy 8.2.2 -D: Continue to enforce the City's Fire Safe Roof and Spark Arrestor ordinances. City of Pleasanton General Plan The following City of Pleasanton General Plan Public Safety Policies and Programs are relevant to the discussion of fire protection: r- Policy 8: Provide an adequate level of fire equipment and personnel to protect the community. Program 8.1: Incorporate Fire Department expansion needs into each year's Capital Improvement and Operating Budget. Program 8.2: Require new development to pay for fire safety improvement needs generated by the new development. i ' San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -11 Public Services t- _ ,7_ 0 a Policy 10: Strive to respond to all fire calls within five minutes. Program 11.2: Require that all new developments be provided with sufficient fire flow facilities at the time of development at least at the level specified by the Fire Chief. Policy 12: Upgrade the level of fire resistivity in all new and remodeled structures. Policy 13: Require fire mitigation measures in new developments proposed, and require additional mitigation for those developments outside of the five - minute response time zones as determined by the Fire Chief. Program 13.2: Require automatic fire sprinklers in all structures required in the Uniform Building Code in addition to all structures of 8,000 square feet and greater and all structures located in fire hazard areas. F- Program 13.3: Ensure that all buildings be accessible to fire vehicles and fire fighting equipment. The following City of PIeasanton General Plan Public Facilities Program is also relevant to the discussion of fire protection: Program 4.4: Maintain water pressure at sufficient levels to serve residential, commercial, industrial, and fire flow requirements as determined by the City Engineer. ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE The proposed project would have a significant impact on fire protection and suppression services if it would: • Result in substantial adverse physical impacts associated with the provision of new or physically altered fire protection facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for fire protection. EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -12 West Dublin /Pleasanton BART Station and Transit Village I �I PROJECT IMPACTS { Increased Demand for Emergency Response Services - BART Safety Impact Department. Development of the West Dublin /Pleasanton BART Station would 4.6 -2a increase the demand for emergency response services on BART property. BART's Control Center may have o adjust staffing levels to accommodate this increase in workload. However, this increase in workload is not expected to be substantial. Therefore, this impact would be considered less than significant. Upon project implementation, BART'S Safety Department would have increased responsibility in terms of training the fire liaisons from the affected jurisdictions (ACFD and LPFD) to respond to emergency situations at the proposed West Dublin/Pleasanton BART Station in an efficient manner. BART's Control Center and other personnel /equipment involved in responding to emergencies would also require operational and staffing adjustments to accommodate the increased workload. However, the proposed project is only expected to increase the BART Safety Department's workload by a small proportion, since ACFD and the LPFD already respond to fire- related emergencies at the East Dublin/Pleasanton BART Station (Hardy, pers. comm., 2000). Therefore, the increased demand on the BART Safety Department resulting from project implementation would be considered a less -than- significant impact. Increased Demand for Fire Protection Services in the City of Dublin - Impact 4.6 -2b Alameda County Fire Department. Development of the proposed project would increase the demand for fire protection services in the City of Dublin. ACFD currently has a station located on Donahue Drive in Dublin that is adequately staffed to provide service to the project site in approximately 1.5 minutes. The project applicant Qones Lang LaSalle, or their successor in interest) would, however, be required to pay a negotiated fire impact fee to offset equipment costs that may be incurred as a result of project implementation. The increased demand for fire protection services associated with, the proposed r- project would be considered a less- than - significant impact. m Development of the proposed project would increase the demand for fire protection and emergency response services within the City of Dublin, in particular within District 16 of ACFD. The proposed project would result in an increase in the call volume currently received by Station #16, primarily due to the increase in people residing in the local area. However, Station #16 is adequately staffed with a 3- person engine company and a 3- person aerial -truck company to provide first response service to the project site within 1.5 minutes. In addition, in the event of an emergency, Station # 15 could provide support fire protection and suppression services to the project site within 5 minutes (Ferdinand, pers. t San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -13 Public Services RM Comm., 2000). The proposed project would, however, increase the total number of fire prevention inspections within District 16 because the Building Code requires that new residential developments, including hotels, be subjected to fire prevention inspections to ensure that the buildings are adequately protected in case of a fire - related emergency. Also, the project applicant (Jones Lang LaSalle) must pay a negotiated fire impact fee to offset equipment costs that may be incurred as a result of project implementation. ACFD does not anticipate any significant impacts to its department upon project implementation (Ferdinand, pers. comm., 2000). Therefore, the increased demand for fire protection services within the City of Dublin would be considered a less - than - significant impact. Im act Increased Demand for Fire Protection Services City of Pleasanton - p 4.6 -2c Livermore Pleasanton Fire Department. Development of the proposed project would increase the demand for fire protection services in the City of Pleasanton. LPFD currently has a station located immediately south of the project site that is + adequately staffed and equipped to provide service to the project site within 5 minutes. Therefore, the increased demand for fire protection services associated with the proposed project would be considered a less - than - significant impact. Development of the proposed project would increase the demand for fire protection and emergency response services within the City of Pleasanton, in particular within District 2 of LPFD. Currently, Station #2 receives the second highest call volume within the fire department. For example, from July 1998 to June 1999, Station #2 received 1,132 of the 73904 calls for service in the LPFD, which is approximately 14 percent of the department's total call volume. Despite this substantial demand for fire protection services, Station #2 has adequate staffing levels and equipment to serve the Pleasanton parcel of the proposed project as well as assist the BART Safety Department with incidents occurring in the LPFD's jurisdiction (Bramell, pers. comm., 2000). In addition, a new fire station that could assist Station #2 in times of emergency in Pleasanton at Bernal Avenue will be completed in 2001. A proposal has also been made to increase the staffing levels within LPFD such that each fire company has a total of 4 firefighting personnel (Bramell, pers. comm., 2000). This proposal, which is expected to be implemented within 2 years, would provide additional staffing within the department to ameliorate any substantial increases in demand for fire protection services that may occur as a result of project implementation. Therefore, impacts to LPFD would be considered less than significant. Impact Consistency with City of Pleasanton General Plan - Response Time. Due to 4.6 -2d its proximity to Station #2, the Pleasanton parcel of the project site can be served by the .£,PFD within 5 minutes, which is consistent with Policy 10 of the Public Safety Element. No impacts related to consistency with desired response times would occur. EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6-14 West DublinlPleosonton BART Station and Transit Village k F 3 Station #2 would provide fire protection services to the Pleasanton parcel of the project site. Although the average first response time for District 2 of LPFD is currently 6 minutes, the first response time for the Pleasanton parcel is within 5 minutes due to its proximity to Station #2 (Carlson, pers. comm., 2000). Therefore, the proposed project would be consistent with the internal 5- minute response time goal of the LPFD as well as the City of Pleasanton's response time threshold of 5 minutes, as stated in the General Plan. Consistency with City of Pleasanton General Plan - Deg" Plans. The Impact 4.6 -2e Pleasanton Public Works Department and LPFD review development plans prior to approval and issuance of a building permit by the Building Inspection Department. All plans must be designed with adequate fire access, fire hydrants and water system designs in order to be approved for construction. Projects that do not meet LPFD requirements will either be denied or have conditions to mitigate potential impacts prior to approval. Compliance with these requirements would ensure that the proposed project would be consistent with General Plan Public Safety Element Fire Hazard Policies 12 and 13 and Programs 4.4, 8.2, 11.2, 13.2, and 13.3. No impact would be anticipated. t- LPFD is involved in reviewing all development plans prior to approval and issuance of a building permit by the Pleasanton Building Inspection Department. LPFD makes recommendations to the Building Inspection Department if the development plans submitted do not meet fire flow requirements, provide adequate emergency access, etc. Prior to receiving a building permit, the project applicant must modify plans in accordance with the directives of the LPFD or agree to comply with any actions attached as conditions of approval. Compliance with these requirements would ensure that the proposed project would be consistent with Pleasanton General Plan Public Safety Element Fire Hazard Policies 12 and 13 and Programs 4.4, 8.2, 11.2, 13.2, and 13.3. No impacts related to consistency with the General Plan would be anticipated. J i MITIGATION MEASURES No significant impacts would be anticipated with implementation of the proposed project. Therefore, no mitigation measures would be necessary. LEVEL OF SIGNIFICANCE AFTER MITIGATION No significant impacts on fire protection services would be anticipated with implementation of the proposed project. Son Francisco Bay Area Rapid Transit District West Dublin /Pleasanton BART Station and Transit Village 4.6 -15 EDAW Public Services 4.6.3 WATER SUPPLY The following section addresses water supply issues related to the implementation of the proposed project. Because the water supply impacts associated with the proposed BART station have already been analyzed in the DPX EIR (September 1989), this section focuses solely on those water supply impacts related to the residential and commercial development proposed on the Dublin and Pleasanton parcels. The discussion of water supply, storage, distribution, and demand was developed through consultation with the Dublin San Ramon Services District, the City of Pleasanton, and the Zone 7 Water Agency as well as from a review of the following documents: City of Pleasanton Annual Water Quality Report (1999); City of Dublin General Plan (1998); and City of Pleasanton General Plan (1996). EXISTING CONDITIONS WATER SUPPLY The water service jurisdictional boundary within the project vicinity is the north I -580 right -of -way. North of this boundary, the delivery of water to the City of Dublin is managed by the Dublin San Ramon Services District ( DSRSD). South of this boundary, the delivery of water to the City of Pleasanton is managed by the Pleasanton Water Division (PWD). Both the DSRSD and the PWD purchase water from the Alameda County Flood Control and Water Conservation District, Zone 7 (Zone 7). The City of Pleasanton augments this water with groundwater pumped from wells located within the City. Zone 7 Zone 7 is responsible for providing wholesale treated and untreated water to the Tri -Valley area, as well as regulating withdrawal and recharge of the underlying groundwater basin. Along with the DSRSD and the City of Pleasanton, Zone Ts customers include the City of Livermore and the Water Service Company of Livermore. These four main Valley water retailers deliver and serve water to approximately 160,000 residents in the Livermore - Amador Valley region. Zone 7 currently has three sources of water: State Water Project water from the South Bay Aqueduct, local runoff from the Arroyo Del Valle watershed (stored in Lake Del Valle) and natural recharge of the groundwater basin. In order to meet the increasing demand for water in the Tri -Valley area, Zone 7 entered into an imported water supply contract with the California State Department of Water Resources to receive deliveries from the State Water Project soon after its formation in 1957. The State Water Project's IN EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -16 West Dublin /Pleasanton BART Station and Transit Village was water is imported from the Feather River, where it is stored behind the Oroville Dam before being released into the Sacramento -San Joaquin Delta. The Harvey O. Banks Pumping Plant then transfers this water from the Delta into a canal and pipeline system known as the South Bay Aqueduct (SBA). The SBA transports water approximately 45 miles to the Tri -Valley area (i.e., unincorporated portions of Alameda and Contra Costa counties, the Town of Danville, and the cities of Dublin, Livermore, and San Ramon) as well as to other communities in southern Alameda and Santa Clara counties. Zone 7's r, contractual entitlement for water from the State Water Project from the SBA was 42,000 acre -feet per r year (ac- ft/yr) in 1995. This contractual amount increased by 2,000 ac -ft /yr until a maximum of 46,000 ac -ft /yr was reached in 1997 (Zone 7 Water Agency, 2000). The current water entitlement for Zone 7 is 46,000 ac- ft /yr. Zone 7 also utilizes water stored at Lake Del Valle (also known as Del Valle Reservoir), which is t located _ .. . . �. _ just south of Livermore. Lake Del Valle stores local runoff from the Arroyo Del Valle watershed as well as from the Sacramento -San Joaquin Delta. The South Bay Aqueduct transports and distributes the water from Lake Del Valle to Zone 7 and two other SBA water contractors. In 1999, Zone 7 estimated that it utilized 11,000 ac -ft of surface water from Lake Del Valle (Zone 7 Water Agency, 2000). 1-- The third source of water for Zone 7 is local groundwater, which is available from several sub - basins in the Tri -Valley area. The most important sub - basins are located within the west - central area of the Valley where the major Zone 7 and City of Pleasanton wells are located. In order to conserve as much local groundwater as possible, Zone 7 only pumps groundwater during peak demand periods or in dry years when imported water supplies are low. Zone 7 estimates that 9,800 ac -ft of groundwater was utilized in 1999 (Zone 7 Water Agency, 2000). r^ Dublin San Ramon Services District DSRSD supplies its customers solely with the water it purchases from Zone 7. Although DSRSD currently supplies water only to the City of Dublin, plans are underway for the delivery of water and recycled water to the Dougherty Valley, immediately east of the City of San Ramon. This development, which will include approximately 9,800 residential units and a junior college, will be served through the acquisition of water rights funded by the area's developers ( DSRSD, 2000). Pleasanton Water Division Approximately 75% of the water provided by the City of Pleasanton to its customers during a normal year is treated surface water (with small amounts of groundwater) purchased from Zone 7. The EE� San Francisco Bay Area Rapid Transit District EDAW r West Dublin /Pleasanton BART Station and Transit Village 4.6 -11 Public Services remaining 25% can be attributed to groundwater pumped from four City -owned wells during the summer months in order to meet peak -usage periods (City of Pleasanton, 1999). This amount is fixed by a contract with Zone 7 acting as the regional groundwater basin manager of the Amador- Livermore Valley area and can be renegotiated when the City's contract with Zone 7 is renewed (City of Pleasanton, 1996). The City's current groundwater entitlement specified by this contract is 3,500 ac- ft/yr (an average of 31 million gallons per day) (City of Pleasanton, 1996). WATER STORAGE AND DISTRIBUTION SYSTEM Dublin San Ramon Services District On a daily basis, DSRSD receives millions of gallons of treated drinking water from Zone 7 through two pipe connections located along Dougherty Road in the City of Dublin. After DSRSD chlorinates and fluoridates this water, seven water pumps located throughout DSRSD's service area pump the water up as much as 400 feet to three water storage tanks located in the west Dublin hills and in the northern portion of the City of Dublin, east of I -680. These storage tanks can each store from one to four million gallons of water. The water storage tank in closest proximity to the Dublin parcel is located approximately 1 mile to the west, in the west Dublin hills (Webb, pers. comm., 2000). The City's water distribution system relies on gravity to provide the pressure necessary to deliver the water from the storage tanks to residential and commercial customers as well as fire hydrants located within the City. In total, the City's distribution system consists of 75 miles of water pipes that deliver to 7,000 residential and commercial customers and 800 fire hydrants within the City ( DSRSD, 2000). In the vicinity of the Dublin parcel, 12 -inch water mains are located under Golden Gate Road and Regional Street. In addition, a 10 -inch water main exists under the paved area directly north and west of the Dublin parcel. The total water pressure available to the proposed project from water mains in the project vicinity is approximately 60 -70 psi (Biagtan, pers. comm., 2000). Pleasanton Water Division The City of Pleasanton stores its water in a series of tank reservoirs. These reservoirs allow the City's water supply to be delivered at a relatively constant rate over a 24 -hour period, accommodate hourly fluctuations in demand, and provide the required fire flows and emergency reserves. Water is stored in tanks grouped by pressures zones. The proposed project site would be located within the Lower Zone, the main pressure zone that represents 82 percent of the total water demand for the City. The water storage tank that is in closest proximity to the Pleasanton parcel is the 8 million gallon Foothill F EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -18 West Dublin /Pleasanton BART Station and Transit Village IM F Reservoir, which is located at the intersection of Foothill Road and Stoneridge Drive (Cusenza, pers. Comm.) 2000). F7 The City's water distribution system ties into Zone 7 infrastructure at six turnouts (i.e., connections). F From the turnouts, the City distributes treated water through a system of pipes sized to deliver water { at sufficient volumes and pressure to service residential, commercial, and industrial customers. Water r._ pipes are located under most City streets; however, numerous additional water pipes will need to be constructed or improved in order to meet the City's projected water use (City of Pleasanton, 1996). In the vicinity of the Pleasanton parcel, a 12 -inch water main is located under Stoneridge Mall Road. WATER DEMAND City of Dublin The Dublin San Ramon Services District delivers water to 7,000 homes and businesses located within the cities of Dublin and San Ramon. DSRSD currently receives approximately 5,300 ac -ft /yr (1.7 billion gallons) of water from Zone 7 (Koltz, pers. comm., 2000). The 1998 average water demand for DSRSD was approximately 1.3 billion gallons, or 4,000 ac -ft, of water (Webb, pers. comm., r- 2000). City of Pleasanton The City of Pleasanton supplies water to approximately 62,600 residents and a substantial business community through nearly 19,000 residential, commercial, and irrigation meter connections. The City ,y currently receives approximately 19,000 ac -fgyr (6.2 billion gallons) of water from Zone 7 (Koltz, pers. comm., 2000). The current water demand for the City of Pleasanton ranges from 8 to 12 million gallons during a typical winter day and from 20 to 24 million gallons for a typical summer day (City of Pleasanton, 1999). The average day water demand for the City is 15 million gallons, approximately half of the peak -day water demand of 31 million gallons for 1999. The annual water demand for the ` City of Pleasanton is 5.5 billion gallons, or 16,900 ac -ft, of water. RELEVANT GENERAL PLAN POLICIES AND PROGRAMS CITY OF DUBLIN GENERAL PLAN The following City of Dublin General Plan Water Supply Policies are relevant to the discussion of water l: supply. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -19 Public Services p -3Dv Policy 4.5 -A: Base General Plan proposals on the assumption that water supplies will be sufficient and that local wells could be used to supplement imported water if necessary. Policy 4.5 -B: Consider obtaining water from the East Bay Municipal Utility District and other sources. CITY OF PLEASANTON GENERAL PLAN The following City of Pleasanton General Plan Public Facilities policy and programs are relevant to the discussion of water supply: Policy 4: Ensure an adequate water system for existing and future development, and maintain an adequate reserve of water in storage facilities. Program 4.1: Require new development to pay its fair share of the City's water system master plan improvements. Program 4.2: Develop a contingency plan for potential water shortages including groundwater management and water conservation. Program 4.3: Work with Zone 7 to establish and monitor acceptable ranges of underground water levels and recharge when necessary. Program 4.4: Maintain water pressure at sufficient levels to serve residential, commercial, industrial, and fire flow requirements as determined by the City Engineer. Program 4.5: Require the installation of water conservation devices and drought tolerant landscaping in appropriate locations. Program 4.6: Utilize water reclamation methods to the fullest extent feasible. Program 4.7: Work with Zone 7 to develop contingency plans for supplemental water sources independent of the State Water Project. Program 4.8: Evaluate water supply as part of the Growth Management Report. Program 4.9: Undertake programs to educate citizens about conservation of water in the home and in landscaping. t EDAW Son Francisco Bay Area Rapid Transit District Public Services 4.6 -20 West Dublin /Pleasanton BART Station and Transit Village ■ .3C6 k{ ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE t The proposed project would have a significant impact on water supply if it would: .. Require or result in the construction of new water facilities or expansion of existing facilities, the construction of which could cause significant environmental effects; or - Not have sufficient water supplies available to serve the project from existing entitlements and resources. PROJECT IMPACTS Adequacy of Water Supply - Dublin San Ramon Services District (DSRSD) Impact _ 4.6.3a The proposed project would increase the demand for water in the DSRSD service area, which includes the City of Dublin. Adequate supply is available to meet this demand. Therefore, no impacts on the DSRSD's water supply would be anticipated. The DSRSD would supply water to the Dublin parcel of the proposed project. According to DSRSD, the average daily water consumption for a single -family residence is 300 gallons. Therefore, the total water demand for the Dublin parcel of the proposed project, including the 160 -unit residential complex and the 240 -room hotel (assuming full capacity), would be 43,800,000 gallons per year, or 135 ac -ft per year. Table 4.6.1 identifies the average water demand for the proposed project. DSRSD is committed to providing water service to the planned developments within the DSRSD service area, which includes the City of Dublin. DSRSD currently receives approximately 1.7billion gallons per year, or 5,300 ac- ft /yr, of water from Zone 7 (Koltz, pers. comm., 2000). The 1998 demand for water within the DSRSD service area was only 1.3 billion gallons, or 4000 ac -ft. Therefore, adequate water supply exists to serve the Dublin parcel of the proposed project (Webb, pers. comm., 2000). No significant impacts on DSRSUs water supply would be anticipated. 7 1 ' San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -21 Public Services TABLE 4.6.1 ESTIMATED WATER DEMAND FOR THE PROPOSED PROJECT Land Use Average Daily Water Demand Peak Daily Water Demand' Annual Water Demand Dublin Parcel 160 -unit residential complex' 48,000 96,000 17,520,000 240 -room hote12 72,000 144,000 26,280,000 Subtotal 120,000 240,000 43,800,00 Pleasanton Parcel 180,000 sq ft office building' 8,500 17,000 3,102,500 Total 128,500 25 7, 000 46, 902,500 ' Assuming average daily water demand per single family residence is 300 gallons (DSRSD, 2000). Z Assuming hotel is at full capacity. 3 Baez, pers. comm., 2000. (0.05 gpd per sq. ft.) ' Assumes two times average demand. Source: DSRSD, 2000 Adequacy of Water Supply - City of Pleasanton. The proposed project would impact increase the demand for water in the City of Pleasanton. Adequate supply is 4.6.3b available to meet this demand. Therefore, no impacts on the City's water supply would be anticipated. The City of Pleasanton would supply water to the Pleasanton parcel of the project site. The total water demand for the Pleasanton parcel, which includes the 170,000 sq. ft. office building, would be approximately 3,102,500 gallons per year, or 9.5 ac -ft per year. The peak -day water demand for the Pleasanton parcel would be 17,000, or 0.05 ac -ft (Table 4.6.3a). The City of Pleasanton is committed to providing water service to planned developments within the City of Pleasanton. The City currently receives approximately 6.2 billion gallons per year, or 19,000 ac -ft/yr of water from Zone 7 (Koltz, pers. comm., 2000). Since the current average demand for water within the City of Pleasanton is only 5.5 billion gallons per year, or 16,900 ac- ft /yr, there is adequate remaining water supply to serve the Pleasanton parcel of the proposed project. Therefore, no impacts on the City's water supply would be anticipated. iii EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -22 West Dublin /Pleasanton BART Station and Transit Village 4 C g on System - DSRSD. The proposed [ Adequacy of Water Stores a and Distribute I'T'pa� project would increase the demand for water storage and distribution services 4.6.3c within the DSRSD service area. Several DSRSD water storage and distribution facilities that could adequately serve the proposed project are located in close proximity to the project site. Therefore, no significant impacts would be c ; anticipated. The proposed project would increase the demand for water storage and distribution services within the DSRSD service area, which includes the City of Dublin The water storage tank that is in closest -- proximity to the Dublin parcel is located approximately 1 mile to the west, in the west Dublin Hills (Webb, pers. comm... 2000). This water storage tank has adequate capacity to serve the proposed project (Webb, pers. comm., 2000). In the vicinity of the Dublin parcel, 12 -inch water mains are located under Golden Gate Road and Regional Street. In addition, a 10 -inch water main exists under the paved area directly north and west of the Dublin parcel. These water mains could serve the Dublin parcel of the proposed project; however, additional looping of the distribution lines near the site may be required (Biagtan, pers. comm. 2000). No significant impacts related to water storage and _. distribution for the Dublin parcel would be anticipated. Adequacy of Water Storage and Distribution System - City of Pleasanton. �^ Impact The proposed project would increase the demand for water storage and Fill 4.6.3d distribution services within the City of Pleasanton. Several City water storage and distribution facilities that could adequately serve the proposed project are located within close proximity to the project site. Therefore, no significant impacts would be anticipated. +! The proposed project would increase the demand for water storage and distribution services within the City of Pleasanton. In the vicinity of the Pleasanton parcel, a 12 -inch water main is located under Stoneridge Mall Road. The water storage tank that is in closest proximity to the Pleasanton parcel is the 8 million gallon Foothill Reservoir, which is located at the intersection of Foothill Road and Stoneridge Drive. These facilities could adequately serve the Pleasanton parcel of the proposed project (Cusenza, pers. comm., 2000). Therefore, no significant impacts would be anticipated. Provision of Fire Flows- DSRSD, City of Pleasanton. DSRSD indicates that a Impact minimum fire flow for commercial and residential development is approximately 4.6.3e 3,500 gallons per minute at a pressure of 20 psi. Adequate water supply is available from DSRSD and the City of Pleasanton to meet the fire flow requirements for the proposed project. No significant impacts related to the provision of fire flows would be anticipated. _ San Francisco Bay Area Rapid Transit District i:DAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -23 Public Services The provision of fire flow is dependent upon having a reliable supply of water that is capable of meeting certain pressure requirements. The DSRSD indicates that a minimum fire flow for commercial and residential development is approximately 3,500 gallons per minute at a pressure of 20 psi (DSRSD, 2000). Water mains within the vicinity of the proposed project are located under Golden Gate Drive, Regional Street, Stoneridge Mall Road, and the paved area directly north and west of the Dublin parcel. The total water pressure available to the proposed project from DSRSD water mains in the project vicinity is approximately 60 -70 psi (Biagtan, pers. comm., 2000). In addition, the City of Pleasanton General Plan indicates that adequate fire flow exists throughout the City, with a few exceptions in southeast Pleasanton. Because adequate water supply is available from DSRSD and the City of Pleasanton to meet the fire flow requirements for the proposed project, no significant impacts would be anticipated. General Plan Consistency - City of Dublin, City of Pleasanton. The Dublin Impact 4.6.3f General Plan and the Pleasanton General Plan both contain policies to ensure that future developments in their respective cities are served by adequate water supplies. Both DSRSD and the City of Pleasanton have indicated that they have adequate water supplies to serve the proposed project. Therefore, no significant impacts would be anticipated related to General Plan consistency. The Dublin General Plan and the Pleasanton General Plan both contain policies to ensure that future developments in their respective cities are served by adequate water supplies. DSRSD and the City of Pleasanton have both indicated that they have adequate water supplies to serve the developments proposed on the Dublin and Pleasanton parcels, respectively (Biagtan, Cusenza, pers. comm., 2000). DSRSD and the City of Pleasanton also have adequate water storage and distribution facilities to serve the proposed project. Therefore, no significant impacts would be anticipated related to General Plan consistency. MITIGATION MEASURES No significant impacts would be anticipated with development of the proposed project. Therefore, no mitigation measures would be necessary. LEVEL OF SIGNIFICANCE AFTER MITIGATION No significant impacts on water services would be anticipated with implementation of the proposed project. +�W EDAW Son Francisco Bay Area Rapid Transit District Public Services 4.6 -24 West Dublin /Pleasanton BART Station and Transit Village 4.6.4 WASTEWATER SERVICE AND TREATMENT The following section addresses wastewater service and treatment issues related to the implementation of the proposed project. Because the wastewater service impacts associated with the proposed BART station have already been analyzed in the DPX EIR (September 1989), this section focuses solely on those wastewater service impacts related to the residential and commercial development proposed on the Dublin and Pleasanton parcels. EXISTING CONDITIONS Wastewater collection, treatment, and disposal within the project vicinity is provided by several. public agencies. Sewage collection within the City of Dublin is provided by the Dublin San Ramon Services District (DSRSD), while sewage collection within the City of Pleasanton is provided by the City of Pleasanton. DSRSD treats sewage from both the City of Dublin and the City of Pleasanton at its wastewater treatment facility located southeast of the I- 680 /Stoneridge Drive interchange in Pleasanton. Treated effluent from the plant is conveyed through Livermore - Amador Valley Water Management Agency (LAVWMA) facilities, where it is merged with treated sewage from Livermore and released into the East Bay Dischargers Authority (EBDA) system for ultimate discharge into San Francisco Bay. WASTEWATER COLLECTION Dublin San Ramon Services District DSRSD owns, operates, and maintains a wastewater collection system within the cities of Dublin and San Ramon. The total length of pipeline within this collection system is approximately 125 miles, which includes numerous local and trunk sewer pipes. The flow that travels through the collection system is predominantly water used in homes and businesses. It travels by gravity to the DSRSD wastewater treatment plant located in the City of Pleasanton. The pipelines in the collection system are maintained through the use of jet - rodder trucks, which spray high- pressure water within the sewer lines to remove deposits of it and ease. Visual pipeline inspections are also conducted with small P �' � P P cameras in order to detect underground leaks. In the vicinity of the proposed project, 8 -inch sewer mains are located under Golden Gate Road and Regional Street and a 6 -inch sewer main exists under the paved area directly north and west of the Dublin parcel. _ ry Son Francisco Bay Area Rapid Transit District I EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -25 Public Services 7, _. 34 City of Pleasanton The City of Pleasanton Sewer Division is responsible for monitoring and operating the City's wastewater collection and storm drainage systems. The total length of pipeline within this collection system exceeds 180 miles and consists of local and trunk sewer pipes ranging in size from 6 to 33 inches in diameter. In addition to numerous sewer mains and collectors, there are six trunk sewers and seven pump stations in the system. This infrastructure ultimately carries sewage to the DSRSD wastewater treatment plant. The pipelines in the collection system are inspected by the Sewer Division for Ieaks or corrosion. The Sewer Division also maintains the City's sewer mains with an on -going flushing program to reduce sulfide build -up. In the vicinity of the proposed project, an 8 -inch sewer main is located under Stoneridge Mall Road. A 10 -inch sewer main is also proposed under Stoneridge Mall Road, which should be completed by the summer of 2001. WASTEWATER TREATMENT DSRSD is under contract with the cities of Dublin, San Ramon, and Pleasanton, as well as smaller areas such as the Santa Rita Jail and Prison Facilities and Camp Parks, to provide wastewater treatment services. In total, DSRSD serves over 98,000 residents and 1,368 commercial, industrial, and government facilities. The City of Pleasanton is a partner with DSRSD wastewater treatment plant, which is located immediately southeast of the I- 680 / Stoneridge Drive interchange. Current capacity of the plant is 11.5 million gallons per day (mgd). In 1999, an average of 10 mgd of wastewater was treated at the plant (Fowoer, pers. comm., 2000). The plant provides both primary and secondary treatment and filtration of wastewater to be recycled. Primary treatment is a physical process that removes large objects as well as finer solids that settle out of the water. Secondary treatment is a more complex, biological process that uses bacteria to convert dissolved organic matter into suspended matter that settles out. Treated wastewater from the DSRSD plant is pumped to a storage facility that is owned and operated by LAVWMA. Average dry weather flow (ADWF) is the average flow of sewage in the system during non -rainy months when the lowest amounts of rainwater infiltration occur. The November 1992 Wastewater Service Agreement between DSRSD and the City of Pleasanton specifies the contractual wastewater treatment capacity for each entity utilizing the DSRSD treatment plant. DSRSD's share of the treatment plant capacity is approximately 4.365 mgd ADWF, while the City of Pleasanton's share is approximately 7.135 mgd ADWF (DSRSD, 2000). In 1999, flows from the DSRSD service area, which includes the City of Dublin, to the treatment plant were approximately 3.97 mgd ADWF. E �i EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -26 West Dublin /Pleasanton BART Station and Transit Village rn 7 3 ) S` Wastewater flows from Pleasanton to the plant were approximately 6.03 mgd ADWF (DSRSD, 2000). The estimated remaining "first come -first serve" capacity of the DSRSD treatment plant during 1999 was 1.5 mgd ADWF. The current flows to the treatment plant from the City of Pleasanton were not available due to a broken flow meter located in Pleasanton (DSRSD, 2000). Since the DSRSD flows have been historically calculated by subtracting the City of Pleasanton's flows from the total wastewater flow to the treatment plant, the current DSRSD flows to the treatment plant were also not available. r- There is a Stage IV Treatment Plant Expansion underway, expected to be completed in the year 2003, that would increase the capacity of the DSRSD treatment plant to 17 mgd (Fowoer, pers. comm., 2000). Agreements have been made between the City of Pleasanton and DSRSD to lease capacity during the expansion period. WASTEWATER EXPORT LAVWMA is a joint powers agency created in 1974 by DSRSD and the cities of Livermore and Pleasanton to convey treated wastewater to the EBDA system. Operations began in September 1979. Treated wastewater from the Livermore - Amador Valley area is conveyed via a 26 -mile pipeline from the member agencies' treatment plants, west over the Dublin grade, through Castro Valley and the City of San Leandro, to a pipeline operated by EBDA. Once in the EBDA system, the effluent is combined with treated effluent from four member agencies of the EBDA and dechlorinated, prior to discharge through a common outfall pipe into San Francisco Bay. Along this route, treated wastewater from the LAVWMA line is reclaimed by Caltrans for irrigation of landscaping along I -580 and I -80. The design capacity of the LAVWMA system is 21 mgd of wastewater (Housen , pers. comm., 2000). Y_ The LAVWMA export system is currently operating at 100% of capacity. The sewer flow entitlements for the entities using the LAVWMA system are 4.77 mgd average day maximum month flow (ADMM) for DSRSD, 7.50 mgd ADMM for the City of Pleasanton, and 8.73 mgd ADMM for the City of Livermore (Housen, pers. comm., 2000). LAVWMA is now undertaking design and construction of the Export Pipeline Facilities Program, which will increase the capacity of the export system to 41.2 mgd ADMM (Housen, pers. comm., 2000). Implementation of the Export Pipeline Facilities Program will provide the additional capacity necessary to meet the needs of planned growth within the LAVWMA member agencies' service areas. This program is also needed to extend the useful life of the existing export pipeline, which is corroding and in need of repair. Construction is expected to be completed in 2003 (Housen, pers. comm., 2000). Son Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -27 Public Services 51 L 1W RELEVANT GENERAL PLAN POLICIES AND PROGRAMS City of Dublin General Plan The following City of Dublin General Plan Schools, Public Lands, & Utilities Policies are relevant to the discussion of wastewater service: Policy 4.4 -A: Expand sewage treatment and disposal capacity to avoid constraining development consistent with the Dublin General Plan. Policy 4.4 -B: Prior to project approval, developers shall demonstrate that adequate capacity will exist in sewage treatment and disposal facilities for their projects prior to the issuance of building permits. City of Pleasanton General Plan The following City of Pleasanton General Plan Public Facilities Policies and Programs are relevant to the discussion of wastewater service: Polity 1: Phase construction of permanent City sewer, water, and storm drainage improvements as a condition of new development to maintain City service standards. Program 1.1: Coordinate developer financing with the City's Capital Improvement Program to ensure adequate capacity for future growth. Program 1.2: Evaluate infrastructure capacity and needed improvements as part of the City's Growth Management Report. Policy 2: Secure sewage capacity through all available means for residential, commercial, and industrial development. Program 2.1: Require new development to pay its fair share of the City's planned sewer system improvements, including treatment, distribution, reuse, and export facilities. Policy 3: Approve only those sewage collection, treatment, and export expansion alternatives that are cost and energy efficient and do not create a health hazard. Program 3.1: Utilize wastewater reuse /reclamation methods to the fizllest extent feasible. EDAW Son Francisco Bay Area Rapid Transit District Public Services 4.6 -28 West Dublin /Pleasanton BART Station and Transit Village A M f' 3/7 ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE a ,r The proposed project would have a significant impact on wastewater service and treatment if it would: i„ • Require or result in the construction of new wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects; or • Result in a determination by the wastewater treatment provider that serves or may serve the project that it has inadequate capacity to serve the project's projected demand in addition to the provider's existing commitments. PROJECT IMPACTS Impact Adequacy of Wastewater Collection System - DSRSD. The proposed project would increase the demand for wastewater collection services within the DSRSD service area. Several DSRSD collection facilities are located within close . pro )dmity to the project site. According to DSRSD, these facilities could serve the proposed project. Therefore, no significant wastewater collection impacts would beant c a"ied with the proposed project. The proposed project would increase the demand for wastewater collection services within the project vicinity. The collection facilities located in the project area include 8 -inch sewer mains under Golden Gate Road and Regional Street and a 6 -inch sewer main under the paved area directly north and west of the Dublin parcel. According to DSRSD, these sewer mains would be able to serve the proposed project (DSRSD, 2000). Therefore, no significant wastewater collection impacts would be anticipated with the proposed project. Impact Adequacy of Wastewater Collection System - City of Pleasanton. The 4.6-4b proposed project would increase the demand for wastewater collection services within the City of Pleasanton. The City's wastewater collection facilities within the vicinity of the project site include an 8 -inch sewer main located under Stone.ridge Mall Road. An additional 10 -inch sewer main under Stone-ridge Mall Road will be completed by the summer of 2001. According to the City of Pleasanton, these facilities could adequately serve the proposed project. Therefore, no significant wastewater collection impacts would be anticipated with the proposed project. s-- San Francisco Bay Area Rapid Transit District EDA West Dublin /Pleasanton BART Station and Transit Village 4.6 -29 Public Services h; 318 The proposed project would increase the demand for wastewater collection services within the City of Pleasanton. An 8 -inch sewer main currently exists under Stoneridge Mall Road, which is directly south of the Pleasanton parcel. In addition, a 10 -inch sewer main is also proposed under Stoneridge Mall Road, which should be completed by the summer of 2001. These wastewater collection facilities could adequately serve the proposed project (Cusenza, pers. comm., 2000). Therefore, no significant impacts related to wastewater collection services would be anticipated with implementation of the proposed project. Impact Adequacy of Treatment Capacity. The proposed project would generate 4.6-4c approximately 66,500 gpd of wastewater. The DSRSD wastewater treatment facility in Pleasanton is currently expanding its operations to accommodate a final capacity of 17 mgd in the year 2003. Since current flows to the plant are only averaging 10 mgd (for 1999), the plant will have adequate capacity to serve the proposed project. The proposed project's effects on wastewater treatment capacity would be considered less than significant. The proposed project would increase the demand for wastewater treatment services within DSRSD's service area. Table 4.6 -1 identifies the estimated wastewater flow generation for the proposed project. The amount of wastewater generated by the proposed development on the Dublin and Pleasanton parcels was estimated using flow coefficients specified in the City of Pleasanton General Plan for proposed land uses (p. VI -19). Since the Dublin General Plan does not include such flow coefficients, the coefficients found in the Pleasanton General Plan were used to estimate the amount of wastewater generated by the development proposed on the Dublin parcel. Based on a flow coefficient of 145 gpd per unit for a multi -unit residential building, the proposed 160 -unit residential building would generate approximately 23,300 gpd of sewage. Using the same flow coefficient for the 240 -room hotel, this proposed use would generate approximately 34,800 gpd. Based on a flow coefficient of 50 gpd per 1,000 square feet of office space, the proposed 170,000 sq. ft. office building on the Pleasanton parcel would generate an estimated 8,500 gpd. The total amount of wastewater generated by the proposed project would be approximately 66,500 gpd. DSRSD is committed to providing wastewater treatment services to all of the planned developments in the DSRSD service area and in the City of Pleasanton. In 1999, an average of 10 mgd of wastewater was treated at the plant (Fowoer, pers. comm., 2000). The DSRSD wastewater treatment facility in Pleasanton is currently expanding its operations to accommodate a final capacity of 17 mgd in the year 2003. With the proposed expansion, the plant would have adequate capacity to serve the project ( DSRSD, 2000). The proposed project's effects on wastewater treatment capacity would be considered less than significant. EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -30 West Dublin /Pleasanton BART Station and Transit Village w r-? 1519 TABLE 4.6.2 ESTIMATED FLOW GENERATION FOR THE PROPOSED PROJECT Use Flow (oefficient' Multiplier Total Flow.Generation (gpd) Residential Building 145 gpd /du 160 du 23,200 Hotel 145 gpd /du 240 du 34,800 Office Building 50 gpd/1,000 sq ft 170 8,500 Total 66,500 ' City of Pleasanton General Plan, 1996. 2 Assuming hotel is at full capacity. GPD = gallons per day; DU = dwelling unit (multiple family). Adeguacy of Export Capabilities. The proposed project would generate new Impact 4.6 -4d wastewater flow demand on the existing LAVWMA wastewater conveyance facilities. The LAVWMA export pipeline is currently operating at 100016 of capacity. However, the export pipeline is currently being expanded to meet project demands. With the proposed expansion, the proposed project's effects on t LAVWMA wastewater conveyance facilities would be considered less than significant. The proposed project would increase the wastewater flow demands on the existing LAVWMA =� wastewater treatment facilities. The LAVWMA export system is currently operating at 100% of capacity. However, LAVWMA is now undertaking design and construction of the Export Pipeline Facilities Program, which will increase the ultimate capacity of the export system to 41.2 mgd (Housen, pers. comm., 2000). Implementation of the Export Pipeline Facilities Program will provide the additional capacity necessary to meet the needs of planned growth within the LAVWMA member �~ agencies' service areas (LAVWMA, 2000). LAVWMA anticipates that construction will be completed in 2003. With implementation of the Export Pipeline Facilities Program, the proposed project's effects �- on LAVWMA wastewater conveyance facilities would be considered less than significant. k Impact General Plan Consistency - City of Dublin, City of Pleasanton. The Dublin k 4.6-4e General Plan and the Pleasanton General Plan both contain policies to ensure that future developments in their respective cities are served by adequate wastewater treatment and export services. Both DSRSD and LAVWMA are currently expanding their facilities to provide the additional capacity necessary to serve planned developments within the cities of Dublin and Pleasanton. Therefore, no significant impacts would be anticipated related to General Plan t consistency. r San Francisco Bay Area Rapid Transit District EDAW r West Dublin /Pleasanton BART Station and Transit Village 4.6 -31 Public Services r The Dublin General Plan and the Pleasanton General Plan both contain policies to ensure that future developments in their respective cities are served by adequate wastewater treatment and export services. The DSRSD wastewater treatment facility in Pleasanton is currently expanding its operations to accommodate a final capacity of 17 mgd in the year 2003 ( DSRSD, 2000). In addition, LAVWMA is undertaking design and construction of the Export Pipeline Facilities Program, which would increase the ultimate capacity of the export system to 41.2 mgd (Housen, pers. comm., 2000). The expansion of both of these facilities would provide the additional capacity necessary to meet the wastewater treatment and export needs of planned growth within the cities of Dublin and Pleasanton. Therefore, ag no significant impacts would be anticipated related to General Plan consistency. Imo' MITIGATION MEASURES No significant impacts would be anticipated with implementation of the proposed project. Therefore, no mitigation is necessary. LEVEL OF SIGNIFICANCE AFTER MITIGATION No significant wastewater service or treatment impacts would be anticipated with implementation of the proposed project. 4.6.5 SCHOOLS The following section addresses the potential impacts to schools upon implementation of the proposed project. Because no student - generating uses are proposed on the Pleasanton parcel, the analysis focuses on the project's effects on the Dublin Unified School District. EXISTING CONDITIONS The Dublin Unified School District (DUSD) provides educational services within the City of Dublin for grades kindergarten through twelve. The DUSD currently contains eight schools, including four elementary schools (Dublin, Frederiksen, Murray, and Nielsen), one middle school (Wells), two high schools (Dublin and Valley), and one adult education school. DUSD currently serves approximately 3,897 students (Dublin Unified School District, 2000). Table 4.6.3 identifies the 1999 -2000 school year enrollment for the DUSD. The DUSD currently staffs teachers for grades kindergarten through third at a ratio of 20 students to 1 teacher (20:1). EDAW Son Francisco Bay Area Rapid Transit District Public Services 4.6 -32 West Dublin /Pleasanton BART Station and Transit Village Grades four and five are staffed at a ratio of 30:1 with a contract maximum of 32 students per teacher. Wells Middle School is currently staffed at 25.5:1, although some classes at Wells are as large as 31 students. Dublin High School is staffed at 27:1 for all classes except Freshman English, Pre - Algebra, k and Algebra, which are staffed at 20:1. Valley High School, the only continuation school within the DUSD, is currently staffed at a ratio of 17:1. r7 i.. F711 TABLE 4.6.3 DUBLIN UNIFIED SCHOOL DISTRICT ENROLLMENT, 1999 - 2000 SCHOOL YEAR Grade Level School K 1 2 3 4 5 6 7 8 9 10 11 12 TOTAL Dublin Elementary 62 73 62 56 75 55 383 Frederiksen 102 108 108 120 124 112 674 Nielsen 56 51 51 85 54 61 358 Murray 59 54 64 77 72 73 399 Wells 329 331 286 946 Dublin High 297 280 225 241 1043 Valley High 10 26 58 94 Subtotal 279 286 285 338 325 301 329 331 286 297 1 290 251 299 3897 Source: California Basic Educational Data System (CBEDS)Enrollment Figures for 1999 -2000 School Year (CBEDS, 2000). l Students generated by proposed residential developments within the City of Dublin were estimated to require expansion of the DUSD- s existing educational facilities or construction of new facilities. The F7 elementary schools within DUSD have been experiencing overcrowding for quite some time, and in order to relieve this overcrowding, Dublin Elementary School was reopened in 1997. In addition, the new Dougherty Elementary School will be opening in the Fall of 2000. In order to alleviate overcrowding at Wells Middle School, a new middle school is currently in the planning stages. The new middle school is expected to open in the fall of 2004. Expansion of the high schools is not E necessary at this time (Stephens, 2000). RELEVANT GENERAL PLAN POLICIES AND PROGRAMS City of Dublin General Plan r The following City of Dublin General Plan Schools, Public Lands and Utilities policies are relevant to .� the discussion of schools: San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6-33 Public Services Policy 4.1 -A: Cooperate with the Dublin Unified School District to ensure preservation of surplus sites compatible with surrounding land uses and Housing Element objectives. Policy 4.1 -C: Initiate preparation of site plans or specific plans jointly with the Dublin Unified School District prior to sale. ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE The proposed project would have a significant impact on schools if it would: • result in the generation of students greater -than could be accommodated by existing or proposed DUSD school facilities. PROJECT IMPACTS Increased Demand for School Services -City of Dublin. The proposed project Impact 4.6.5a would increase the demand for school services within the Dubline Unified School District (DUSD). Because a new elementary school is opening in the Fall of 2000 and a new middle school is anticipated to open in the Fall of 2004, the DUSD would have sufficient capacity to serve the students generated by the proposed project. No significant school facility impacts would be anticipated. The residential component of the proposed project within the City of Dublin would increase the a demand on DUSD facilities by increasing the number of new families residing in the city. The hotel and office uses of the proposed project would not be expected to affect DUSD facilities. The DUSD - student generation rate for multi- family residential buildings was not available at the time this report was prepared. However, the student generation rate for the Pleasanton Unified School District (PUSD), which has similar demographics and student enrollment as the DUSD, was available. Based on the PUSD student generation rate of 0.73 per single family residence (no multi- family student generation rate was available), the proposed project would generate an estimated 117 students (City of Pleasanton, November 1998). These students would be dispersed among the elementary schools, middle school, and high schools in the local area depending upon the age of the students. The DUSD is currently expanding their educational facilities to accommodate an increase in the number of school - age children associated with recent growth within the city. The Dougherty Elementary School is opening in the Fall of 2000, and a new middle school is anticipated to open in the Fall of 2004. Expansion of DUSD's high school facilities is not needed at this time (Stephens, pers. comm., 2000). EDAW San Francisco Bay Area Rapid Transit District Public Services 4.6 -34 West Dublin /Pleasanton BART Station and Transit Village III F71'. With the construction of these new school facilities, the DUSD would have sufficient capacity to serve the students generated by the proposed project (Stephens, pers. comm., 2000). No significant school facility impacts would be anticipated. MITIGATION MEASURES s No significant impacts would be anticipated with development of the proposed project. Therefore, no mitigation measures would be necessary. LEVEL OF SIGNIFICANCE AFTER MITIGATION No significant impacts or school services would be anticipated with implementation of the proposed t. project. is 1 , p r^ 1; ; San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.6 -35 Public Services 4 4.7 PUBLIC HEALTH AND SAFETY 4.7.1 EXISTING CONDITIONS The discussion of public health and safety issues within the project area was developed through a review of existing environmental records to identify agency listings of sources of hazardous materials which might affect the project area as well as a review of the Preliminary Site Assessments conducted on the project site (Bechtel Environmental, Inc., 1990 and 1991). GENERAL GEOLOGIC AND GROUNDWATER CONDITIONS The proposed project is located in the Amador Valley region of northern Alameda County, within the California Coast Ran g es Physiographdc Province. The project area consists of deep, geologically recent -- alluvial deposits containing gravel, sand, silt, and clay. The reported depth to the water table is in the range of 8 to 19 feet (Bechtel Environmental, Inc., 1990). Groundwater occurs at depths as shallow _ as 8 feet. Historically, groundwater flows within the Dublin/Pleasanton area have been in a south to southwest direction, although a review of some groundwater reports indicates a flow to the east (Bechtel Environmental, Inc., 1990). REVIEW OF ENVIRONMENTAL DATABASES AND REGULATORY AGENCY RECORDS r✓ A database search was conducted on May 9, 2000, for known sites with potential or existing hazardous materials within a 1.25 mile radius of the center of the project site (VISTAinfo). The databases are based on records kept by federal, state, and local agencies that are responsible for recording incidents of contamination and permitting transfer, storage; .or disposal facilities that handle hazardous materials. Individual sites can occur on several lists and are sometimes repeated under different names. A summary of the primary listings is presented below. REVIEW OF FEDERALLY REPORTED DATA National Priorities List of Superfund Sites The National Priorities List of Superfund Sites (NPL) is the U.S. Environmental Protection Agency (EPA) database of hazardous waste sites currently identified and targeted for cleanup action under the Superfund Program. The NPL database was last updated in January 2000. A search of the National 'Priorities List identified no Superfund sites within the search radius of 1.25 miles from the central portion of the project area. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.7 -1 Public Health and Safety f! r9 Comprehensive Environmental Response, Compensation, and Liability Information System M Mandated as part of the 1980 Superfund Act, the Comprehensive Environmental Response, Compensation, and Liability Information System ( CERCLIS) database is an EPA compilation of sites identified as known or suspect abandoned, inactive, or uncontrolled hazardous waste sites that may require cleanup. A search of the CERCLIS database, which was last updated in October 1999, identified one site within the search radius of 1.25 miles from the central portion of the project site. The following location was listed: • 7035 Commerce Circle (Pleasanton), Nuclepore Corporation. Further information on the above site was provided by the regional leaking underground storage tank information system (LUSTIS) database, which is discussed below. Emergency Res,ponse Notification System The Emergency Response Notification System (ERNS) is an EPA database of reported releases of oil and other hazardous substances. A search of the ERNS database, which was last updated in August 1999, identified one site within the search radius of 1.25 miles from the central portion of the project site. The following location was listed: grrr • 6900 Amador Plaza Road (Dublin), Montgomery Ward. The above site is located approximately 0.23 mile north of the central portion of the project site. According to the information presented in the ERNS database, 12,500 gallons of unleaded gasoline were spilled on November 25, 1988. No information is available pertaining to the extent of contamination at this site. Resource Conservation and Recovery Information System The Resource Conservation and Recovery Information System ( RCRIS) is an EPA database which includes selective information on sites which generate, transport, store, treat, and /or dispose of hazardous waste as defined by the Resource Conservation and Recovery Act (RCRA). Identification on this list does not necessarily indicate that a violation of a hazardous waste regulation has occurred. The RCRIS database was last updated in December 1999. A search of the RCRIS database identified ten sites within the search radius of 1.25 miles from the central portion of the project site that are registered under RCRA as small generators of hazardous waste. RCRA small generators are facilities EDAW San Francisco Bay Area Rapid Transit District Public Health and Safety 4.7 -2 West Dublin /Pleasanton BART Station and Transit Village 0 Il t, k that generate less than 1,000 kg per month of non - acutely hazardous wastes. The following locations were listed: t 1388 Stoneridge Mall (Pleasanton), Expressly Portraits, Inc. 6401 Golden Gate Dr (Dublin), Gallucci Body and Paint 6429 Golden Gate Dr (Dublin), Dublin Auto • 7100 Regional St (Dublin), Grand Auto, Inc. • 7544 Dublin Blvd (Dublin), Crown Chevrolet • 6956 Amador Plaza Blvd (Dublin), Martinizing Dry Cleaning • 5940 Stoneridge Mall Rd (Pleasanton), Stoneridge Motor, Inc. 7192 Regional St (Dublin), Wolf Camera No. 989 f-. 7201 Regional St (Dublin), Rite Aid No. 5936 7099 Amador Plaza Blvd (Dublin), Dublin Honda wNone of the above sites, which are all located less than 3/8 mile from the project site, are currently undergoing "corrective actions." A "corrective action order" is issued pursuant to RCRA Section 3008 E~ (h) in the event of a release of hazardous waste or constituents into the environment from a RCRA facility. Review of California Reported Environmental Data CAL -SITES Database e The CAL -SITES database is compiled by the California Environmental Protection Agency (Cal -EPA) t and includes known and potential hazardous waste sites as well as sites targeted for clean -up. A search of the CAL -SITES database, which was last updated in October 1999, identified one location within a search radius of 1.25 miles from the central portion of the project area. The following location was listed: • 2035 Commerce Circle (Pleasanton), Nuclepore Corporation. The above site, which is located approximately 0.7 mile east,of the project site, is a former annual t workplan site and has subsequently been referred to the Regional Water Quality Control Board. No additional information is available. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.7 -3 Public Health and Safety t CORTESE Database The CORTESE database is compiled by Cal -EPA and the Office of Environmental Protection, Office of Hazardous Materials, and identifies potential and confirmed hazardous waste sites throughout the State of California pursuant to Government Code Section 65962.5. These hazardous waste sites include public drinking water wells with detectable levels of contamination, hazardous substance sites selected for remedial action, sites with known toxic material identified through the abandoned site assessment program, sites with known underground storage tanks (USTs) having a reportable release, and solid waste disposal facilities from which there is known migration. The CORTESE database was last updated in April 1998. A search of the CORTESE database identified thirteen sites within a search radius of 1.25 miles from the central portion of the project site. The following locations were listed: • 6900 Amador Plaza (Dublin), Montgomery Ward • 7007 San Ramon Valley (Dublin), Chevron #95542 • 7240 Dublin Blvd (Dublin), Chevron #92582 • 6300 Clark (Dublin), Lucky Stores • 7850 Amador Valley Blvd (Dublin), Unocal • 7840 Amador Valley Blvd (Dublin), Exxon • 6973 Village Parkway (Dublin), Corwood Car Wash • 11555 Dublin Blvd (Dublin), Hexel • 7400 Amador Valley Blvd (Dublin), Dodge Property • 7375 Amador Valley Blvd (Dublin), Unocal • 6207 Sierra Ct (Dublin), Old Herald News Building • 7194 Village Parkway (Dublin), Oil Changers #301 • 7191 Village Parkway (Dublin), BP Oil Facility #11116 Further information on most of the above sites was provided by the leaking underground storage tank information system ( LUSTIS) database, which is discussed below. In addition, the CORTESE database indicated that the Montgomery Ward incident consisted of a leaking gasoline tank; however, this site was not listed in the LUSTIS database. No additional information regarding this incident was provided except that a leak monitoring system is currently present at the site in order to detect the presence of future gasoline leaks. Toxic Pit List The Toxic Pit database is compiled by the State Water Resources Control Board (SWRCB) and identifies sites which are subject to the Toxic Pit CIeanup Act. The database contains sites suspected EDAW San Francisco Bay Area Rapid Transit District Public Health and Safety 4.7 -4 West Dublin /Pleasanton BART Station and Transit Village e F7 F a of containing hazardous substances where cleanup has not been completed. A search of the Toxic Pit database, which was last updated in February 1995, identified no sites within a search radius of 1.25 miles from the central portion of the project area. r- Leaking Underground Storage Tank Information System Database k The Leaking Underground Storage Tank Information System ( LUSTIS) database is compiled by the 3. SWRCB and contains an inventory of reported leaking underground storage'tanks A(LUSTs) statewide. F A search of the LUSTIS database, which was last updated in January 2000, identified 24 leaking tanks (three repeats) within a search radius of 1.25 miles. Of the reported leaking tanks, 12 were also listed on the CORTESE database, although two of these sites were listed with differing addresses. The ,. following locations were listed: i' • 6700 Golden Gate Dr (Dublin), Bedford Properties • 6850 Regional St (Dublin), Transamerica Title Company • 7575 Dublin Blvd (Dublin), Montgomery Ward F7 7499 Dublin Blvd (Dublin), Shamrock Ford • 7420 Dublin Blvd (Dublin), Chevron #92582 7007 San Ramon Rd (Dublin),Chevron #95542 7099 Amador Plaza Rd (Dublin), Dublin Honda 6300 Clark (Dublin), Lucky Stores 7850 Amador Valley Blvd (Dublin), Unocal 7840 Amador Valley Blvd (Dublin), Exxon n— 6841 Village Parkway (Dublin), Continental Baking Company 6973 Village Parkway (Dublin), Corwood Car Wash • 7667 Amador Valley Blvd (Dublin), Amador Valley Medical Clinic • 7608 Amador Valley Blvd (Dublin), Target • 11555 Dublin Blvd (Dublin), Hexel 7400 Amador Valley Blvd (Dublin), Dutch Pride Dairy • 7375 Amador Valley Rd (Dublin) Unocal • 6207 Sierra Ct (Dublin), Old Herald News Building i 7043 Commerce (Pleasanton), Valley Crest Landscape, Inc. • 7194 Village Parkway (Dublin), Oil Changers #301 7197 Village Parkway (Dublin), BP Oil Facility # 11116 According to the LUSTIS database, remediation of 14 of these incidents has already been completed, and the cases have consequently been closed. The incidents occurring at the BP Oil Facility #11116 i San Francisco Bay Area Rapid Transit District `fDAW West Dublin /Pleasonton BART Station and Transit Village 4.7 -5 Public Health and Safety r and the Chevron Station. #92582 are currently undergoing pollution characterization studies to determine the extent of contamination at the site. In both of the aforementioned incidents, groundwater has been affected, however, no additional information was available. The incidents occurring at Oil Changers #301 and Unocal (7850 Amador Valley) both involved gasoline leaks and Preliminary Site Assessments (PSAs) are currently underway at both locations. The Chevron #95542 incident consisted of gasoline leaks, and a remediation plan is currently being developed. The Lucky Store incident consisted of gasoline leaks affecting soil only. Information provided in the LUSTIS database indicates that the gasoline leaks are currently being confirmed on -site; therefore, no enforcement has been taken as of yet for the Lucky Store incident. The Hexel incident involved leaks of miscellaneous motor vehicle fuels, and the storage tank on the site has subsequently been closed. No additional information was available. Underground Storage Tanks Database The Underground Storage Tanks Database (UST) database is compiled by the SWRCB and lists registered underground storage tanks. USTs are regulated under Subtitle 1 of RCRA. Identification on this list does not necessarily indicate that a hazardous waste incident or release has occurred. The wM UST database was last updated in January 1994. A search of the UST database identified 18 (three repeats) underground storage tanks sites within a 0.5 mile radius from the central portion of the project area. Of these sites, 9 are listed on the LUSTIS database as leaking tanks. The following locations were listed: • 1500 Stoneridge Mall (Pleasanton), JC Penney Store #389 • 6511 Golden Gate Dr (Dublin), International Clinical Laboratory 6511 Golden Gate Dr (Dublin), Micro Bio Science • 6700 Golden Gate Dr (Dublin ), Unisource Corporation • 7100 Regional St (Dublin), Grand Auto, Inc. i • 7544 Dublin Blvd (Dublin), Crown Chevrolet • 7575 Dublin Blvd (Dublin), Montgomery Ward • 7499 Dublin Blvd (Dublin), Shamrock Ford r • 6900 Amador Plaza (Dublin), Montgomery Ward • 7420 Dublin Blvd (Dublin), Chevron #92582 �! • 7007 San Ramon Valley (Dublin), Chevron #95542 • 7240 Dublin Blvd (Dublin), Dublin Auto Wash • 7099 Amador Plaza Rd (Dublin), Dublin Honda • 6300 Clark Ave (Dublin), American Stores Company Data Center • 11599 Dublin Blvd (Pleasanton), Cop Canyon Meadows Booster EDAW Son Francisco Bay Area Rapid Transit District Public Health and Safety 4.7 -6 West Dublin /Pleasanton BART Station and Transit Village As previously noted, all of these registered USTs are located less than 0.5 mile from the central portion of the project site. Of these sites, 13 are located within 3/8 (0.375) mile from the project site. The registered UST in closest proximity to the proposed project site is located at the JC Penney Store #389, approximately 0.12 miles southeast of the central portion of the project area. FE k- Review of Focally Reported Environmental Data rw San Francisco Bay Fuel Leaks List The San Francisco Bay Fuel Leaks List ( SFBFL) is compiled by the Regional Water Quality Control Board (RWQCB), Region #2 (San Francisco Bay) and identifies incidents of fuel leaks within its jurisdiction. A search of the SFBFL database, which was last updated in January 2000, identified 26 leaking tanks (three repeats) within a search radius of 1.25 miles. 21 of these reported fuel leaks were _ also listed in the LUSTIS database as state leaking underground storage tanks (LUSTs) and discussed r above. Therefore, this discussion will focus on the two remaining regional LUSTs located at the following sites: • 7544 Dublin Blvd (Dublin), Crown Chevrolet • 7035 Commerce Cir (Dublin), Nuclepore Corporation The Crown Chevrolet incident consisted of leaks of miscellaneous motor vehicle fuels, and the storage tank has subsequently been closed. The Nuclepore Corporation incident also involved leaks of miscellaneous motor vehicle fuels for which no enforcement action has been taken as of yet. The Nuclepore incident is currently an active case of the San Francisco Bay Regional Water Quality Control Board. No additional information was available for either listed site. Review of Technical Documents for the DPX Protect A Geology /Seismology and Hazardous Materials Technical Report was prepared for the DPX Project r by Woodward -Clyde Consultants in September 1989. The Hazardous Materials section of this report 7 focused on the results of a visual site inspection of the DPX project area, including the project site and a search of readily available agency records at the EPA, the State Department of Health Services (DHS), and the San Francisco Bay RWQCB. Based on information provided by the database searches for the Geology /Seismology and Hazardous �^ Materials Technical Report, the following locations within the project vicinity were identified as potential sites of concern for hazardous material contamination: Son Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.7 -7 Public Health and Safety �.v • 6401 Golden Gate Dr (Dublin), Gallucci Body and Paint • 7544 Dublin Blvd (Dublin), Crown Chevrolet • 6850 Regional St (Dublin), Transamerica Title Company The Hazardous Materials Technical Report concluded that further investigation was required to define the areas of contamination and determine means of avoiding, containing, or cleaning up these sites prior to commencement of construction activities. This report recommended the completion of a Preliminary Site Assessment for the DPX project. Review of Preliminary Site Assessments for the DPX Project PhaseA Preliminary SiteAssessment Based on recommendations of the Hazardous Materials Technical Report for the DPX EIR, a Phase A Preliminary Site Assessment was completed for the DPX Project by Bechtel Environmental, Inc. in December 1990. This report focused on the collection and evaluation of information on past operations within the project area involving hazardous materials, which may have contaminated a site and would therefore pose a potential hazard to human health or the environment. Upon further review of agency records and more - detailed visual site inspections, the following locations near the vicinity of the project site were found to pose a potential human health or environmental hazard related to hazardous material contamination: • The corridor adjacent to the Hexel property on Dublin Boulevard west of Donlan Boulevard in Dublin; • North parking lot (currently referred to as "Dublin parcel") in the following areas: Unisource Warehouse parcel; north end of lot near Crown Chevrolet at 7544 Dublin Blvd and Montgomery Ward at 7575 Dublin Blvd; and east end of lot adjacent to Gateway Plaza auto shops and Enea Business Park; • North of I -580/1 -680 interchange in Dublin near the Chevron Station at 7420 Dublin Boulevard and Lucky Stores at 6300 Clark Avenue; • South of I -580/1 -680 interchange in Pleasanton near Nuclepore Corporation at 7035 Commerce Circle. The Montgomery Ward site was of primary concern within this section of the DPX Project area. Leaking underground storage tanks were reported m November 1983 at this auto maintenance /gasoline dispensing facility located within 0.25 mile north of the proposed project site. The tanks have 3 EDAW San Francisco Bay Area Rapid Transit District Public Health and Safety 4.7 -8 West Dublin /Pleasanton BART Station and Transit Village r- r P_ .33c), subsequently been removed and the gasoline dispensing operation has ceased, thereby removing the source of contamination. However, soil contamination was observed to a depth of 20 feet from the surface. Contamination was also identified in the groundwater located at 8 to 12 feet from the surface. Bechtel Environmental, Inc. concluded that there is a potential for groundwater migration of contaminants toward the project site. However, the VISTAinfo report conducted for the project site indicated that remediation of the Montgomery Ward site has been completed, and it is no longer an active case of the SWRCB. Information for the remaining sites was not available for review. Based on the findings of the Phase A Site Assessment, sufficient evidence was prevalent to recommend a Phase B Site Assessment for selected areas of concern within the DPX project area. This Phase B Site Assessment would further define areas of potential contamination that could be encountered during excavation and construction activities for the DPX project. Pbase B Site Assessment A Phase B Site Assessment was prepared for the DPX Project by Bechtel Environmental, Inc. in April 1991. The main objective of the Phase B Site Assessment was to finalize a list of sites recommended for the field sampling and testing program, through which the presence or absence of contaminated soil or groundwater within the DPX Project area would be confirmed. Based on the results of this assessment, the following sites located within the vicinity of the proposed West Dublin/Pleasanton BART Station and Transit Village were recommended for monitoring and/or field sampling prior to the commencement of project-related construction activities: • Undeveloped parcel at south end of Golden Gate Drive in Dublin Area north and east of the Dublin parcel, adjacent to auto shops on Golden Gate Drive, Enea Retail Plaza Business Center, and the Smith-Kline Labs (now the Micro Bio Science Laboratory) In addition, the Phase B Site Assessment recommended that some lower priority sites within the DPX Project area undergo monitoring during construction activities. Field sampling of potential soil or groundwater contamination was not necessary for these locations, but Bechtel Environmental, Inc. concluded that past operations at these sites involving hazardous wastes warranted monitoring during construction activities. 'Me following is a list of sites recommended for construction monitoring near the proposed project site: Son Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 4.7-9 Public Health and Safety • 7544 Dublin Boulevard (Dublin), Crown Chevrolet • Golden Gate Drive (Dublin), Unisource Warehouse (now Cor -O -Van Warehouse) • 6511 Golden Gate Drive (Dublin), Smith -Kline Laboratory (now Quest Diagnostics) RELEVANT GENERAL PLAN POLICIES AND PROGRAMS City ofDublin The following City of Dublin General Plan Seismic Safety and Safety Policies are relevant to the discussion of public health and safety: Policy 8.2.4 -A Policy 8.2.4 -B: Policy 8.2.4 -C City ofPleacsnnton Maintain and enhance ability to regulate use, transport, and storage of hazardous materials and to quickly identify substances and take appropriate action during emergencies. Implement the Alameda County Hazardous Waste Management Plan, when it is approved by the State. Adopt an ordinance to regulate handling, transport, and storage of hazardous materials and hazardous waste. The following City of Pleasanton General Plan Public Safety and Air Quality goals, policies, and programs are relevant to the discussion of public health and safety: Policy 5: Review proposed projects for their potential to generate hazardous air pollutants. Program 5.1: Include the Fire Department's hazardous materials specialist in staff' review procedures for proposed land uses which may handle, store, or transport lead, mercury, vinyl chloride, benzene, asbestos, beryllium, and other hazardous materials. Program 5.2: Require uses which utilize hazardous materials to submit emergency response plans for possible spills, leaks, or other accidental emissions of hazardous materials. EDAW Son Francisco Bay Area Rapid Transit District Public Health and Safety 4.7 -10 West Dublin /Pleasanton BART Station and Transit Village LF Program 5.3: Update and implement the City's hazardous materials response program for accidental emissions of hazardous materials. Goal 5: To minimize the risks to life and property due to'potential exposure to hazardous t^: materials Policy 16: Regulate the transportation, delivery, use, and storage of hazardous materials 4 - . within the City limits. Program 16.1: Enforce the provisions of the City's Hazardous Materials Storage Permit Ordinance. Program 16.3: Expand the Fire Department's automated data system to speed identification of hazardous materials and users in the event of an emergency. Policy 17: Ensure that hazardous materials and potential contamination are remediated prior to development. Program 17.1: Require a site - specific soils report for new development where there is a history of prior industrial or agricultural land use activities. 4.7.2 ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE The proposed project would have a significant impact on public health and safety if it would: • Create a significant hazard to the public or environment through reasonable foreseeable upset and accident conditions involving the release of hazardous materials into the environment; or F Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant l hazard to the public or the environment; San Francisco Bay Area Rapid Transit District West Dublin /Pleasanton BART Station and Transit Village 4.7 -11 is EDAW Public Health and Safety PROJECT IMPACTS Impact Potential Human Exposure to Soil Contaminants. The proposed project would be located within an area that has numerous reported incidents of hazardous 4.7 -� materials contamination. Project construction could potentially expose construction workers and sensitive receptors to hazardous materials in the area. Site residents and hotel occupants could also be exposed to soil contaminants, both identified and unidentified, in the project vicinity. This would be considered a potentially significant impact. Multiple sites located within the vicinity of the proposed project have the potential to contaminate the soils or shallow groundwater in the local area. Although most of the reported leaking underground storage tanks listed in the LUSTIS database have been remediated, pollution characterization has yet to be completed at some sites within close proximity to the project site. For example, the extent of contamination resulting from the Crown Chevrolet incident at 7544 Dublin Boulevard has yet to be determined. The Phase B Site Assessment for the DPX Project recommended field sampling downgradient of the site to detect the presence of potential contamination resulting from the leaking tank at this location. Likewise, the Chevron incident at 7420 Dublin Boulevard, which affected both soil and groundwater, has not been completely remediated; some contaminated soil is still present at the site. The Phase B Site Assessment also recommended field sampling at this location, although it was known as the BP Oil Station at that time. The extent of contamination resulting from the Chevron incident at 7007 San Ramon Road has also not been determined as of yet. A remediation plan for this site is currently being developed, but the extent of groundwater contamination is not certain at this time. This site is not mentioned in the Phase B Site Assessment for the DPX Project. The extent of pollutant contamination at two additional sites, the Unocal Station at 7850 Amador Valley Boulevard and the BP Oil Facility at 7191 Village Parkway, is uncertain at this time. However, these sites are both located more than 0.5 mile north of the project site, so less potential exists for these incidents to contaminate the soils and groundwater within the vicinity of the proposed project. Construction activity associated with the proposed project could expose workers or sensitive receptors to hazardous materials through the excavation of potentially contaminated soil or groundwater. Potential exists for the soil and groundwater at the project site to be contaminated as a result of the leaking storage tanks reported in the project vicinity and discussed above. Construction work could also result in the accidental spillage of materials to soils or water. Because there are numerous registered generators of hazardous wastes and underground storage tanks within the vicinity of the project site, the potential exists for construction workers to encounter previously unidentified areas of contamination during excavation. Potential also exists for long -term exposure of hazardous wastes to EDAW San Francisco Bay Area Rapid Transit District Public Health and Safety 4.7 -12 West Dublin /Pleasanton BART Station and Transit Village n 0 �7 4.8 AESTHETICS The following section addresses the aesthetic and visual quality issues related to the implementation of the proposed project. Because the aesthetic impacts associated with the proposed BART station have already been analyzed in the DPX EIR (December 1989), this section solely focuses on those aesthetic impacts related to the residential and commercial development proposed on the Dublin and Pleasanton parcels. The existing visual environment is described first, followed by a discussion of the environmental effects of the project. The information presented in this section is based on field observations, aerial photography and review of relevant literature and adopted plans, including the City of Dublin General Plan, the City of Pleasanton General Plan, the County of Alameda General Plan, and the DPX EIR. 4.8.1 EXISTI NG _ NG CONDITIONS REGIONAL SETTING k The proposed project area is located in the cities of Dublin and Pleasanton, in the central portion of Alameda County. The cities of Dublin and Pleasanton are situated in a tree- covered valley defined by surrounding hills. The generally undeveloped hillside and ridge line areas that enclose the region create a scenic visual backdrop and provide a physical and visual separation from adjacent communities. I -580 forms a strong linear element dividing the commercial areas of Dublin to the north and Pleasanton to K ' the south. The major developments to the south of I -580, including Stoneridge Mall and Hacienda Business Park, replaced open farmland in the early 1980s. The landscape is now characterized by three- to five -story office buildings and retail stores. These buildings are surrounded by landscaped parking areas, which reduce the perceived scale of the development and add color to the vast area of paved parking space. t Alameda County designated I -580, I -680, San Ramon Road, and Dougherty Road as scenic routes in 1966. The cities of Dublin and Pleasanton subsequently adopted these routes as scenic highways in their respective general plans. These scenic routes provide many aesthetically - pleasing entry points to i the cities of Dublin and Pleasanton and can affect the way visitors as well as residents see the community. Scenic views from I -580 of undeveloped hillsides and ridge lines are expansive because of the width of the I -580 corridor, parallel frontage roads, Iack of sound walls, and the buffer zone between the roadway and adjacent buildings. Elevated views of the I -580 corridor and surrounding developments are possible from the Foothill Road and I -680 overpasses. However, views of I -580 i i San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.8 -1 Aesthetics r 33;s from adjoining development in both Dublin and Pleasanton are restricted because the roadway is lower than adjacent properties and is partially buffered by vegetation and buildings. LOCAL SETTING DUBLIN PARCEL The proposed project would include the development of a 160 -unit residential complex, a 240 -room hotel, and associated parking facilities on the Dublin parcel. Although the Dublin parcel is currently vacant, the existing visual character of the site is dominated by commercial and office uses with the Cor- O -Van warehouse, office buildings, and commercial buildings surrounding the site to the west, east, and north, respectively. I -580 borders the Dublin parcel to the south. The scenic resources that exist in the local area include distant tree - covered hills and the ridge line in the background. The dominant sources of light and glare within the vicinity of the Dublin parcel are the lighting features present at nearby commercial and office buildings and I -580. PLEASANTON PARCEL The proposed project would include the development of an office building and a parking structure on the Pleasanton parcel, an undeveloped area located south of I -580. The existing visual character of the Pleasanton parcel is characterized by 40 -foot trees and brush that provides a visual buffer to development north of I -580 in the City of Dublin. However, the existing visual character of the surrounding area is dominated by commercial and office uses, with Stoneridge Mall and associated parking facilities to the south and multi-story office buildings to the west and east. The dominant sources of light and glare within the vicinity of the Pleasanton parcel are the lighting features present at the adjacent Stoneridge Mall and office parks as well as I -580 to the north and I -680 to the east. RELEVANT GENERAL PLAN POLICIES AND PROGRAMS CITY OF DuBLnv GENERAL PLAN The following City of Dublin General Plan Circulation and Scenic Highways Policies are relevant to the discussion of aesthetics: Policy 5.6 -A: Incorporate County- designated scenic routes, and the proposed Fallon Road extension, in the General Plan as adopted City - designated scenic routes, and work to enhance a positive image of Dublin as seen by through travelers. rat EDAW San Francisco Bay Area Rapid Transit District Aesthetics 4.8 -2 West Dublin /Pleasanton BART Station and Transit Village 7 Policy 5.6 -B: Exercise design review of all projects visible from a designated scenic route. CITY OF PLEAsANToN GENERAL PLAN The following City of Pleasanton General Plan Land Use Policy and Program are relevant to the discussion of aesthetics: 339, F Policy 12: Preserve scenic hillside and ridge views of the PIeasanton Ridgeline and Southeast hills. Program 12.1: Implement the land use and development standards of the Pleasanton Ridgelands Initiative of 1993 (Measure F). a 4.8.2 ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE The proposed project would have a significant impact on aesthetics and visual resources if it would: • have a substantial adverse effect on a scenic vista; • substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway; • substantially degrade the existing visual character or quality of the site and its surrounding; or • create a new source of substantial light or glare that would adversely affect day or nighttime views in the area. PROJECT IMPACTS � Visual Changes - Dublin Parcel Development of the proposed project would Impact 4 &� alter the visual character of the Dublin parcel by constructing a multi-story hotel, residential complex, and associated parking on land that is currently undeveloped. However, this development would not substantially obstruct the background views of the surrounding hillsides and would be consistent with the commercial character of the area. Therefore, the visual impact of project development on the Dublin parcel would be considered less than significant. i, San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.8 -3 Aesthetics 9 34o Potentially affected viewers of the proposed development on the Dublin parcel include motorists driving along I -580, a City- and County- designated scenic highway. Since I -580 affords motorists an expansive view of the surrounding hills and ridge line areas, the potential view blockage resulting from the proposed multi-story hotel, residential complex, and parking structure would not be substantial. In addition, views of the project site from Dublin Boulevard are masked by buildings on the south side of the boulevard. Development of the proposed project on the Dublin parcel would alter the existing visual character of the site by constructing residential and commercial uses on currently undeveloped land. However, this proposed development would include uses consistent with the adjacent office and commercial buildings, and thus, would not substantially alter the overall visual character of the surrounding area. In addition, the proposed perimeter landscaping of the hotel and residential complex as well as the planted islands within the paved parking areas would be compatible with adjacent land uses and visual features. Although the eight -story hotel, the four -story residential buildings, and the six -story parking garage would be taller than the surrounding buildings, they would not be out of scale with the type or mass of the buildings in the area. The Cor -O -Van warehouse located to the west is approximately four stories tall (approximately 40 feet) and the Washington Mutual Bank building located to the north is three stories. The commercial buildings to the east include one- and two -story structures, while buildings to the south across I -580 range from three to six stories. Therefore, the overall visual impact of project development on the Dublin parcel would be considered less than significant. Impact Visual Changes - Pleasanton Parcel. Development of the proposed project us would alter the visual character of the Pleasanton parcel by constructing a multi -level office building and associated parking on land that is currently undeveloped. This development would be visually compatible with the surrounding areas and would not substantially obstruct the background views of the Pleasanton Ridgeline. Therefore, the visual impact of project development on the Pleasanton parcel would be considered less than significant. The Pleasanton parcel is currently undeveloped, with 40 -foot trees and brush dominating the visual aril setting. Project implementation would result in the removal of these trees and brush and replacement _ with a five -story office building and a five -story parking structure. Although the proposed project would alter the existing visual character of the site, it would not substantially affect the overall visual character of the surrounding area due to the prevalence of office and commercial uses in the local vicinity. Potentially affected viewers of the proposed development on the Pleasanton parcel include motorists driving along I -580 and I -680, which are both City- and County- designated scenic highways. However, views of the Pleasanton Ridgeline and surrounding undeveloped hillsides, as observed by VO EDAW San Francisco Bay Area Rapid Transit District Aesthetic 4.8 -4 West Dublin /Pleasanton BART Station and Transit Village 7 t - the residents that would occupy the proposed residential building as well as guests of the proposed hotel. These sensitive receptors could potentially be exposed to contaminated soil as well as to accidental spills or leaks of hazardous wastes from nearby sources. Also, biological resources could be ° degraded by exposure to hazardous materials. The uptake of contaminants by plant roots can bioaccumulate in wildlife, adversely affecting the health of individual species. This would be considered a potentially significant impact. 4.7.3 MITIGATION MEASURES The following mitigation measures are necessary to mitigate public health and safety impacts to a less- than- significant level: F Mitigation Potential Human Exposure to Soil Contaminants. In order to determine the extent of soil and groundwater contamination on the site, field sampling prior to the commencement of construction activities shall be conducted. This sampling shall be consistent with the field sampling for the project site outlined in the Field Investigation Work Plan prepared for the DPX Project (Bechtel i. Environmental, Inc., 1991) and shall consist of soil borings and groundwater monitoring wells located throughout the project site. In addition, a Health and r'7 Safety Plan shall be developed that outlines safety procedures to follow in the event of accidental spills or the unearthing of contaminated soil or groundwater during construction activities. This Health and Safety Plan shall also be consistent with the safety guidelines set forth in the Field Investigation Work Plan. If contaminants are identified on the site, a remediation plan shall be developed consistent with applicable local, state, and federal regulations. Remediation of any site contaminants shall be completed prior to the issuance of building permits for the proposed project, consistent with applicable regulations. �k r- 4.7.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION Following implementation of the mitigation measures discussed above, impacts on public health and safety would be reduced to a less- than - significant level. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.7 -13 Public Health and Safety r , motorists on I -580 and I -680, would not be significantly obstructed by the proposed office building and parking structure. The heights of the proposed buildings would be consistent with the existing multi- level buildings in the area. The office building located directly west of the Pleasanton parcel is four stories tall, while the adjacent office buildings to the east are three and four stories tall. Further -. to the west and adjacent to I -580, the Wyndham Garden Hotel and the Safeway building (currently under construction) are both six stories tall. Because the proposed five -story office building and five- story parking structure are comparable in height to existing multi-level buildings in the area, they would not result in any additional view blockage. The overall visual impact of project development on the Pleasanton parcel would be considered less than significant. Increased Light and Glare. Development of the proposed project would create Impact new sources of light and glare in the project area. However, light and glare 4.8 -3 would be minor and consistent with the appearance of the surrounding area. This would be a less - than - significant impact. The development of a BART station, residential complex, hotel, office building, and associated parking facilities in the project area would create new sources of light and glare within the local vicinity. However, the existing lighting environment of both the Dublin parcel and the Pleasanton parcel can be categorized as "urban lit" due to the lighting features present at adjacent commercial and office buildings, parking lots, and I -580 and I -680. Light and glare associated with the proposed project i. would be consistent with the appearance of the surrounding area and would not adversely affect daytime or nighttime views in the area. Therefore, the light and glare impacts associated with the proposed project would be considered less than significant. Impact Consistency with General Plan - City o Dublin. According to the Dublin V. General Plan, the City of Dublin shall exercise design review of all projects within Dublin that are visible from a designated scenic route. The City's implementation of design review would ensure that the proposed project would be consistent with the General Plan. No impacts related to General Plan consistency would be anticipated. The City of Dublin General Plan includes policies related to the development of land adjacent to scenic routes. According to Circulation and Scenic Highways Policy 5.6 -B, the City of Dublin shall exercise design review of all projects within Dublin that are visible from a designated scenic route. The City would implement design review prior to the issuance of building permits; therefore, the proposed project would be consistent with the Dublin General Plan. No impacts related to General Plan consistency would be anticipated. r- Son Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.8 -5 Aesthetics k ,, 3 Impact Consistency with General Plan - City of Pleasanton. Land Use Policy 12 of 4.8 -5 the Pleasanton General Plan stipulates that scenic hillsides within the City shall be preserved. Project development on the Pleasanton parcel would not conflict Id with this policy. No impacts related to General Plan consistency would be anticipated. The City of Pleasanton General Plan includes policies related to the preservation of scenic hillsides within the City. Since project development on the Pleasanton parcel would not substantially obstruct views of the Pleasanton Ridgeline and surrounding hillside areas as observed from I -580, I -680, and adjacent developments, the proposed project would be consistent with Land Use Policy 12 of the General Plan. No impacts related to General Plan consistency would be anticipated. 4.8.3 MITIGATION MEASURES No significant impacts would be anticipated with implementation of the proposed project. Therefore, no mitigation measures would be necessary. 4.8.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION No significant visual resource impacts would be anticipated with implementation of the proposed project. EDAW San Francisco Bay Area Rapid Transit District Aesthetic 4.8 -6 West Dublin /Pleasanton BART Station and Transit Village r7 t 4.9 BIOLOGICAL RESOURCES 4.9.1 EXISTING CONDITIONS The Dublin/Pleasanton Extension Project EIR (DPX EIR) evaluated the biological resource impacts that would be anticipated with development of the project site. As stated in the DPX EIR, the Dublin parcel contains common annual grasses and shrubs over most of the site, while the Pleasanton parcel includes non-native grasses and dense areas of ornamental trees dominated by black locusts (Robing pseudoacacia). The Pleasanton site also includes a single English walnut tree (Juglans regia) and a Lombardi poplar (Populus nigra) (DPX EIR, p. 4 -102). The grasslands are surrounded by commercial development and are completely isolated from other grassland habitat areas. No state or federally listed species or special status species were identified on the site in the DPX EIR (p. 4-104). A review of the California Department of Fish and Game's California Natural Diversity Data Base (CNDDB) conducted in February 2000 for the project site indicated that no state or federafly listed species or special status species have been identified within a 5 -mile radius of the project site (CNDDB, 2000). Dublin Creek forms the southern boundary of the Dublin parcel and is bordered by a 6-foot chain link fence on the north and Interstate 580 on the south. The channelization of the creek has eliminated much of its habitat resource value. The creek contains little or no vegetation or wildlife r- habitat and is generally used as a flood control channel. The field reconnaissance surveys conducted for the DPX Project concluded that site development would not disturb any federally protected wetlands., as defined by Section 404 of the Clean Water Act (DPX EIR, p. 4-102). An additional field reconnaissance survey was conducted on March 16, 2000, that verified this conclusion. I I 4.9.2 ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE A project may be deemed to have a significant biological resource impact if it will: • substantially affect a rare or endangered species of plant or animal or the habitat of such species; • interfere substantially with the movement of any resident or migratory fish or wildlife species; or • substantially diminish habitat for fish, wildlife, or plants. Son Francisco Bay Area Rapid Transit District West Dublin/Pleasanton BART Station and Transit Village 4.9-1 EDAW Biological Resources :34L-1 PROJECT IMPACTS Impact Loss of Biological Resources. The development of the proposed project would result in the loss of 17 acres of grassland habitat. Because all biological habitat 4.9 -1 on the project site was previously assumed to be removed in the DPX EIR, no increase in biological resource impacts would be anticipated. In addition, recent database and field surveys confirm that the biological resources existing on the project site have not significantly changed since the DPX EIR was prepared. Therefore, the biological resource impacts of the proposed project would be considered less than significant. The DPX EIR assumed that the entire 17 -acre site would be graded to accommodate the BART station and associated parking facilities. Therefore, all grassland habitat was assumed to be removed with site development. The proposed project would also require grading of the entire project site, thus removing all grassland habitat. The DPX EIR also assumed that no construction activities would occur in Dublin Creek with project implementation. Similarly, the proposed project would not result in construction within the creek channel. Because the proposed project would affect the same area, no new significant wetland impacts would be anticipated. The isolation of the project site from other potential habitats precludes the movement of any native resident or migratory fish and wildlife species within the site. In addition, a review of the California Department of Fish and Game's CNDDB, conducted in February 2000, and a field reconnaissance survey conducted on March 16, 2000, confirmed that the biological resources existing on the project site have not significantly changed since the DPX EIR was prepared. No new significant biological resource impacts would be anticipated with the proposed project. The City of Pleasanton General Plan sets forth policies and programs to preserve and enhance the natural resources within the City. In addition, the City Zoning Ordinance contains a Heritage Tree Ordinance that establishes standards and conditions for the care and maintenance of heritage trees. The City defines a heritage tree as any tree, regardless of species, with a trunk circumference of 55 inches or greater, or any tree, regardless of species, that is 35 feet or more in height. The trees located on the project site may meet the height criteria of the tree ordinance. In order to remove these trees, a tree removal permit must be obtained from the City Department of Public Works. The application for this permit must contain relevant information about the tree such as tree height and trunk circumference and the reasons necessitating its removal. Compliance with the Heritage Tree Ordinance would ensure heritage tree impacts are minimized. e EDAW San Francisco Bay Area Rapid Transit District r Biological Resources 4.9 -2 West Dublin /Pleasanton BART Station and Transit Village r 4.9.3 MITIGATION MEASURES No mitigation measures would be necessary. 4.9.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION r- All biological resource impacts would be considered less than significant. t t F7 t F" r-- E, t^ San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.9 -3 Biological Resources r 4.10 CULTURAL RESOURCES This section contains a discussion regarding the cultural resources of the project site and surrounding area. The information contained in this section was based on a literature search conducted by the Northwest Information Center (NIC) located at Sonoma State University (NIC, 2000) as well as a review of the DPX EIR and the Cultural Resources Technical Report prepared for the DPX Project l (Woodward -Clyde Consulting, 1989). 4.10.1 EXISTING CONDITIONS r-' REGIONAL SETTING i9 PREHISTORIC AND ETHNOGRAPHIC BACKGROUND The project area encompasses the territory of ethnographically known peoples belonging to the Costanoan group of Native Americans, although it is near the boundaries with the Bay Miwok and the Northern Valley Yokuts to the south and east. The exact boundaries for these language groups in the interior of Alameda and Contra Costa Counties are unclear. Levy (1978:486) believes that, based on linguistic evidence, the ancestors of the Costanoans arrived in the San Francisco- Monterey Bay region at approximately 500 A.D. and the "long- extinct Hokan language occupied a portion of the territory into which Costanoans expanded." Human occupation of the Bay area, however, has been documented f7, as early as 3000 B.C. In 1970, a deeply buried skeleton was found during BART excavation in San Francisco that was carbon dated to around 3000 B.C. a r1l Although the term Costanoan is derived from the Spanish word Costanos, or coast people, its application as a means of identifying this population is based in linguistics. The Costanoans spoke a language now considered one of the major subdivisions of the Miwok- Costanoan, which belonged to the Utian family within the Penutian language stock. Costanoan actually designates a family of eight languages. Of these, Chochenyo or East Bay Costanoan was the language spoken by the estimated 2,000 people who occupied the "... east shore of San Francisco Bay between Richmond and Mission San Jose, and probably also in the Livermore Valley" (Levy 1978:485). Because of the severe loss of life when the Spanish missions were established in their territories, F relatively little is known about the Costanoans. From the small amount of information available, there emerges a generalized picture of a hunting and gathering people who lived a semi - sedentary village life and carefully exploited the rich environment of San Francisco Bay. The diet of the Costanoan people i^ San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.10 -1 (ultural Resources consisted of acorns and shellfish principally, but also virtually every edible plant and animal species. It is likely that the people inhabiting the Dublin - Pleasanton- Livermore area were more adapted to a streamside, rather than bay environment, with a heavier emphasis on acorns. Archaeological evidence indicates that settlement tended to be along watercourses in the interior, particularly at the confluence of streams. Although not technologically sophisticated, the tools used were adequate to allow efficient exploitation of the environment. The Costanoans constructed a number of types of structures, including domed thatched dwellings, large assembly houses, and sweat houses. Bows and arrows made of stone or bone, manos, metates, net sinkers, mortars, pestles, cordage, baskets, tule mats, bird bone whistles, and shell and bone ornaments were among some of the objects of material culture produced (Kroeber 1976; Levy 1978). The arrival of the Spanish in the San Francisco Bay Area in 1775 led to a rapid and major reduction in native California populations. Diseases, dietary deficiencies, declining birth rates, and the effects of the mission system served to largely eradicate the aboriginal lifeways (which are currently experiencing a resurgence among Costanoan descendants). Brought into the missions, the surviving Costanoans, along with former neighboring groups of Esselen, Yokuts, and Miwok were transformed from hunters and gatherers into agricultural laborers (Levy 1978). With abandonment of the mission system and the Mexican takeover in the 1840s, numerous ranchos were established. Generally, the few Indians who remained were then forced, by necessity, to work on the ranchos. HISTORIC BACKGROUND The historic background of the project area is divided into four periods: (1) the Spanish and Mexican Periods (1797 - 1848); (2) the Early American Period (1848- 1860s); (3) the Later American Period (1860s- 1930s); and (4) Recent Times (1930s- Present). The Spanish & Mexican Periods: 1797 -1848 The project area's history can be traced back to the Spanish period (1770s- 1820s) of California history, when it was part of the grazing lands for the Mission San Jose, established in June 1797 (Gudde 1969:205; Merritt 19281:78). The first actual settlement in the vicinity of the proposed project did not, however, occur until the Mexican era. Following independence from Spain in the early 1820s, the Californians of the time (called Californios) demanded that the Missions be secularized and that Mission lands be divided into private ranchos. These lands were then granted to leading Californios, +rr EDAW San Francisco Bay Area Rapid Transit District Cultural Resources 4.10 -2 West Dublin /Pleasanton BART Station and Transit Village r r often those who had some prior connection with the piece of land in question, as a. Mission administrator or in some other capacity. The former Mission Indians were then used as a cheap (even free) labor force and cattle - raising (rather than the more diversified agriculture and handicrafts characteristic of the Missions) became the key means of livelihood. There were parts of four Mexican era private ranchos in the project area and environs during the period from the late 1820s in to the Gold Rush era. These were the San Ramon, San Lorenzo (Castro), San Leandro, and Santa Rita. The earliest known occupant on any of these ranchos was Don Jose Maria Amador, who settled on what was to become the Rancho San Ramon in about 1826. Amador built an adobe home on what is now the northwest corner of San Ramon Road and Dublin Boulevard in Dublin. During the mid- 1830s, when Mission San Jose was secularized, Amador was officially granted the Rancho San Ramon, composed of 16,517 acres. This rancho's southern boundary was near the present line of Highway 580 in the vicinity of Dublin, and it ran north into Contra Costa County. The rancho period and its characteristic pastoral economy and kinds of people were doomed by the rapid -fire events of the mid and late 1840s. The annexation of California to the United States and the 1 discovery of large gold deposits in the Sierra Nevada set off a series of events that made the maintenance g of the old ways and regime impossible. The early American period in the history of the project area ,^ was underway. F The Early American Period: 1848 - 1860s I The early American period in the project area's history set a pattern of economic and social 1--- development that was to continue with relatively minor changes for almost a century. Permanent urban centers were established at Dublin and San Lorenzo, transportation routes were developed, and varied forms of agriculture institutionalized. The family farm or ranch, linked by early roads to nearby markets, became the economic mainstay of the project area and its environs. The achievements of the 1850s and 1860s primarily depended upon improved transportation. Without better transportation, the farmer would have only inadequate means to get his produce to market, and �. the nascent cities, as service centers for the framers, would stagnate and die. The road to Dublin was jj improved during the late 1850s and opened for stage coaches in 1859 -1860 (Morton 1938:264). This road ran from Hayward (called Haywards in this period) along San Lorenzo Creek, then through Dublin Canyon. The community of Dublin was established in the late 1850s with the opening of john Green's general store in the spring of 1858 and the establishment of the first school (Murray School) 1 Son Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.10 -3 Cultural Resources i 341 in this part of Alameda County. In addition, the United States Post Office was established in mid- m'. February of 1860 (Frickstad 1955:1). The early American period thus established the pattern for this part of California for almost the next 100 years. It was an agricultural area stressing stock raising and later wheat growing in the vicinity of Dublin. Small towns grew up to serve the growing population of the region, and basic transportation routes were established and at least minimally developed. The pattern set by the 1850s and early 1860s was elaborated during the decades that followed. The Later American Period: 1860s -1930s Further agricultural diversification and improved transportation represented the main themes for the Later American Period of the project area's history. A major revolution in project area history came in the late 1860s and early 1870s with the arrival of the Central Pacific Railroad, which made connections with distant markets a reality. During the first decade of the 20`' century, another railroad was constructed along the East Bay plain. The Western Pacific Railroad, constructed from 1906 to 1910, provided a competitive route across California and the west. Its route ran east of the old Central Pacific Railroad line, continuing to the east through Niles Canyon to the Pleasanton area and beyond (Baker 1914 I:444). The general picture of the project area toward the end of the 1930s was of an agricultural area which was not heavily populated. A resident of Castro Valley during the 1920s and early 1930s characterized the area as one of "... widely scattered homes and small chicken ranches ..." (Kaye 1986:1). Similar conditions prevailed throughout the project vicinity; however, World War II and the immediate post war boom changed this forever. Recent Times: 1930s- Present World War II created an economic boom in the San Francisco Bay Area. The region was a center for war industries such as ship building, and also a key West Coast port for shipping men and materials to the war in the Pacific. The transit of hundreds of thousands of servicemen through the area also had the effect of spreading the word about the desirability of living in the Bay Area. During World War II, the Camp Parks/Komandorski Village area was developed. Camp Parks, which was established by the United States Navy on November 26, 1942, was originally developed as a replacement and recuperative center for combat weary Seebees (Naval Construction Battalions), but it actually served as a training center. Shoemaker Hospital, built adjacent to Camp Parks in 1943, served as the actual M 0i EDAW San Francisco Bay Area Rapid Transit District Cultural Resources 4.10 -4 West Dublin /Pleasanton BART Station and Transit Village aril replacement and recuperation center. Komandorski Village was built to the west of Camp Parks to ease the housing shortage for military families. The Dublin/Pleasanton region remained mainly agricultural for another few decades, but by the 1960s suburban development of this region was well underway. New residential subdivisions were built in the Dublin/Pleasanton region as highway improvements F- made commuting easier to Oakland and the East Bay. During the 1970s and 1980s, this region became one of f the fastest growing areas in the Bay Area as numerous new subdivisions, business parks, and a regional shopping center were built in the area. Dublin now has a population of over 32,000, while Pleasanton has a population of almost 66,000. KNOWN CULTURAL, RESOURCES AND PREVIOUS CULTURAL RESOURCE SURVEYS A record search was conducted on April 21, 2000 by the staff at the Northwest Information Center, Sonoma State University. This records search included a review of the California Historical Resources Information System, which lists National Register of Historic Places sites, California Historical 4 - Landmarks, other government - designated cultural resource sites, and a review of Information Center maps and files of the findings of previous cultural resource surveys conducted in the project area No cultural resource sites have been recorded within the boundaries of the project area. PREVIOUS SURVEYS Two previous cultural resource surveys have been completed for the project area: the Cultural Resources Technical Report for the DPX Project (Woodward -Clyde Consulting, 1989) and the Archaeological Survey Report for the Proposed Reconstruction of the 1- -58011 -680 Interchange (Kelly, 1989). The Woodward- Clyde Consulting report covered the entire project area; the results of this survey are presented below. This cultural resources survey consisted of an archival research of key historic inventory lists, an archaeological field survey, and a historic structures survey. No recorded historic resource sites were found on or within the vicinity of the proposed project. Field Survey and Methodology - The archaeological field survey for the DPX project area was conducted in 1989 by Suzanne Baker of Woodward -Clyde Consulting. The strategy for the field survey was to conduct an intensive survey of the entire project area for which access was acquired. During the archaeological reconnaissance, accessible areas were surveyed on foot in systematic parallels placed from five to ten meters apart. The ground was inspected for evidence of cultural occupation, including midden soil, shell, bone, modified lithic materials, fire- cracked rock, and historic debris and features. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.10 -5 Cultural Resources f, 5 -1 Survey Results No archaeological sites, features or objects were observed during the survey. The Dublin parcel (referred to in the report as the "north parking area ") appeared to have been highly disturbed and furrowed. It was also covered with an extremely dense grass cover at the time of inspection, hence, ground visibility was poor. No historic or prehistoric materials were found on the Dublin parcel. The Pleasanton parcel of the proposed project site (referred to in the report as the "south parking area ") was almost entirely covered with grasses at the time of inspection, with the exception of a grove of acacia trees in the center of the parcel. In addition, the east end of the parcel had been graded and was bare of vegetation. A large mound of dirt was prevalent near the east end, apparently bulldozed from this graded area. Although the USGS 7.5' Dublin Quadrangle (1961, photorevised 1980) shows that four structures existed at this location by 1961, no evidence of these structures was observed during the survey. It is likely that they were removed during construction of the adjacent Stoneridge Mall and associated structures and parking facilities. Only a piece of concrete, an almond tree, and the acacias indicate earlier activity in this area. An on -foot systematic reconnaissance revealed no indications of the presence of prehistoric or historic archaeological sites. The survey did indicated that cultural resources exist in the local area. Approximately 2 miles east of the project site, 300 skeletons were unearthed in an archaeological dig. RELEVANT GENERAL PLAN POLICIES AND PROCEDURES CITY OF DUBLIN GENERAL PLAN The following City of Dublin General Plan Conservation Policies are relevant to the discussion of cultural resources: Policy 7.6 -A: Continue the City's current efforts to preserve Dublin's historic resources. Policy 7.6 -B: Follow State regulations (Public Resources Code Sections 21083.2(c) and (d)) regarding discovery of archaeological sites, and Historic Resources, as defined in Section 5020.1 of the Public Resources Code. EDAW Son Francisco Bay Area Rapid Transit District Cultural Resources 4.10 -6 West Dublin /Pleasanton BART Station and Transit Village r_ 7 CITY OF PLEASANTON GENERAL PLAN The following City of Pleasanton General Plan Conservation and Open Space Policy and Programs are relevant to. the discussion of cultural resources: i Policy 6: Preserve and rehabilitate those cultural and historic resources which are significant to Pleasanton because of their age, appearance, or history. lI Program 6.1: Preserve heritage homes outside the Downtown area for use within City parks or residential development. F',', r Program 6.2: Require archaeological studies in areas of known archaeological significance prior to Id opmentapproval, and ensure that such studies meet the requirements of CEQA Appendix K (now Section 21083.2 of the CEQA Guidelines) in recommending mitigation measures if an archaeological site is encountered. Include provisions for the interpretation of cultural resources. Program 6.3: Follow the recommendations contained within archaeological studies regarding rehabilitation or preservation of archaeologically significant structures and sites. Program 6.4: Adopt a historic landmark preservation ordinance to protect individual buildings and sites of historic significance to Pleasanton. Program 6.5: Encourage the use of educational workshops, exhibits, and teaching materials which celebrate the City's ancestral heritage and Native American contributions, and encourage participation by Native American groups in developing such programs. 4.10.2 ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE Section 21083.2 of the State CEQA Guidelines provides criteria for assessing the significance of project impacts on prehistoric and historic archaeological resources. A significant property must have the potential to contribute important information towards scholarly research, which can then be conveyed to the general public. Section 21083.2 states that a "unique archaeological resource" means an archaeological artifact, object, or site about which it can be clearly demonstrated that, without merely San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.10 -7 Cultural Resources adding to the current body of knowledge, there is a high probability that it meets any of the following criteria: • Contains information needed to answer important scientific research questions and that there is a demonstrable public interest in that information; • Has a special and particular quality such as being the oldest of its type or the best available example of its type; • Is directly associated with a scientifically recognized important prehistoric or historic event or person. In addition, the significance of historic and prehistoric cultural resources is judged in accordance with the criteria for eligibility for nomination to the California Register of Historical Resources (as contained within the criteria for eligibility to the National Register of Historic Places as defined in 36 CFR 60.4). If resources are determined to be significant, and therefore eligible for California Register listing, they are afforded some degree of regulatory protection. Those resources determined not significant, that is, ineligible for Register listing, are subject to recording and documentation only, and are afforded no further protection under state or federal law. Occasionally certain resources, although they may not be assessed as 'significant', may nonetheless be of local or regional importance such that mitigation may be warranted or may result from public comment regardless of their assessed significance. The National Register criteria state that `eligible historic properties' are: ... districts, sites, buildings, structures, and objects that possess integrity of location, design, setting, materials, workmanship, feeling, and association, and that (a) are associated with events that have made a significant contribution to the broad patterns of our history,; or (b) that are associated with the lives of persons significant in our past; or, (c) that embody the distinctive characteristics of a type, period, or method of construction, or that represent the work of a master, or that possess high artistic values, or that represent a significant distinguishable entity whose components may lack individual distinction; or (d) that have yielded or may be likely to yield, information important to history or prehistory. To evaluate cultural resource sites against such broad criteria requires consideration, among other things, of the overall integrity of the site, the regional culture history (the types, ages and distribution of other sites in the region), and the nature of questions that researchers are attempting to address regarding the history or prehistory of the region. EDAW San Francisco Bay Area Rapid Transit District Cultural Resources 4.10 -8 West Dublin /Pleasonton BART Station and Transit Village M7 P I I �' of other sites in the region), and the nature of questions that researchers are attempting to address regarding the history or prehistory of the region. Cultural site evaluation assesses the potential of each site to meet one or more of the criteria for "importance" based upon visual surface and subsurface evidence (if available) at each site location, .: information gathered during the literature and record searches, and the researcher's knowledge of and g familiarity with the historic or prehistoric context associated with each site. PROJECT IMPACTS t Impa Disturbance of Historic Resources. Because the project area does not contain ct h any identified historic resources, development of the proposed project would not 4.10 -1 q disturb any such resources. No impacts related to the disturbance of historic resources would occur. No historic resource sites have been recorded within the boundaries of the project area (NIC, -- 2000; Woodward -Clyde Consulting,1989). In addition, according to the results of the records search, there is a low possibility of identifying historic cultural resources in the project area (NIC, 2000). Both parcels have been highly disturbed and do not contain any evidence that they are associated with events or persons` important in local or regional history. Although the USGS 7.5- minute Dublin Quadrangle (1961, photorevised 1980) shows that four structures existed on the Pleasanton parcel by 1961, no evidence of these structures currently exists. It is likely that they were removed during construction of t the adjacent Stoneridge Mall and associated structures and parking facilities. Since the project area does not contain any identified historic resources, development of the proposed project would not disturb any such resources. No impacts related to the disturbance of historic resources would occur. Impact Disturbance of Unidentified Cultural Resources. Development of the project 4.10 -2 site would include the removal of vegetation and surface soils through grading activities. Because there is a possibility that Native American and historic cultural resources could be present in soils on the project site, these grading activities could cause the disturbance of these resources. The disturbance of previously unidentified subsurface cultural resources would be considered a significant project impact. No cultural resources were identified on either parcel during the field survey for the DPX Project (Woodward -Clyde Consulting, 1989). However, based on the recovery of 300 skeletons from one site approximately two miles east of the project site, there is a moderate possibility of identifying buried l Son Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.10 -9 Cultural Resources "— Native American cultural resources in the project area. Because there is a moderate possibility that Native American cultural resources could be present on the site, project - related construction activities such as grading could cause the disturbance of these resources. The potential disturbance of previously unidentified cultural resources on the project site would be considered a potentially significant impact. 4.20.3 MITIGATION MEASURES impact Disturbance of Unidentified Cultural Resources 4.10 -2 To reduce the potential degradation of unidentlf-ied cultural resources on the site, mitigation the following measures shall be implemented. • If any prehistoric or historic artifacts, or other indications of cultural resources are found once project construction is underway, all work must stop within 20 meters (66 feet) of the find. A qualified archaeologist shall be consulted for an immediate evaluation of the find prior to resuming ground- breaking construction activities within 20 meters of the find. If the find is determined to be an important archaeological. resource, the resource shall be either avoided, if feasible, or recovered consistent with the requirements of §15064.5 of the State CEQA Guidelines. • In the event of discovery or recognition of any human remains in any on -site location, there shall be no further excavation or disturbance of the site or any nearby area reasonably suspected to overlie adjacent remains until the County coroner has determined, in accordance with any law concerning investigation of the circumstances, the manner and cause of death and the recommendations concerning treatment and disposition of the human remains have been made to the person responsible for the excavation, or to his or her authorized representative. 4.20.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION With implementation of the recommended mitigation measures, the cultural resource impacts of the proposed project would be reduced to a less- than- significant level. EDAW San Francisco Bay Area Rapid Transit District Cultural Resources 4.10 -10 West Dublin /Pleasanton BART Station and Transit Village F7 71 4.11 POPULATION AND HOUSING l This section of population and housing issues within the project area was developed through review of pertinent data from the Demographics Research Unit of the California Department of Finance (2000), the City of Dublin General Plan (1998), and the City of Pleasanton General Plan (1996). r-- r' S R s. t 4.11.1 EXISTING CONDITIONS POPULATION ALAMEDA COUNTY The Demographics Research Unit of the California Department of Finance estimates the current population within Alameda County to be 1,454,302 persons, an increase of approximately 13.9% from the County's 1990 population of 1,276,702 (Table 4.11 -1). By the year 2010, the total population within Alameda County is projected to reach 1,654,485, an increase of 13.8% from the current population. TABLE 4.11 -1 POPULATION ESTIMATES AND PROJECTIONS Population is 1990 Population in 2000 Average Annual Growth From 1990 -2000 Projected Population in 2005 Projected Population in 2010 Alameda County 1,276,702 1,454,302 17,760 1,571,796 1,654,485 City of Dublin 23,299 32,519 922 49,400 58,900 City of Pleasanton 50,570 65,930 1,536 71,600 79,900 Source: California Department of Finance, 2000 CITY OF DUBLIN The Demographics Research Unit of the California Department of Finance estimates the current population within the City of Dublin to be 32,519 persons. This represents an average annual growth of 922 persons from the city's 1990 population of 23,229. The City of Dublin projects population to grow to 49,400 in 2005, which represents an average annual growth of 3,376 persons and a total increase of 52 %. By 2010, the City of Dublin's population is expected to grow to 58,900, an increase of 81% from current estimates. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.11 -1 Population and Housing 256-1 CITY OF PLEASANTON The Demographics Research Unit of the California Department of Finance estimates the current population .within the City of Pleasanton to be 65,930 persons. This represents an average annual growth of 1,536 persons from the city's 1990 population of 50,570. The Association of Bay Area Governments (ABAG) projects population to grow to 71,600 in 2005, which represents an average annual growth of 1,134 persons and a total increase of 9 %. By 2010, the City of Pleasanton's population is expected to grow to 79,900, an increase of 21 %. HOUSING The California Department of Housing and Community Development identifies a housing shortage in a community if there is a vacancy rate of less than 5% for rental housing and less than 2% for owner- occupied homes (Table 4.11 -2). TABLE 4.11 -2 HOUSING ESTIMATES Housing Units Occupied Vacancy Rate Total Housing Occupied Vacancy Rate in 1990 Housing Units Percentage Units 2000 Housing Units Percentage in 1990 1990 in 2000 2000 Alameda County 504,109 479,518 4.88 536,495 509,635 5.01 City of Dublin 6,992 6,802 2.72 9,597 9,333 2.75 City of Pleasanton 19,631 18,489 5.82 23,678 22,611 4.51 Source: California Department of Finance, 2000 ALAMEDA COUNTY There are currently 509,635 occupied housing units in Alameda County, with a vacancy rate of 5.01% for all housing (renter- and owner - occupied) (Table 4.11 -2). Since 1990, the number of occupied housing units within the county has increased by 30,117 units, which is an average annual growth of 3,011 units. Since 1990, the vacancy rate for all housing within the county has increased slightly from 4.88% to 5.01 %. EDAW Son Francisco Bay Area Rapid Transit District Population and Housing 4.11 -2 West Dublin /Pleasanton BART Station and Transit Village M 17 CITY OF DUBLIN �s8 There are currently 9,333 occupied housing units in the City of Dublin, with a vacancy rate of 2.75% (Table 4.11 -2). Since 1990, the number of occupied housing units within the city has increased by 2,531 units, which is an average annual growth of 253 units. Since 1990, the vacancy rate for all housing within the City has slightly increased from 2.72% to 2.75 %. r r i. CITY OF PLEASANTON There are currently 22,611 occupied housing units in the City of Pleasanton, with a vacancy rate of 4.51% (Table 4.11 -2). Since 1990, the number of occupied housing units within the City has increased by 4,122 units, which is an average annual growth of 412 units. Since 1990, the number of occupied housing units within the City has decreased from 5.82% to 4.51 %. RELEVANT GENERAL PLAN POLICIES AND PROCEDURES CITY OF DUBLIN GENERAL PLAN r7 The following City of Dublin General Plan Land Use and Circulation Policies are relevant to the F discussion of population and housing: Policy 2.1 -A: Encourage housing of varied types, sizes, and prices to meet current and future needs of Dublin residents. r° Policy 2.1 -B: Designate sites available for residential development in the primary planning area for medium to medium -high density where site capability and access are suitable and - where the higher density would be compatible with existing residential development nearby. CITY OF PLEASANTON GENERAL PLAN There are no City of Pleasanton General Plan Policies or Programs relevant to the discussion of r- population and housing. ,4 San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.11 -3 Population and Housing : 3�s 4.11.2 ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE The proposed project would have a significant impact on population and housing if it would: Induce substantial population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure). PROJECT IMPACTS Impact Increased Population - City of Dublin. The residential component of the 4.11_ proposed project would increase the population within the City of Dublin by approximately 320 persons. This project- related population Rrowth would represent less than 196 of Dublin's current population and approximately 1.9% of the projected growth over the next 5 years. Because project- related growth within the City of Dublin would not be substantial, this impact would be considered less than significant. The residential component of the proposed project would increase the population within the City of Dublin. According to the City of Dublin General Plan, each multi- family residential unit represents 2.0 persons. Therefore, the total number of persons generated by development of the 160 -unit residential complex would be 320 persons. This project - related growth would represent less than 1% of Dublin's current population and approximately 1.9% of the projected growth over the next 5 years. In addition, the proposed project would in -fill within a highly developed commercial area that has extensive services available for project residents and employees. Since project - related growth within the City of Dublin would not be substantial, this would be considered a less- than- significant impact. Impact Increased Housing Demand. The increased demand for housing resulting from 4.11 -2 the proposed project's job creation is anticipated to be accommodated by existing vacant units in Dublin, Pleasanton, and Alameda County, as well as by proposed residential development on the Dublin parcel. Therefore, this would be considered a less - than - significant impact. Employees for the proposed hotel and parking garage on the Dublin parcel and the proposed office building and parking garage on the Pleasanton parcel would generally come from the local labor pool. However, some employees may relocate from outside the local area, which would increase the local EDAW San Francisco Bay Area Rapid Transit District Population and Housing 4.11 -4 West Dublin /Pleasanton BART Station and Transit Tillage 7i� El tJ Will M housing demand. The City of Dublin currently has 264 vacant housing units, while the City of Pleasanton has 1,067 vacant units, and the county has 26,850 vacant housing units. In addition, the l proposed project would provide 160 housing units within the City of Dublin that could be occupied by project - related employees migrating to the local area. The increased demand for housing resulting from the proposed project is anticipated to be accommodated by existing vacant units and proposed residential development on the Dublin parcel. Therefore, this would be considered a less-than- significant impact. ti Consistency with Dublin General Plan. The proposed project would develop Impact 160 housing units in Dublin, which currently has a very restrictive housing 4.11 -3 market with a vacancy rate of 2.75 01o. This residential development would be located in a highly developed commercial area that has extensive services available for project residents and employees. No impacts related to General Plan consistency would be anticipated. The proposed project would develop 160 housing units in Dublin, which currently has a very restrictive housing market with a vacancy rate of 2.75 %. This residential development would be located in a r" highly developed commercial area that has extensive services available for project residents and employees. Therefore, the proposed project would be consistent with Policies 2.1 -A and 2.1 -B of the ' Dublin General Plan. No impacts would be anticipated. 4.11.3 MITIGATION MEASURES No significant impacts would be anticipated with development of the proposed project. Therefore, no mitigation measures would be necessary. 4.11.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION The proposed project would not be expected to cause significant population and housing impacts. w San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.11 -5 Population and Housing x. 4.12 ENERGY RESOURCES 4.12.1 EXISTING CONDITIONS Appendix F of the State CEQA Guidelines requires that EIRs include information regarding the energy impacts of the proposed project, with particular emphasis on avoiding or reducing inefficient, wasteful, and unnecessary consumption of energy. Due to recent deregulation of the energy industry, the availability, supply and efficient use of energy resources has become a much more important issue in the Bay Area. Development of the project would result in the consumption of energy in three forms: 1) the fuel energy consumed by construction vehicles; 2) bound energy in construction materials such as asphalt, steel, concrete, pipes, and manufactured or processed materials such as lumber and glass; and " 3) ongoing operational use of energy by future occupants of the site for equipment, transportation and utilities. The primary on -site energy requirements would be met through the supply of electricity and -� natural gas. ELECTRICITY The proposed project area receives electric service from Pacific Gas & Electric Company (PG&E), an `^ investor -owned company that is regulated by the California Public Utilities Commission. Electricity 1 is transported to the project vicinity via 60 kilovolt (kV) transmission lines that run from the Radum substation near Stanley Boulevard in Pleasanton, along the Southern Pacific Railroad tracks, and across the BART and I -580 right -of -way to the Camp Parks Substation. These transmission lines are strung above ground along I -580, the Southern Pacific tracks, and Stanley Boulevard. NATURAL GAS The proposed project area receives natural gas service from PG&E via a substation in Sunol. Feeder mains transport gas along Foothill and Pleasanton - Sunol Roads, which connect with a system of distribution mains located throughout the developed portion of the Cities of Dublin and Pleasanton. The distribution mains connect to service pipes, which then connect to individual buildings. 4.12.2 ENVIRONMENTAL IMPACTS THRESHOLDS OF SIGNIFICANCE A project may be deemed to have a significant energy resource impact if it will: San Francisco Bay Area Rapid. Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4.12 -1 Energy Resources q `i • Exceed the capacity of existing energy supplies and /or require the construction of additional energy generating facilities. PROJECT IMPACTS Impact Use of Energy Resources. The proposed transit village uses would increase 4.12 -2 energy use on the project site. However, the transit- oriented design of the proposed project would minimize the use of fossil fuels when compared to similar non - transit projects. Also, implementation of the requirements in Title 24 of the California Administrative Code would minimize the ongoing operational demand for electricity and natural gas. When combined with the relatively small size of the proposed project, the anticipated increase in energy use would be considered a less - than - significant impact. , One of the proposed project's main objectives includes creating a transit- oriented development that supports public transit uses and reduces single- occupant vehicle trips. By its design, the proposed project is intended to encourage the efficient use of energy resources. When compared to similar non= transit oriented developments, the proposed project would consume less energy for transportation needs. Because of the relatively small size of the proposed project, the transportation energy demands would be negligible. The impacts associated with the proposed project's transportation energy consumption would, therefore, be considered less than significant. The use of energy in the form of bound fuels in construction materials such as asphalt, steel, concrete, pipes, and manufactured or processed materials such as lumber and glass would be a one time event of a relatively small scale. The use of these materials would not result in any significant energy demand impacts. For ongoing operational energy requirements, the DPX EIR concluded that PG&E could sufficiently provide electric service to the DPX Project, including the West Dublin/Pleasanton BART Station, without substantially affecting its ability to serve the rest of its customers (p. 4-52). The DPX EIR also concluded that additional power generation can be obtained through third -party power agreements if necessary. Power can be obtained from an on -site electrical substation owned and operated by BART, which is located on the eastern portion of the Pleasanton parcel. Since the surrounding area is developed, the extension of transmission lines to the project site would occur within adjacent roadways. Development of the proposed transit village uses would increase the electrical demand previously assumed in the DPX EIR analysis. However, development of the site would be required to be designed and built in conformance with the provisions of Title 24 of the California Administrative Code, which No EDAW Son Francisco Bay Area Rapid Transit District Energy Resources 4.12 -2 West Dublin /Pleasanton BART Station and Transit Village �-- 3 (D sets energy efficient design standards and regulates energy consumed for heating and cooling. Development would also have to comply with city building codes regarding the use energy efficient building design and materials. Because of the required energy efficient design, the relatively small size of the proposed project, and the extensive electrical service infrastructure in place to service adjacent office and commercial uses, no significant electrical supply impacts would be anticipated. F The DPX EIR did not contain an analysis of natural gas service because the proposed BART stations 0 ' and extension line, including the West Dublin/Pleasanton BART Station, would not use natural gas. However, the transit village's residential, commercial, and office developments would require natural gas service. According to the City of Pleasanton General Plan (1996), PG&E can provide future natural gas service to the City consistent with development proposed in the General Plan. It is anticipated that PG&E would also be able to provide future natural gas services to the Dublin parcel t of the project site. Because the surrounding area is developed, the extension of service lines to the t� project site would occur within adjacent roadways. For the same reasons as with electrical service, no significant natural gas supply impacts would be anticipated. 4.12.3 MITIGATION MEASURES No mitigation measures would be necessary. -- 4.12.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION All energy resource impacts would be considered less than significant. t, F B r 1, " Son Francisco Bay Area Rapid Transit District EDAW .. West Dublin /Pleasanton BART Station and Transit Village 4.12 -3 Energy Resources i•`; t 5 ALTERNATIVES TO THE PROPOSED PROJECT ' 5.1 INTRODUCTION TO ALTERNATIVES ANALYSIS CEQA AUTHORITY FOR CONSIDERATION OF ALTERNATIVES Section 15126.6(a) of the State CEQA Guidelines requires EIRs to describe "... a range of reasonable alternatives to the project, or to the location of the project, which would feasibly attain most of the k: basic objectives of the project but would avoid or substantially lessen any of the significant effects of the project, and evaluate the comparative merits of the alternatives. An EIR need not consider every ^„ conceivable alternative to a project. Rather it must consider a reasonable range of potentially feasible alternatives that will foster informed decision making and public participation. An EIR is not required to consider alternatives which are infeasible. The lead agency is responsible for selecting a range of project alternatives for examination and must publicly disclose its reasoning for selecting those alternatives. There is no ironclad rule governing the nature or scope of the alternatives to be discussed other than the rule of reason." This section of CEQA also provides guidance regarding what the alternatives analysis should consider. Subsection (b) further states the purpose of the alternatives analysis, as follows Because an EIR must identify ways to mitigate or avoid the significant effects that a project may have on the environment (Public Resources Code Section 21002.1), the discussion of alternatives shall focus on alternatives to the project or its location which are capable of avoiding or substantially lessening any significant effects of the project, even if these alternatives would impede to some degree the attainment of the project objectives, or would be more costly. Other components of CEQA Guidelines §15126.6(e) require that the alternatives be compared to the proposed project's environmental impacts and that the "no project" alternative is considered. In defining "feasibility" (e.g., ... feasibl attain most of the basic objectives of the project ... "), CEQA Guidelines §15126.6(f)(1) states, in part: Among the factors that may be taken into account when addressing the feasibility of alternatives are site suitability, economic viability, availability of infrastructure, general plan consistency, other plans or regulatory limitations, jurisdictional boundaries (projects with a regionally significant impact should consider the regional context), and whether the proponent can reasonably acquire, control or otherwise have access to the alternative site (or the site is already r a_ Son Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 5 -1 Alternatives to the Proposed Project j 3( owned by the proponent). No one of these factors establishes a fixed limit on the scope of reasonable alternatives. In considering what alternatives should be considered in the EIR, it is important to acknowledge the objectives of the project (included in Section 3 - Project Description), the project's significant effects, and its unique characteristics. These factors are crucial to the development of alternatives that meet the criteria specified in §15126.6(a). SIGNIFICANT ENVIRONMENTAL EFFECTS The DPX EIR considered the environmental impacts that would be anticipated on the following resource issues: transportation, socioeconomic and land use, safety and security, public . services and facilities, visual resources, noise and vibration, air quality, energy, geology /seismology, hazardous materials, biological resources, water resources, and cultural resources. Significant impacts were identified for a number of these issues and mitigation measures were developed to reduce the impacts wherever feasible. This Supplemental EIR evaluates a similar range of resource issues including: land use, hydrology and water quality, noise, air quality, transportation /circulation, public services and utilities, public health and safety, aesthetic resources, biological resources, cultural resources, population and housing, and energy resources. The focus of this alternatives analysis is on reducing or avoiding impacts to the resource categories evaluated in this Supplemental EIR. FINANCIAL FEASIBILITY OF THE PROJECT The proposed project includes a unique public /private partnership intended to implement already approved public facilities by supporting private development on BART -owned property. The public improvements include the West Dublin/Pleasanton BART Station, the two BART parking garages, and the pedestrian walkways connecting the station to the parking structures. BART would create a Joint Powers Authority with the Association of Bay Area Governments to issue revenue bonds for the public facilities. The amount of bonds needed to construct the public improvements would be reduced by the pre - payment of ground rent generated by the private use of the BART property. Revenue to repay the bonds would be generated through a combination of sources including station fare box revenues, station parking income, property tax, transient occupancy tax, sales tax and other potential grant funds. In order for the project and each of the alternatives to be economically feasible, the total revenues generated from both the public and private improvements must be sufficient to build the estimated $44 million in public improvements through the repayment of the revenue bonds. Without sufficient revenues, the public improvements cannot be constructed and the primary objective of the project a EDAW San Francisco Bay Area Rapid Transit District Alternatives to the Proposed Project 5 -2 West Dublin /Pleasanton BART Station and Transit Village Ir j would not be achieved. Table 5 -1 shows the financial implications of the proposed project, including all estimated revenues and debt service, as well as the Net Present Value (NPV) of all revenues and ( costs. NPV is calculated by subtracting the present value of all annual costs from the present value of all annual revenues. An 8% interest rate is used to reduce all future inflated cash flows into present day dollars. In all cases, revenues are expected to annually increase (e.g., BART net farebox and tax revenues ) , and annual debt service is presumed to remain constant. Based on these assumption, the proposed project would generate sufficient revenue to meet this obligation. The revenue generated by the individual alternatives is identified at the end of each alternatives evaluation provided below. TABLE 5 -1 FINANCIAL ANALYSIS OF PROJECT ALTERNATIVES Proposed Project Sum of Cash Flows to 2010 Net Present Value to 2010 Net Revenue $24,577,001 14,623,242 Debt Service (22,902,899) (13,580,382) Deficit or Surplus 1,674,102 150425860 Cumulative Deficit or Surplus 639265662 453455695 Different Use Alternative (office, no housing) Net Revenue 24,911,972 1458253028 Debt Service (22,902,899) (13,580,382) Deficit or Surplus 23009,073 1,244,646 Cumulative Deficit or Surplus 8,345,209 5,170,339 Dublin Reduced Density Alternative Net Revenue 2,1671)883 13,1773189 Debt Service (22,902,899) (13,580,382) Deficit or Surplus (735,014) (403,193) Cumulative Deficit or Surplus (3,150,041) (1,187,433) Pleasanton Reduced Density Alternative Net Revenue 2231393518 135146,122 Debt Service (22,902,899) (13,580,382) Deficit or Surplus (763,381) (434,260) Cumulative Deficit or Surplus (3,5655148) (1,442,599) San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 5 -3 Alternatives to the Proposed Project NM 5.2 NO PROJECT ALTERNATIVE 5.2.1 DESCRIPTION CEQA Guidelines §15126.6(e)(2) states that, "(T)he "no project" analysis shall discuss the existing conditions at the time the notice of preparation is published, ... as well as what would be reasonably expected to occur in the foreseeable future if the project were not approved, based on current plans and consistent with available infrastructure and community services." In the short term, if the project was not approved, none of the transit village uses would be developed and the existing vegetative cover on both the Dublin and Pleasanton parcels would remain undisturbed. Because the funding derived from the transit village uses would not be available to support construction of the approved West Dublin/Pleasanton BART Station, it would initially not be constructed. However, it is reasonable to assume that because the West Dublin/Pleasanton BART Station has been approved, it would ultimately be constructed. Therefore, this No Project Alternative assumes that, in the long term, the West Dublin/Pleasanton BART Station would be constructed. Station construction would include 1,400 parking spaces on the Dublin and Pleasanton parcels. 5.2.2 IMPACTS LAND UsE Under existing condition, this alternative would minimize the land use changes anticipated with the proposed project. None of the transit village uses would be constructed, therefore, the land use effects would be minimal. However, after construction of the BART station, both parcels would be paved to MW accommodate BART station parking. With no transit village uses, less potential exists for land use _ - conflicts with adjacent parcels. The same amount of open space would be removed in the long term with this alternative as anticipated with the proposed project. In general, the land use impacts of this alternative would be reduced when compared to the proposed project. HYDROLOGY AND WATER QUALITY Under existing conditions, no hydrology and water quality impacts would be anticipated with this alternative. However, with the ultimate construction of parking facilities for the BART station, the hydrology and water quality impacts would be the same as the proposed project. Generally, the same total area of the site would be disturbed in order to construct parking lots, resulting in equal areas of impermeable surfaces. EDAW San Francisco Bay Area Rapid Transit District Alternatives to the Proposed Project 5 -4 West Dublin /Pleosanton BART Station and Transit Village F NOISE Under existing conditions, no noise impacts would be anticipated with this alternative. After development of the BART station, the noise impacts on local roads associated with site - generated vehicle traffic would be less than the proposed project due to fewer vehicles accessing the site. During the critical p.m. peak hour on the Dublin parcel, vehicle traffic would be reduced by 36 percent. During the critical a.m. peak hour on the Pleasanton parcel, vehicle traffic would be reduced by 49 i percent. Noise generated from on -site uses, specifically the residential and hotel uses on the Dublin F parcel, would not be anticipated with this alternative. However, noise generated by BART trains r stopping at the proposed station and transit buses accessing the site would occur with both this alternative and the proposed project. With this alternative, no on -site sensitive receptors would be affected by the existing high ambient noise levels. In the short and long term, noise associated with this alternative would be less than the proposed project. AIR QUALITY Under existing conditions, no air quality impacts would be anticipated with this alternative. After development of the BART station, the air quality impacts of this alternative would be beneficial because of the substantial reduction in vehicle miles traveled on the regional roadway network associated with. commuters using BART rather than private automobiles. �~ TRANSPORTATION AND CIRCULATION Under existing conditions, none of the traffic impacts associated with the proposed project on local intersections would be anticipated. Also, none of the traffic benefits of the BART Station would occur, primary of which is the potential to reduce vehicle miles traveled in the region by removing commuters from the local freeways. After development of the BART Station, local traffic impacts would be less than anticipated with the proposed project. On the Dublin parcel, a significant project impact would occur at the St. Patrick Way /Golden Gate Drive intersection. With the proposed project's contribution, this intersection would operate at LOS F during the p.m. peak hour. In contrast, with implementation of this alternative, the p.m. peak hour trips would be reduced by 36 percent. This would reduce the level of service at this intersection to LOS C during the p.m. peak hour. Therefore, this significant impact would be avoided with this alternative. On the Pleasanton parcel, a significant project impact would be anticipated at the Stoneridge Mall Road / Stoneridge Drive intersection. With the project's contribution, the intersection would operate i San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 5 -5 Alternatives to the Proposed Project at LOS E during the a.m. peak hour. With implementation of this alternative, the a.m. peak hour trips would be reduced by 49 percent. This would reduce the level of service at this intersection to LOS D during the a.m. peak hour. Therefore, this significant impact would be avoided with this alternative. PUBLIC SERVICES AND UTILITIES Under existing conditions, no public service or utility impacts would be anticipated with this alternative. After development of the BART station, public services and utilities would be necessary for the proposed BART station including police and fire protection services, water supply, wastewater, solid waste generation, and utility services. However, the demand for public services and utilities with this alternative would be less than with the proposed project. Therefore, the public service and utility impacts would be less. PUBLIC HEALTH AND SAFETY Under existing conditions, no public health or safety impacts would be anticipated with this alternative. After development of the BART station, the public health and safety impacts would be slightly less than with the proposed project because less development would occur on the site. However, there would be no significant differences in the public health and safety impacts between this alternative and the proposed project. AESTHETICS Under existing conditions, no visual resource impacts would be anticipated with this alternative. After development of the BART station, the visual resource impacts would be less than the proposed project because no buildings would be constructed on the Dublin and Pleasanton parcels. However, the view from the freeway would be of expansive paved parking lots, which could be perceived by some as being less visually pleasing than residential and commercial developments. BIOLOGICAL RESOURCES Under existing conditions, this alternative would minimize the biological resource changes anticipated with the proposed project. None of the transit village uses would be constructed, therefore, the biological resource effects would be minimal. However, after development of the BART station, both parcels would be paved to accommodate BART station parking. The same total area would be disturbed in the long term with this alternative as anticipated with the proposed project. Therefore, EDAW San Francisco Bay Area Rapid Transit District Alternatives to the Proposed Project 5 -6 West Dublin /Pleasanton BART Station and Transit Village El C"1 u RM the biological resource impacts of this alternative would not differ substantially when compared to the proposed project. 4 CULTURAL RESOURCES Under existing conditions, this alternative would minimize the cultural resource changes anticipated with the proposed project. None of the transit village uses would be constructed, therefore, the cultural resource effects would be minimal. However, after development of the BART station, both parcels would be paved to accommodate BART station parking. Because excavation for building foundations would not be necessary, less subsurface soil would be disturbed with this alternative (i.e., the depth of K excavation would be reduced when compared to the proposed project). Therefore, impacts on potential subsurface cultural resources may be reduced when compared to the proposed project. However, the same total surface area would be disturbed by grading activities. Because no cultural resources have been identified on the project site, the cultural resource impacts of this alternative would not differ substantially when compared to the proposed project. POPULATION AND HOUSING Because this alternative would not include any of the transit village uses, the population and housing impacts of the proposed project would not be anticipated with this alternative. ENERGY' RESOURCES Because this alternative would not include any of the transit village uses, the energy demand impacts of the proposed project would not be anticipated with this alternative. 5.2.3 CONCLUSION The No Project Alternative would be the environmentally superior alternative based on the minimization of environmental changes. Under existing conditions, no environmental impacts would be anticipated. After development of the BART station, the impacts associated with this alternative would generally be less than those of the proposed project. Significant and unavoidable noise impacts would be eliminated, because no transit village uses would be constructed. In the short-term, this alternative would not be financially feasible because sufficient revenues could not be generated from station operations to support the construction costs. In the long -term, currently i, w . San Frandsco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 5 -7 Alternatives to the Proposed Project v )l unidentified sources of construction financing may become available that could support station construction. However, the availability of these funds is purely speculative. 5.3 DIFFERENT USE ALTERNATIVE: OFFICE RATHER THAN RESIDENTIAL 5.3.2 DESCRIPTION The Different Use Alternative was developed in order to determine if alternative uses on the site could minimize impacts associated with the Dublin parcel's residential uses. Residential uses tend to be more sensitive to the impacts of mixed -use developments than other uses because of their 24 -hour occupation. Therefore, this alternative includes office uses in place of the proposed residential uses on the Dublin parcel. Specifically, approximately 102,000 gross square feet of office space would replace the proposed 160 residential units. The office building would include 5 stories and 340 parking spaces on four acres. Approximately 20 percent of the site would be landscaped. The uses proposed on the Pleasanton parcel would remain unchanged. 5.3.2 IMPACTS W LAND UsE This alternative would alter the land use characteristics of the proposed project by replacing residential uses with office uses. Office uses would tend to be more compatible with hotel uses than residential uses. However, because no significant land uses impacts are anticipated with the proposed project, this difference would be minor. HYDROLOGY AND WATER QUALITY This alternative would generally have the same hydrology and water quality impacts as the proposed project. The same total impervious surface area would be constructed and the same storm water control facilities would be necessary. NOISE This alternative would generate higher traffic noise levels than the proposed project, due to a doubling in vehicle traffic associated with office uses when compared to residential uses. However, because this increase translates to approximately 58 additional vehicle trips during the a.m. peak hour, this increase in noise levels would likely not be noticeable along local roadways. Office uses would tend to be less +di EDAW San Francisco Bay Area Rapid Transit District Alternatives to the Proposed Project 5 -8 West Dublin /Pleasanton BART Station and Transit Tillage a F", sensitive than residential uses to the relatively high ambient noise levels at the site, especially during the night. Because office uses would not be considered sensitive, the significant short -term construction noise impacts that could occur if the residential units are occupied and construction of other on -site facilities is ongoing would not occur with this alternative. AIR QUALITY F This alternative would have greater air quality impacts than the proposed project associated with the increase in vehicle trips. However, similar to the proposed project, because the regional vehicle miles traveled would be substantially reduced with construction of the BART Station, this alternative would result in a net air quality benefit in relation to regional air emissions. TRANSPORTATION AND CIRCULATION I: The traffic impacts associated with this alternative would be substantially greater than with the proposed project during peak hour commute periods. During the a.m. peak hour in Dublin, the office r-- traffic associated with this alternative would be 100 percent higher than would be anticipated from the t ' proposed projeces residential units. During the p.m. Pe ak hour , the office traffic would be 67 Pe rcent higher than the residential traffic. Although local intersections in Dublin would be further degraded with this alternative when compared to the proposed project, the primary impact would occur at the St. Patrick Way /Golden Crate Drive intersection. With the proposed project's contribution, this j' intersection would operate at LOS D in the a.m. peak hour and LOS F during the p.m. peak hour. With this alternative, this intersection would operate at LOS E in the a.m. peak hour and would continue to operate at LOS F during the p.m. peak hour, although with more total vehicles entering the intersection. PUBLIC SERVICES AND UTILITIES The demand for public services and utilities, including police and fire protection services, water supply, wastewater, solid waste generation, utility services, and schools would be less than with the proposed project because of the lower demand for services associated with office uses. ^^ PUBLIC HEALTH AND SAFETY Residents within the residential component of the proposed project would have a higher probability of exposure to public health and safety impacts than office workers because of the 24 -hour occupation. l, San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 5 -9 Alternatives to the Proposed Project However, because significant health and safety impacts would not be anticipated with the proposed project, this difference would be negligible. AESTHETICS Because the office uses associated with this alternative would not substantially differ in size compared to the proposed project's residential uses, the visual impacts would be similar. Office uses would generally be more visually consistent with the proposed hotel, however, combining residential and hotel uses may provide more visual interest. Therefore, the visual resource impacts of this alternative would generally be the same as the proposed project. BIOLOGICAL RESOURCES Because the same total area would be disturbed, this alternative would have the same biological resource impacts as anticipated with the proposed project. CULTURAL RESOURCES Because the same total area would be disturbed, this alternative would have the same cultural resource impacts as anticipated with the proposed project. POPULATION AND HOUSING Because this alternative would not include any residential uses, the availability of new housing and the expected increase in local population anticipated with the proposed project would not occur. The lack of housing would conflict with Objective 6.2 of the proposed West Dublin BART Spec Plan, which encourages higher intensity residential dwellings for households desiring a more urban living environment close to a transit station. The effects of population increases in the City would be avoided, however, with this alternative. ENERGY RESOURCES This alternative would have demands on energy resources similar to the proposed project with only negligible differences between the residential and office uses. As with the proposed project, the energy demands of this alternative would not significantly affect the energy resources in the region. EDAW San Francisco Bay Area Rapid Transit District Alternatives to the Proposed Project 5 -10 West Dublin /Pleasanton BART Station and Transit Village El El 17 5.3.3 CONCLUSION Although some of the impacts associated with this alternative would be reduced when compared to the proposed project, others would be substantially increased. One of the largest impacts would be associated with traffic. During the a.m. peak hour in Dublin, the office traffic associated with this alternative would be 100 percent higher than would be anticipated from the proposed project's residential units. During the p.m. peak hour, the office traffic would be 67 percent higher than the residential traffic. This increase would adversely affect local traffic conditions in Dublin, specifically the intersection of St. Patrick Way /Golden Gate Drive. With the proposed project's contribution, this intersection would operate at LOS D in the a.m. peak hour and LOS F during the p.m. peak hour. With this alternative, this intersection would operate at LOS E in the a.m. peak hour and would continue to operate at LOS F during the p.m. peak hour, although with more total vehicles trying to a enter the intersection. Because of these impacts, this alternative would be environmentally inferior to the proposed project. From a financial standpoint, this alternative would generate sufficient revenue to construct the public improvements (Table 5 -1). The financial variables that affect this alternative include transit ridership (i.e., farebox revenue) and taxes generated by private use. Over the first 10 years of the project, a !" positive $5.2 million in cash flow is expected. r �- 5.4 DUBLIN REDUCED DENSITY ALTERNATIVE t 5.4.1 DESCRIPTION The Dublin Reduced Density Alternative was developed in order to minimize the environmental impacts of the proposed project by reducing site densities while also attempting to meet the proposed project's financial objective of funding construction of the BART facilities. This alternative would reduce the size of the hotel to 150 rooms and increase the number of residential units to 180. This translates into a 38 percent reduction in the number of hotel beds and a 13 percent increase in the number of residential units on the Dublin parcel. The result is a reduction in the overall development density when compared to the proposed project. The increase in residential units is intended to offset the reduction in hotel beds and the associated loss of transient occupancy taxes generated from each hotel room. Increasing the number of residential units would increase the total property taxes generated from the site. No changes would occur on the Pleasanton parcel. I San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 5 -11 Alternatives to the Proposed Project k 5.4.2 IMPACTS LAND USE This alternative would slightly reduce the land use density on the Dublin parcel when compared with the proposed project. The proposed uses associated with this alternative would not be expected to result in land use impacts. The site is located in a developed urban area and the high- density residential and hotel uses would be compatible with these surrounding land uses. In addition, this alternative would be consistent with the land uses identified in the proposed West Dublin BART Specific Plan. Because no change in density is proposed on the Pleasanton parcel, no difference in use impacts would be anticipated on this parcel. HYDROLOGY AND WATER QUALITY This alternative would generally have the same hydrology and water quality impacts as the proposed project. The same total impervious surface area would be constructed and the same storm water control facilities would be necessary. NOISE Slight decreases in traffic noise levels would be anticipated on local roadways with this alternative associated with a 22 percent reduction in hotel and residential vehicle trips generated from the Dublin '► parcel when compared to the proposed project. This 22 percent reduction would translate into 43 fewer vehicle trips during the a.m. peak hour and 45 fewer vehicle trips during the p.m. peak hour. Although this would reduce noise generation on local roads, it would not be sufficient to make a noticeable difference. No other differences in noise impacts would be anticipated between this alternative and the proposed project. AIR QUALITY This alternative would have slightly fewer air quality impacts than the proposed project because fewer vehicle trips would be anticipated. However, this difference would be negligible because of the relatively small decrease in development density. IN EDAW San Francisco Bay Area Rapid Transit District Alternatives to the Proposed Project 5 -12 West Dublin /Pleasanton BART Station and Transit Village 0 TRANSPORTATION AND CIRCULATION The peak hour traffic generated by the hotel and residential uses of the proposed project would be reduced by approximately 22 percent with this alterative. On the Dublin parcel, a significant project impact would occur at the St. Patrick Way/Golden Gate Drive intersection. With the proposed project's contribution, this intersection would operate at LOS F during the p.m. peak hour. In contrast, with implementation of this alternative, the p.m. peak hour level of service at this intersection would be reduced to LOS E during the p.m. peak hour. Although the impact at this intersection would be reduced with this alternative,, it would remain significant. Traffic impacts in Pleasanton would be the same with this alternative as with the proposed project because the Pleasanton office uses would not change. PUBLIC SERVICES AND UTILITIES This alternative would slightly reduce the demand on public services and utilities when compared to the proposed project. However, because the reduced demand would be relatively minor, substantial differences in the public service and utility impacts would not be anticipated. r7 PUBLIC HEALTH AND SAFETY Although this alternative would have a higher density of residential development than the proposed project, no substantial differences would be anticipated in identified public health and safety impacts. AESTHETICS The visual impacts of this alternative may be slightly reduced because the size of the hotel would be reduced. Por drivers on Interstate 580, the proposed hotel would be the most prominent structure on the Dublin parcel. By reducing the size of this structure, the visual change in the local area would be reduced. However, because the hotel building would be consistent with the visual character of the commercial developments surrounding the Dublin parcel, this difference would be negligible. BIOLOGICAL RESOURCES Because the same total area would be disturbed, this alternative would have the same biological resource impacts as anticipated with the proposed project. CULTURAL ]RESOURCES Son Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 5-13 Alternatives to the Proposed Project 3�-) Because the same total area would be disturbed, this alternative would have the same cultural resource impacts as anticipated with the proposed project. POPULATION AND HOUSING This alternative would increase the population in Dublin by 360 people, an increase of 12.5 percent above the 320 people expected with the proposed project. This alternative would also increase the housing supply by 12.5 percent. This increase in population would only represent approximately 1 percent of the City's current population and approximately 2 percent of the projected five -year growth in the City. Although the population impacts associated with this alternative would be greater than the proposed project, their effect on the City would be minimal. ENERGY RESOURCES This alternative would have demands on energy resources only slightly less than the proposed project because of the reduced overall density. As with the proposed project, the energy demands of this alternative would not significantly affect the energy resources in the region. 5.4.3 CONCLUSION The impacts associated with this alternative would be slightly less than those anticipated with the proposed project with the exception of population and housing supply, which would both increase by 12.5 percent. On balance, this alternative would have fewer environmental impacts than the proposed project. However, this alternative would not generate sufficient revenue to construct the public facility components of the proposed project (Table 5 -1). The financial variables that affect this alternative include transit ridership (i.e., farebox revenue) and taxes generated by private use, particularly the Transient Occupancy Tax generated by the hotel. Over the first 10 years of the project, a negative $1.2 million in cash flow is expected. 5.� PLEASANTON REDUCED DENSITY ALTERNATIVE 5.5.1 DESCRIPTION El The Pleasanton Reduced Density Alternative was developed in order to minimize the environmental impacts of the proposed project by reducing site densities. This alternative assumes the elimination of a all office uses on the Pleasanton parcel. The 419 parking spaces proposed for the BART station would EDAW Son Francisco Bay Area Rapid Transit District Alternatives to the Proposed Project 5 -14 West Dublin /Pleasanton BART Station and Transit Village M• remain, although they would be provided as surface parking rather than within a structure as more r- ground space would be available. No changes would occur on the Dublin parcel. 5.5.2 IMPACTS per, LAND USE t. This alternative would reduce the overall land use density when compared with the proposed project. No land use impacts on the Pleasanton parcel would occur because no development, other than a t surface parking lot, would occur. On the Dublin parcel, the residential and hotel uses would be compatible with the surrounding land uses. � ,; HYDROLOGY AND WATER QUALITY The hydrology and water quality impacts anticipated with this alternative would generally be the same r- as the proposed project. The same total area of the site would be disturbed in order to construct the k parking lot, resulting in an equal area of impermeable surfaces. In addition, the same storm water control facilities would be necessary. NOISE Decreases in traffic noise levels, primarily on Pleasanton roadways, would be anticipated with this alternative because fewer vehicle trips would be generated from the Pleasanton parcel. However, this difference would be negligible because of the relatively small contribution the office vehicle trips would r contribute to local roadway noise levels. AIR QUALITY ` This alternative would have fewer air quality impacts than the proposed project because fewer vehicle trips would be anticipated. Air quality impacts would still be generated by the uses proposed on the r- Dublin parcel 1 TRANSPORTATION AND CIRCULATION The proposed project's traffic impacts identified in Pleasanton would be substantially reduced with this r alternative. In Pleasanton, a significant project impact would occur at the Stoneridge Mall Road /Stoneridge Drive intersection. With the project's contribution, the intersection would operate i San Francisco Boy Area Rapid Transit District EDAW ., West Dublin /Pleasanton BART Station and Transit Villoge 5 -15 Alternatives to the Proposed Project 3-7 of at LOS E during the a.m. peak hour. With implementation of this alternative, the a.m. peak hour trips would be reduced by 49 percent. This would reduce the level of service at this intersection to LOS D during the a.m. peak hour. Therefore, this significant impact would be avoided with this alternative. PUBLIC SERVICES AND UTILITIES This alternative would generally eliminate the demand on public services and utilities in the City of Pleasanton when compared to the proposed project. Therefore, the public service and utility impacts anticipated with the proposed project in Pleasanton would not occur with this alternative. These services would still be necessary in the City of Dublin and the impacts identified in Dublin with the proposed project would still occur with this alternative. PUBLIC HEALTH AND SAFETY Because significant public health and safety impacts were not identified for the office uses on the Pleasanton parcel, the elimination of these uses would have little effect on the project's public health and safety effects. Therefore, no substantial differences in identified public health and safety impacts between the proposed project and this alternative would be anticipated . AESTHETICS The visual character of this alternative would differ substantially when compared with the proposed project. For drivers on Interstate 580, the view of the Pleasanton parcel would consist solely of surface parking. The office building and BART parking structure would no longer be present. Although this would reduce the Pleasanton parcel's visual prominence from Interstate 580, replacing buildings with surface parking would not necessarily improve the local visual environment. With large parking lots in the surrounding area, including the parking lots along the northern end of Stoneridge Mall, the addition of 419 surface parking spaces could be perceived by some as a negative visual impact when compared to an office building and parking structure. Although the visual impacts would differ with this alternative, they likely would not be reduced. BIOLOGICAL RESOURCES Because the same total area would be disturbed, this alternative would have the same biological resource impacts as anticipated with the proposed project. EDAW San Francisco Bay Area Rapid Transit District Alternatives to the Proposed Project 5 -16 West Dublin /Pleasanton BART Station and Transit Village M El � X80 F z; y, r-- CULTURAL RESOURCES For this alternative, the same total surface area would be disturbed by grading activities as with the proposed project. However, because excavation for building foundations would not be necessary on the Pleasanton parcel, less subsurface soil would be disturbed with this alternative (i.e., the depth of excavation would be reduced when compared to the proposed project). Therefore, impacts on potential subsurface cultural resources may be reduced when compared to the proposed project. Because no cultural resources have been identified on the project site, the cultural resource impacts of this alternative would likely not differ substantially when compared to the proposed project. POPULATION AND HOUSING This alternative would have the same population and housing impacts as the proposed project. ENERGY RESOURCES This alternative would reduce energy demands on the Pleasanton parcel when compared to the proposed project. However, as with the proposed project, the energy demands of this alternative would not significantly affect the energy resources in the region. 5.5.3 CONCLUSION The impacts associated with this alternative would be slightly less than those anticipated with the proposed project. Other than the No Project Alternative, the Pleasanton Reduced Density Alternative would be considered the environmentally superior alternative because it would reduce the overall project impacts. It would not, however, eliminate any of the proposed project's significant and unavoidable impacts. Additionally, this alternative would not generate sufficient revenue to construct the public facility components of the proposed project. The financial variables that affect this alternative include transit ridership (i.e., farebox revenue) and taxes generated by private use. Over the first 10 years of the project, a negative $1.4 million in cash flow is expected. 5.6 ALTERNATIVES CONSIDERED BUT REJECTED FROM FURTHER CONSIDERATION The concept of an alternative location was considered as an alternative but has been rejected because it would fail to meet one of the project's primary objectives, which includes creating a transit- oriented development that uses the site's unique location along the existing BART line to support public transit Son Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 5 -17 Alternatives to the Proposed Project 38c r�l uses and reduce single- occupant vehicle trips while supporting construction of the West Dublin/Pleasanton BART Station. In addition, the station infrastructure has already been installed at the project site and BART owns the property. The infrastructure would have to be rebuilt at another] location to accommodate an alternative site development. EDAW San Francisco Bay Area Rapid Transit District Alternatives to the Proposed Project 5 -18 West Dublin /Pleasanton BART Station and Transit Village i 382-- t 6 CUMULATIVE and GROWTH - INDUCING IMPACTS 6.1 CUMULATIVE IMPACTS OF THE PROPOSED PROJECT The State CEQA Guidelines, §15130, require that an EIR shall discuss cumulative impacts of a project e- when the project's incremental effect is "cumulatively considerable." According to §15065, F "Cumulatively considerable means that the incremental effects of an individual 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 as defined in §151302" Pursuant to §15130, "(t)he discussion of cumulative impacts shall reflect the severity of the impacts and their likelihood of occurrence, but the discussion need not provide as great detail as is provided for the effects attributable to the project alone. The discussion should be guided by the standards of practicality and reasonableness, and should focus - on the cumulative impact to which the identified other projects contribute rather than the attributes of other projects which do not contribute to the cumulative impact." The proposed project is considered to have a significant cumulative effect if: (1) the cumulative effects of development without the project are not significant and the project's additional impact is substantial enough, when added to the cumulative effects, to result in a significant impact; or (2) the cumulative effects of development without the project are already significant and the project contributes measurably to the effect. The term "measurably" is subject to interpretation. The standards used herein to determine F- measurability are that either the impact must be noticeable to a reasonable person, or must exceed an established threshold of significance. If the cumulative condition would be effectively the same with or without the project, it would not be considered a measurable contribution. Mitigation measures are to be developed, when feasible, that reduce the project`s contribution to cumulative effects to a less- than- significant level. The State CEQA Guidelines acknowledge that t _ sometimes the only feasible method for mitigating or avoiding significant cumulative effects is to adopt ordinances or regulations that apply to all projects that contribute to the cumulative effect. r The State CEQA Guidelines provide two approaches to analyzing cumulative impacts. The first is the list approach, which requires a listing of past, P resent , and reasonably anticipated future projects San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 6 -1 (umulative and Growth- Inducing Impacts producing related or cumulative impacts. The second is the summary approach, wherein the relevant projections contained in an adopted general plan or related planning document that is designed to evaluate regional or area wide conditions are summarized. Cumulative impacts analyzed in this EIR are primarily based on the summary approach. The exception is the traffic analysis, which identifies traffic anticipated from individual projects in a buildout scenario. 6.1.1 CUMULATIVE LAND USE ASSUMPTIONS This cumulative impact assessment is based on the land use projections included in the 1996 Pleasanton General Plan and the 1998 Dublin General Plan. PLEASANTON GENERAL PLAN PROJECTIONS The Pleasanton General Plan identifies a total of 21,180 housing units as of January 1995 that provide housing for approximately 57,347 residents. In the future, the General Plan assumes Pleasanton will grow to hold approximately 29,000 homes, assuming buildout of all residential lands identified on the General Plan Map. The City's Growth Management Program currently limits annual housing growth to 750 units, or about 1,930 persons. At this rate, Pleasanton would achieve a buildout population of 74,500 in the Planning Area in 2004. As of 1995, Pleasanton contained about 3,000 businesses that employed about 32,000 full- and part -time workers. Approximately 21% of these workers lived in Pleasanton, another 29% lived elsewhere in the Tri -Valley area, and the remaining 50% commuted from the greater outlying area. Pleasanton is projected to grow to support an employment base of approximately 68,254 workers, assuming buildout of all employment- generating lands identified on the General Plan Map. Employment is expected to grow at an average rate of about 1,520 jobs per year over the next 10 years. At this rate, Pleasanton will reach an employment base of 47,000 by the year 2005. Buildout of all employment uses are projected to occur by 2018. The General Plan Map designates an Urban Growth Boundary (UGB) line around the edge of land planned for urban development at General Plan buildout. The line distinguishes areas generally suitable for urban development and the provision of urban public facilities and services from areas generally suitable for the long -term protection of natural resources, large lot agricultural and grazing, parks and recreation, public health and safety, subregionally significant wildlands, buffers between communities, and scenic ridgeline views. The UGB is intended to be permanent and to define the line beyond which urban development will not occur. EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth - Inducing Impacts 6 -2 West Dublin /Pleasanton BART Station and Transit Village 77 177 DUBLIN GENERAL PLAN PROJECTIONS The Dublin General Plan does not include detailed projections of future growth, therefore, the cumulative development assumptions for Dublin were based on buildout assumptions included in the Dublin traffic model and traffic impacts associated with growth in BART ridership to 2020. 6.1.2 CUMULATIVE IMPACTS i' r- TRANSPORTATION AND CIRCULATION G, The following discussion describes the cumulative traffic and circulation impacts anticipated in each city with buildout of their respective general plans. The impact analysis is followed by a description of mitigation measures necessary to reduce cumulative traffic impacts to less- than- significant levels. r- DUBLIN GENERAL PLAN BUILDOUT CONDITIONS l This scenario adds traffic generated by BART, the Downtown Dublin Spec Plans and the buildout of the Dublin General Plan in the Year 2020 to the Existing plus Approved Projects plus Project scenario. BART ridership projects for the Year 2020 were obtained from the March 2000 update of the BART Ridership Forecasting Model (BART 2000). The Existing plus Approved Projects plus r . Project plus General Plan Buildout turning movement volumes are identified in Exhibit 6 -1. In the Year 2020, it is estimated that approximately 7,891 passengers would use the West Dublin/Pleasanton BART Station, an incremental growth of 2,155 passengers from the Year 2010. r " Of these 2,155 passengers, about 297 (229 entries /68 exits) are expected to ride BART during the a.m. l-, peak hour and 272 passengers (87 entries /185 exits) during the p.m. peak hour. -- Using the same mode -split information previously presented in Section 4.5 - Transportation and Circulation of this report and the 63/37 percent split between the two sides of the West Dublin/Pleasanton BART Station, it is estimated that the station would generate approximately 151 more a.m. peak hour vehicle trips and 131 more p.m. peak hour vehicle trips. Similar to the near -term conditions, it is assumed that 15 percent of the home -based trips would be new trips and 85 percent would be diverted freeway trips. The work -based trips were assigned to the roadway network similar to the previous scenario. 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(O DODp ERIYRD i Nor O a O. co c CM ODD CO n ° sse) S6 onN Ot)09 l kZ} 4 s c= 0 � tD M M 10 n v 1L L8l) 84Z No> �- 6Zt'L)4aL AI! or 988) LLL i £ap, 3^�Hyry� O D` ( OZ) 0 -)A ? z Q (Z6) O8 n M oD �nm w Z ar I. c� T 1L i9L t) 8Z m CID Z£ 9 Nn --.—Oa a gt a a (LL) V) � SZ JO► � I (£8ti) 94S � ter co (ts)tS� 0$r cp (40�4)Zt�£�1 NNm v Qr c n o ra) '- NAM st NOA"5 C IS c m "M n � R- eet) is 9e) L Iii so. c N O/ �nrnrn 'o—, 9rz e0L nN OA' RO m sw p �- Ij 4£t Set ��StZ� 01 Z£ It -► Ss S9l � -► Y q e� (as)£a�i opp^ o Z c= 4904Zt 4£ L ,� {tz.Z}£tt�l m� I P OW � $ N W C £ i w on N.+n mn� m °d' £64 OPZ CV co s► 11 +� �c (S6l ZL r v lm OMN N�O� c� 55 tiZZ tA ►c'16VV 6OZ �p H V 0 Ct W NM i+ > T a °s- > > 3 E I�+ f -(96Z) 49 35 (9ES) 404 �j icy (9s) £t.� *j �o 2Q (4as) 90s� • c9 (OS8) 4£e' L -► o>- N (e£)Zs� :1 `m 2 �ja (4L) S l l -� WOLa-It ie v OLZ) O6 -► C �� LL)OOL71 ?N 2 Q m vvv O 1pro _0. mom- W t�A n� tit N�f � ul ; n J i 0 0 N Y m C-C) r- I m T X ,u G7 E O 41 N N O L O D m c6 CL co L N 0 U N O L- 0 Q C. Q U) LU X C Z3 cl PRO The Downtown Dublin Specific Plans are divided into three geographic areas within the City boundaries. These include the West Dublin/Pleasanton BART Station, the Downtown Core, and the j Village Parkway Specific Plan Areas. The draft traffic study for the Dublin Specific Plans was prepared by Omni -Means and was submitted to the City on August 28, 2000. The proposed West Dublin BART Specific Plan Area comprises 77 acres and would be Iocated between Dublin Boulevard on the north, I -580 to the south, San Ramon Road to the west, and Amador Plaza Road to the east. Including the proposed project, the proposed uses within this area would be comprised of commercial - retail, office, residential, and hotel uses. The Downtown Core Specific Plan Area comp PP Y e rises a roximatel 54 acres bounded by Regional Street, Amador Valley Boulevard, Amador Plaza Road, and Dublin Boulevard. The land uses within this area include retail, restaurant, . and auto uses. Lastly, the Village Parkway Specific Plan Area comprises approximately 31 acres and is located on either side of Village Parkway just north of Amador Valley Boulevard extending to Dublin Boulevard. The existing land uses in this area include strip commercial -retail development. To date, no additional land uses are proposed for the Village Parkway area as part of the overall Dublin Specific Plan. Results of Level of Service Analysis Impact City of Dublin Intersections - Eadsting Plus Approved Proiects Plus Proiect Plus General Plan Buildout Scenario. Cumulative traffic growth in the region 6 -� would result in the unacceptable operation of Dublin Boulevard /Golden Gate Drive, Dublin BoulevardlAmador Plaza Road, Dublin Boulevard /Dougherty Road, and San Ramon Road /I -580 Westbound Ramps intersections in the p.m. peak hour and the unacceptable operation of St. Patrick Way /Golden Gate Drive in both the a.m. and p.m. peak hours. With the exception of Dublin Boulevard /Dougherty Road and San Ramon Road /I -580 Westbound ramps, the traffic generated by the proposed project would contribute to the unacceptable operation of these intersections. This would be considered a significant cumulative traffic impact. The forecasted traffic volumes illustrated in Exhibit 6 -1 were analyzed to determine intersection levels of service under the Existing plus Approved Projects plus Project plus General Plan Buildout scenario. Under this scenario, all of the study intersections are expected to continue to operate acceptably during i the a.m. peak hour, except St. Patrick Way /Golden Gate Drive. Nine of the 14 intersections evaluated are expected to continue to operate acceptably at LOS D or better during the p.m. peak hour. The intersections of Dublin Boulevard /Golden Gate Drive, Dublin Boulevard / Amador Plaza Road, Dublin l F-- San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 6 -5 Cumulative and Growth- Inducing impacts 3 07 Boulevard/Dougherty Road, San Ramon Road/I -580 Westbound Ramps, and St. Patrick Way /Golden Gate Drive are expected to operate unacceptably as described below. • Dublin Boulevard /Golden Gate Drive - This intersection is expected to deteriorate from LOS A to LOS E during the p.m. peak hour with the addition of project and cumulative traffic. Therefore, the project is considered to significantly impact this intersection under the cumulative conditions. Therefore, the proposed project's contribution to this cumulative traffic impact would be considered significant. • Dublin Boulevard /Amador Plaza Road - This intersection is projected to operate unacceptably during the p.m. peak hour with the addition of project and cumulative traffic. Therefore, the proposed project's contribution to this cumulative traffic impact would be considered significant. • San Ramon Road/1 -580 Westbound Ramps - The northbound approach of this reconfigured intersection would include two through lanes on San Ramon Road. With the combination of project and cumulative traffic, the intersection is expected to operate at LOS F during the p.m. peak hour. The project would increase the V/C ratio at the intersection by 0.01 in the a.m. peak hour, which is less than the 0.02 threshold and would not increase the V/C ratio at all during the p.m. peak hour. Therefore, the proposed project's contribution to this cumulative traffic impact would be considered less than significant. • Dublin Boulevard/Dougherty Road - This signalized intersection is projected to operate unacceptably during the p.m. peak hour whether or not the proposed project is developed. The project would actually reduce impacts at this intersection. Therefore, the project is not - considered to significantly affect this intersection under cumulative conditions. • St. Patrick Way /Golden Gate Drive - This unsignalized intersection is projected to deteriorate from LOS C to an unacceptable LOS F during both peak hours with the addition of cumulative and project traffic. Based on the Caltrans` peak hour warrant and the peak hour volumes, a signal is warranted at this intersection. This would be considered a significant cumulative impact. Table 6 -1 presents a summary of peak hour levels of service at the study intersections under the Existing plus Approved plus Project plus General Plan Buildout scenario. The level of service worksheets are provided in Appendix B. EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth - Inducing Impacts 6 -6 West Dublin /Pleasanton BART Station and Transit Village 7 t f ' TABLE 6 -1 DUBLIN PEAK HOUR INTERSECTION LEVELS OF SERVICE - EXISTING PLUS APPROVED PLUS PROJECT PLUS GENERAL PLAN BUILDOUT SIGNALIZED INTERSECTIONS Existing +Approved +Projed Existing + Approved + Project+ General Plan Buildout ID intersection A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour v/c I LOS v/c LOS We LOS v/c LOS 1 Amador Valley Blvd. /San Ramon Rd. 0.49 A 0.62 B 0.49 A 0.70 B 2 Amador Valley Blvd./Regional Street 0.34 A 0.56 A 0.35 A 0.57 A 3 Amador Valley Blvd./Donohue Drive 0.37 A 0.45 A 0.40 A 0.55 A 4 Amador Valley Blvd. /Amador Plaza Rd 0.34 A 0.58 A 0.38 A 0.65 B 5 Amador Valley Blvd./Village Parkway 0.63 B 0.76 C 0.72 C 0.84 D 6 Dublin Blvd. /San Ramon Rd. 0.83 D 0.78 C 0.85 D 0.89 D 7 Dublin Blvd./Regional St. 0.38 A 0.55 A 0.49 A 0.79 C 8 Dublin Blvd. /Golden Gate Dr. 0.38 A 0.60 A 0.73 C 0.95 E - MITIGATED -- -- -- -- 0.67 B 0.83 D 9 Dublin Blvd. /Amador Plaza Rd. 0.51 A 0.82 D 0.57 A 0.99 E - MITIGATED 0.51 A 0.86 D 10 Dublin Blvd/Village Parkway 0.46 A 0.61 B 0.48 A 0.71 C 11 Dublin Blvd./Dougherty Rd. . 0.72 C 0.97 E 0.74 C 0.97 E 12 San Ramon Rd./I -580 WB Ramps 0.63 B 0.79 C 0.82 D 1.03 F - MITIGATED -- -- -- -- 0.78 C 0.81 D 14 St. Patrick Way /Golden Gate Dr. -- -- -- -- -- -- -- -- - MITIGATED -- -- -- -- 0.65 B 0.54 A 15 St. Patrick Way /Amador Plaza Rd. 0.33 A 0.36 A 0.39 A 0.42 A UNSIGNALIZED INTERSECTIONS Existing + Approved + Project Existing + Approved + Project + General Plan Buildout A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour ID Intersection Delay, Delay, Delay, Delay, sedveh LOS se</veh LOS sWveh LOS wiveh LOS 14 St. Patrick Way /Golden Gate Dr. 25.0 D >90.0 F >90.0 F - MITIGATED 12.5 C 14.1 C 12.5 C 14.1 C Note: v/c =volume to capacity ratio, LOS= level of service r^ w San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 6 -7 Cumulative and Growth- Inducing Impacts Impact City of Dublin Roadway Segments - Existing Plus Approved Proiects Plus Protect Plus General Plan Buildout Scenario. Cumulative traffic growth in the 6 -2 region would result in traffic volumes on the roadway segments of Amador Plaza Road south of Dublin Boulevard and Golden Gate Drive exceeding their capacity. This would be considered a significant cumulative traffic impact. An analysis was conducted to determine the number of through lanes that would be needed to have various roadway segments operate at acceptable levels of service during cumulative conditions. The following six roadway segments were analyzed: 1. Dublin Boulevard between Dougherty Road and Village Parkway 2. Dublin Boulevard between Village Parkway and San Ramon Road 3. Amador Plaza Road south of Dublin Boulevard 4. Golden Gate Drive 5. Regional Street south of Dublin Boulevard 6. St. Patrick Way between Amador Plaza Road and Golden Gate Drive Under the Existing Plus Approved Projects Plus Project Plus General Plan Buildout Scenario, two roadway segments would exceed the 15,600 vehicles per day capacity identified for two -lane (one -lane each direction) roadway segments by the Transportation Research Board's 1994 Highway Capacity Manual. These roadway segments include Amador Plaza Road south of Dublin Boulevard and Golden Gate Drive. This would be considered a significant cumulative traffic impact.. PLEASANTON GENERAL PLAN BummuT (NO PROJECT) CONDITIONS This scenario assumes buildout of the City in accordance with the current General Plan. Buildout development consists of projects that have not received final plan approval from the City, but have been identified to be completed in the long -term. As in the Existing plus Approved Projects scenario, the 1998 City of Pleasanton Traffic Model yielded vehicular trip generation, distribution, and assignment for the buildout scenarios (City of Pleasanton, June 1999). Appendix B contains the trip generation assumptions for the buildout projects evaluated under this scenario. Exhibit 6 -2 illustrates Buildout (No Project) traffic volumes without the West Las Positas interchange. Results of Level of Service Analysis The forecasted traffic volumes illustrated in Exhibit 6 -2 were analyzed to determine levels of service at the study intersections for the General Plan Buildout (No Project) scenario with and without the West Las Positas interchange. 1W EDAW San Francisco Bay Area Rapid Transit District (umulative and Growth - Inducing Impacts 6 -8 West Dublin /Pleasanton BART Station and Transit Village ■w � V — � N NN m — iVT ,-r ti69) $$00L 0 0 #Igar Z1099 (ota't) tcc-4 �jt oc 8LZ't }%% isle) os k ao t£4L) £es-1 if o cco 'Y cd cd n �c os ° Il ♦ SU or 4E se a v R ) f ss�'zseZ' t;sea't,4 ooe't '4 es a Fi,-N La>£8S sec S► st r ZZ� Jr(9 R) SZ awl") r ( 4081t) LO", "r) r cm-44 03L cl�► Cc W A;Z9t) 86Z NS-4 I -art Fi n to L0 sl less SLSt `5 t r c� (4�l't�OL8 S2c�y 6t S1Z� c'�S cc��'i LM A;1 f -)0} t� °a � S► `st }a my c � (ZSYasz) t+ 9t �} � cv Eo t s I 3 t "ao aI EE lb c > > �O .... 0 0 �a maYY Emaa R �ozo�ts m� mu.aa al �i 199 E �Z ARHOLDRM WLWWFML CHABOTOR CL E S09• t) Z96't A (SVe) sse-14 r DIL j rc►awio � V — � N NN m — iVT ,-r ti69) $$00L 0 0 #Igar Z1099 (ota't) tcc-4 �jt oc 8LZ't }%% isle) os k ao t£4L) £es-1 if o cco 'Y cd cd n �c os ° Il ♦ SU or 4E se a v R ) f ss�'zseZ' t;sea't,4 ooe't '4 es a Fi,-N La>£8S sec S► st r ZZ� Jr(9 R) SZ awl") r ( 4081t) LO", "r) r cm-44 03L cl�► Cc W A;Z9t) 86Z NS-4 I -art Fi n to L0 sl less SLSt `5 t r c� (4�l't�OL8 S2c�y 6t S1Z� c'�S cc��'i LM A;1 f -)0} t� °a � S► `st }a my c � (ZSYasz) t+ 9t �} � cv Eo t s I C6 m W U) a) O N N O L U Q) O ^L O z 7 O i O C i co i co r a) i i CL 3 t "ao aI EE lb c > > �O .... 0 0 �a maYY Emaa c ` m� mu.aa i C6 m W U) a) O N N O L U Q) O ^L O z 7 O i O C i co i co r a) i i CL 391 Under the scenario without the West Las Positas interchange, it was found that six of the 12 study intersections would operate at acceptable levels of service. The five study intersections on Stoneridge Drive between and including the I -680 Southbound Ramps and Hopyard Road (Nos. 313 8r- 346 - 349) plus the San Ramon Boulevard/1 -580 Westbound Ramps (No. 901) intersection are projected to operate unacceptably. With construction of the West Las Positas interchange, only three of these intersections, Hopyard Road /Stoneridge Drive (No. 313),1-680 Southbound Ramps /Stoneridge Drive (No. 346) and San Ramon Boulevard/I -580 Westbound Ramps (No. 901), are projected to operate at unacceptable levels of service. The following six study intersections are projected to operate unacceptably under the General Plan Buildout (No Project) scenarios: • Hopyard Road /Stoneridge Drive (No. 313) - With and without the West Las Positas interchange, this signalized intersection is projected to operate unacceptably during the p.m. peak hour. If the interchange is not built, the intersection is expected to continue to operate unacceptably even with the implementation of the anticipated City improvements described under the Existing plus Approved Projects scenario. However, the anticipated improvement would be sufficient to mitigate conditions to acceptable levels of service if the interchange is built. The West Las Positas Citizens' Committee is currently studying alternative mitigation measures to the interchange. As indicated in the recent West Las Positas Interchange Study, additional improvement options would be necessary to mitigate citywide buildout impacts on City streets and freeways (Dowling Associates, 1999). These options include the construction of braided freeway ramps at Stoneridge Drive, widening of Stoneridge Drive from Hopyard Road to I- 680, and implementation of accelerated employer trip reduction programs to reduce single occupant vehicle (SOV) commuting by Pleasanton employees between five to 14 percent. • I -680 Southbound Ramps /Stoneridge Drive (No. 346) - With or without the West Las Positas interchange, this signalized intersection is projected to operate at LOS F during the a.m. and p.m. peak hours. With the planned improvement, the intersection is expected to continue to operate unacceptably. If the interchange is not built, the intersection is expected to continue to operate unacceptably even with the implementation of the anticipated City improvements described under the Existing plus Approved Projects scenario. However, the anticipated improvement would be sufficient to mitigate conditions to acceptable levels of service if the interchange is built. EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth - Inducing Impacts 6 -10 West Dublin /Pleasanton BART Station and Transit Village 1 C '390 The West Las Positas Citizens' Committee is currently studying alternative mitigation measures to the interchange. Additional improvement options would be necessary to mitigate citywide r"I [ I buildout impacts on City streets and freeways as indicated in the recent West Las Positas Interchange Study if the interchange is not built. • 1-680 Northbound Ram ps/Stoneridge Drive (No. 347) - Without the West Las Positas interchange, this signalized intersection is projected to operate at LOS F during the p.m. peak hour. However, with the interchange, this intersection is projected to operate acceptably at LOS D. The West Las Positas Citizens' Committee is currently studying alternative mitigation measures to the interchange. Additional improvement options would be necessary to mitigate citywide buildout impacts on City streets and freeways as indicated in the recent West Las F7 Positas Interchange Study if the interchange is not built. • Johnson Drive/Stoneridge Drive (No. 348) - Without the West Las Positas interchange, this signalized intersection is projected to operate at LOS E during the p.m. peak hour. However, with the interchange, this intersection is projected to operate acceptably at LOS D. The West Las Positas Citizens' Committee is currently studying alternative mitigation measures to the interchange. Additional improvement options would be necessary to mitigate citywide buildout impacts on City streets and freeways as indicated in the recent West Las Positas Interchange Study if the interchange is not built. I • Denker Drive/Stoneridge Drive (No. 349) - Without the West Las Positas interchange, this signalized intersection is projected to operate at LOS E during the p.m. peak hour. However, with the interchange, this intersection is projected to operate acceptably at LOS D. The West Las Positas Citizens' Committee is currently studying alternative mitigation measures to the interchange. Additional improvement t options would be necessary to mitigate citywide buildout impacts on City streets * and freeways as indicated in the recent West Las Positas Interchange Study if the interchange is not built. • San Ramon Road/I-580 I Westbound Ramps (No. 901) - With I or without the West Las Positas interchange, this signalized intersection is projected to operate at LOS F during the p.m. peak hour. Widening to provide a third exclusive through lane on the northbound San Ramon Drive approach would mitigate conditions at this intersection. After implementation of this improvement, the intersection would operate acceptably at LOS C with and without the West Las Positas interchange. It should be noted that a Project Study Report for proposed reconfiguration of this interchange is currently being prepared for interchange by the City ii this of Dublin. This improvement is expect to be completed within five years. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 6-11 Cumulative and Growth-inducing Impacts l3 Table 6 -2 presents a summary of peak hour levels of service at the study intersections under General Plan Buildout (No Project) scenario. Level of service worksheets are provided in Appendix B. GENERAL PLAN BUILDOUT PLUS PROJECT CONDITIONS This scenario adds traffic generated by the proposed project in the Year 2020 to the General Plan Buildout (No Project) scenario. As described in the Dublin Traffic Analysis section of this report, ridership for the proposed West Dublin/Pleasanton BART Station is projected to increase between Year 2010, the near -term horizon, and the Year 2020, the buildout horizon year. Using the same modal split information previously presented and the 63/37 percent split between the Dublin and Pleasanton sides of the BART station, respectively, it is estimated that the proposed BART station on the Pleasanton side would generate approximately 88 more a.m. peak hour vehicle trips and 74 more p.m. peak hour vehicle trips than estimated for the near -term scenario. Similar to the near -term conditions, it is assumed that 15 percent of the home -based trips would be new trips and 85 percent would be diverted freeway trips. The work -based trips were assigned to the roadway network similar to the previous scenario. The General Plan Buildout plus Project turning movement volumes are shown on Exhibit 6 -3 Results of Level of Service Analysis lm acfi City of Pleasanton Intersections - Eadsting Plus Approved Proiects Plus P Proiect Plus General Plan Buildout Scenario. Cumulative traffic growth in the 6 -3 region would result in the unacceptable operation of six study intersections on Stoneridge Drive between and including Stoneridge Mall Road and Hopyard wt Road (Nos. 313 & 345 - 349) and the intersection of San Ramon Boulevard /I -580 Westbound Ramps (No. 901). With construction of the West Las Positas interchange, four of these intersections are projected to operate at unacceptable levels of service including Stoneridge Mall Road /Stoneridge Drive (No. 345), 1 -680 Southbound Ramps /Stoneridge Drive (No. 346), 1 -680 Northbound Ramps /Stoneridge Drive (No. 347), and San Ramon Boulevard /I -580 Westbound Ramps (No. 901). The traffic generated by the proposed project would contribute significantly to the unacceptable operation of three of these intersections. These include 1 -680 Southbound Ramps /Stoneridge Drive (No. 346),1 -680 Northbound Ramps/Stoneridge Drive (No. 347), and Johnson Drive/Stoneridge Drive (No. 348). This would be considered a significant cumulative traffic impact. EDAW Son Francisco Bay Area Rapid Transit District Cumulative and Growth- Inducing Impacts 6 -12 West Dublin /Pleasanton BART Station and Transit Village 0 $ ISO �i ►�(a4as)`e�Oa6 O YE �Z 9 s _ : BCD N 5m c� co Rio ^T �'� 469 }5tl a° C ¢ 6L7�'l) C. a cL iZLI)SE-� c°vn�, oW E4 E66 a So 14 c �p 9 ` C rQ °'Nr t6 Oct $ a Ck. sat $I A 44 4E BL I� S► EOe�r�a i,v 't 568'4 (9Zt)OE� ym t'l�fi4Z'tIl 8 N C tom- 4Q4 SE5► c c i L .� ' -tsza� si Vfr te-st c� BZ8 Z9E-� vQm c (0L8)EtiZ71 (o lz ?4— H r �n � w Cc 9 CAN 1L (9t)L.£ '� � 1L im"I 9 4 9 3 R c �► fist) O4 C 8 jvv .�.. (5l E4 vwi rz Q C N ^T N m CY � ' CS ;C os T v 29 ILSI)4 o5 A 4 �- QLt) )6 i) s (tO9) 5EO't a `i °' � (tea)o6� CtL (L6l)SIZ� 2K�N a (954)L9t��v r a KNOENDAM I AFSM"Rm RM HOME �I Acwr. 40 m f savamm � I gd � o g `/ M m � C-C> �z ° b' m EE Z w rc Re$T 'A p ff vYRtiOAV ACt n cmamlft rovrwoM G b' II � � O �, w % s > G O) C U N O 3 C C 9 J-1 e 0 70 a @ m m co W co Co m� Z CS J Ntiaa O bi co +r.. 6 EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth - Inducing Impacts 6 -14 West Dublin /Pleasanton BART Station and Transit Village TABLE 6 -2 PEAK HOUR INTERSECTION LEVELS OF SERVICE - BUILDOUT WITHOUT PROJECT SIGNALIZED INTERSECTION - WITHOUT 1- 680/WEST LAS POSITAS INTERCHANGE ID A.M. Peak Hour P.M. Peak Hour v/c LOS v/c LOS Intersection 302 FOOTHILL ROAD /CANYON WAY 0.69 B 0.89 D WITH GENERAL PLAN BUILDOUT IMPROVEMENT 0.64 B 0.85 D 304 FOOTHILL ROAD / STONERIDGE DRIVE 0.41 A 0.48 A 313 HOPYARD ROAD / STONERIDGE DRIVE 0.86 D 1.11 F WITH CITY INITIATED IMPROVEMENT 0.73 C 0.92 E 344 SPRINGDALEAVENUE /STONERIDGEDRIVE 0.50 A 0.79 C 345 STONERIDGE MALL ROAD / STONERIDGE DRIVE 0.90 D 0.87 D 346 I -680 SB RAMPS / STONERIDGE DRIVE 1.13 F 1.23 F WITH GENERAL PLAN BUILDOUT IMPROVEMENT 0.97 E 1.10 F WITH CITY INITIATED IMPROVEMENT 0.88 D 0.93 E 347 I -680 NB RAMPS / STONERIDGE DRIVE 0.88 D 1.10 F 348 JOHNSON DRrWSTONERIDGE DRIVE 0.74 C 0.93 E 349 DENKER DRIVE/STONERIDGE DRIVE 0.84 D 0.93 E 392 STONERIDGE MALL ROAD /CANYON WAY 0.40 A 0.46 A 901 SAN RAMON RD/1 -580 WB RAMPS 0.88 D 1.06 F - MITIGATED 3RD NB THRU 0.78 C 0.87 D 903 FOOTHILL ROAD/I -580 EB RAMPS 0.74 C 0.85 D SIGNALIZED INTERSECTIONS- WITH 1- 680/WEST LAS POSITAS INTERCHANGE ID Intersection A.M. Peak Hour P.M. Peak Hour v/c LOS v/c LOS 302 FOOTHILL ROAD /CANYON WAY 0.71 C 0.89 D WITH GENERAL PLAN BUILDOUT IMPROVEMENT 0.65 B 0.85 D 304 FOOTHILL ROAD / STONERIDGE DRIVE 0.40 A 0.46 A 313 HOPYARD ROAD / STONERIDGE DRIVE 0.70 B 0.98 E WITH GENERAL PLAN BUILDOUT IMPROVEMENT 0.58 A 0.83 D 344 SPRINGDALE AVENUF,/STONERIDGE DRIVE 0.50 A 0.78 C 345 STONERIDGE MALL ROAD / STONERIDGE DRIVE . 0.89 D 0.87 D 346 1 -680 SB RAMPS / STONERIDGE DRIVE 1.03 F 1.02 F WITH GENERAL PLAN BUILDOUT IMPROVEMENT 0.92 E 0.93 E WITH CITY INITIATED IMPROVEMENT 0.85 D 0.87 D 347 I -680 NB RAMPS / STONERIDGE DRIVE 0.81 D .090 D 348 JOHNSON DRIVE/STONERIDGE DRIVE 0.64 B 0.82 D 349 DENKER DRIVE/STONERIDGE DRIVE 0.77 C 0.83 D 392 STONERIDGE MALL ROAD /CANYON WAY 0.41 A 0.45 A EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth - Inducing Impacts 6 -14 West Dublin /Pleasanton BART Station and Transit Village p E TABLE 6 -2 PEAK HOUR INTERSECTION LEVELS OF SERVICE - BUILDOUT WITHOUT PROJECT 901 SAN RAMON RD/I -580 WB RAMPS 0.88 D 1.06 F - MITIGATED 3R' NB THRU 0.78 C 0.87 D 903 FOOTHILL ROAD/I -580 EB RAMPS 0.75 C 0.85 D NOTE: V/C = VOLUME TO CAPACITY RATIO, LOS = LEVEL OF SERviCE The forecasted traffic volumes illustrated in Exhibit 6 -3 were analyzed to determine intersection levels of service under the General Plan Buildout plus Project scenario with and without the West Las Positas interchange. Intersections projected to operate acceptably under the General Plan Buildout (No Project) scenario would continue to operate acceptably with the project with the exception of the intersections of Stoneridge Mall Road /Stoneridge Drive (No. 345) and I -680 Northbound Ramps /Stoneridge Drive (No. 347). The six study intersections on Stoneridge Drive between and including Stoneridge Mall Road and Hopyard Road (Nos. 313 & 345 349) plus the San Ramon Boulevard/I -580 Westbound Ramps (No. 901) intersection are projected to operate unacceptably. With construction of the West Las Positas interchange, five of these intersections are projected to operate at unacceptable levels of service including Hopyard Road /Stoneridge Drive (No. 313), Stoneridge Mall Road /Stoneridge Drive (No. 345), I -680 Southbound Ramps /Stoneridge Drive (No. 346), I -680 Northbound Ramps /Stoneridge Drive (No. 347), and San Ramon Boulevard/I -580 Westbound Ramps (No. 901). The following seven study intersections are projected to operate unacceptably under General Plan Buildout plus Project conditions: • Hopyard Road /Stoneridge Drive (No. 313) - Without the West Las Positas interchange, this signalized intersection is projected to operate unacceptably at LOS F during the p.m. peak hour whether or not the proposed project is developed. The project would increase the v/c by 0.01, which is less than the 0.02 threshold. Therefore, the project would not significantly affect the intersection under the buildout conditions. With the West Las Positas interchange, the intersection would operate acceptably. • Stoneridge Mall Road /Stoneridge Drive (No. 345) - With or without the West Las Positas interchange, this signalized intersection is projected to operate at LOS F during the a.m. peak hour with development of the proposed project. The mitigation measures described under the - near-term. scenarios, which consist of the construction of a free right -turn lane on the westbound Stoneridge Drive approach, would improve conditions to an acceptable LOS D K San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 6 -15 Cumulative and Growth - Inducing Impacts with and without the West Las Positas interchange. Therefore, the project would not significantly affect this intersection under the buildout conditions. • I -680 Southbound Ramps /Stoneridge Drive (No. 346) - With or without the West Las Positas interchange, this signalized intersection is projected to operate unacceptably at LOS F during the a.m. and p.m. peak hours whether or not the proposed project is developed. With the planned future improvement, the intersection is expected to continue to operate unacceptably. Considering the planned future improvement, the project would increase the v/c ratio by more than the 0.02 threshold during the a.m. peak hour. Therefore, the project is considered to significantly impact the intersection under the buildout conditions. • I -680 Northbound Ramps /Stoneridge Drive (No. 347) - Without the West Las Positas interchange, this signalized intersection is projected to operate unacceptably at LOS F during the p.m. peak hour whether or not the proposed project is developed. However, unlike the under the General Plan Buildout (No Project) scenario. This intersection is not projected to operate acceptably with the West Las Positas interchange. Therefore, this is considered a significant cumulative traffic impact. • Johnson Drive /Stoneridge Drive (No. 348) - Without the West Las Positas interchange, this signalized intersection is projected to operate unacceptably at LOS E during the p.m. peak hour whether or not the proposed project is developed. The project would increase the v/c ratio at the intersection by 0.02. Therefore, the project is considered to significantly impact the intersection. As under the General Plan Buildout (No Project) scenario, this intersection is projected to operate acceptably at LOS D with the West Las Positas interchange. • Denker Drive /Stoneridge Drive (No. 349) - Without the West Las Positas interchange, this signalized intersection is projected to operate unacceptably at LOS E during the p.m. peak hour whether or not the proposed project is developed. The project would increase the v/c ratio at the intersection by 0.01. Therefore, the project is not expected to significantly affect the intersection. As under the General Plan Buildout (No Project) scenario, this intersection is projected to operate acceptably at LOS D with the West Las Positas interchange. • San Ramon Road/I -580 Westbound Ramps (No. 901) - With or without the West Las Positas interchange, this signalized intersection is projected to operate at LOS E during the p.m. peak hour whether or not the proposed project is developed. The project would decrease the v/c ratio at the intersection. Therefore, the project would have less- than- significant impacts on the intersection. The improvements described under the near -term scenarios, which consists of the EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth - Inducing Impacts 6 -16 West Dublin /Pleasanton BART Station and Transit Village F 7 7-i F- construction of an additional northbound lane, would improve conditions to an acceptable LOS D with and without the West Las Positas interchange. Table 6 -3 presents a summary of peak hour levels of service at the study intersections under the General Plan Buildout plus Project scenario. The level of service worksheets are provided in Appendix B. A MITIGATION MEASURES Mitigation City of Dublin Intersections - Existing Plus Approved Proiects Plus Proiect Plus 6_1 General Plan Buildout Scenario. - The following mitigation measures are identified to improve cumulative traffic conditions to acceptable levels of service: • Dublin Boulevard /Golden Gate Drive - In response to cumulative traffic growth, the addition of a second exclusive northbound Left- turn lane on _Golden Gate Drive shall be installed to improve the level of service from LOS E to LOS D. The City of Dublin shall be responsible -- for implementing this improvement and Jones Lang LaSalle, or their successors in interest, shall r " contribute their fair -share portion through the payment of the City's Traffic Improvement Fee, which shall be calculated based on the vehicle trips generated by the transit village uses, exclusive of the vehicle trips generated by the BART Station and parking garages. BART shall contribute its fair -share portion through a separate payment to the City of Dublin, which shall be calculated based on the vehicle trips generated by the BART Station and parking garages. 1 , �.. Dublin Boulevard / Amador Plaza Road - In response to cumulative traffic growth, an exclusive i northbound right -turn lane and an exclusive southbound right -turn lane on Amador Plaza Road shall be installed to improve the level of service to LOS D. The City of Dublin shall be responsible for implementing this improvement and Jones Lang LaSalle, or their successors in interest, shall contribute their fair -share portion through the payment of the City's Traffic 77 Improvement Fee, which shall be calculated based on the vehicle trips generated by the transit village uses, exclusive of the vehicle trips generated by the BART Station and parking garages. BART shall contribute its fair -share portion through a separate payment to the City of Dublin, which shall be calculated based on the vehicle trips generated by the BART Station and parking garages. k w l San Francisco Bay Area Rapid Transit District EDAW -- West Dublin /Pleasanton BART Station and Transit Village 6 -17 Cumulative and Growth - Inducing Impacts a� -� C� i EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth- Inducing Impacts 6 -18 West Dublin /Pleasanton BART Station and Transit Village 7 Pi 7 ZI 0 TABLE 6 -3 PEAK HOUR INTERSECTION LEVELS OF SERVICE- BUILDOUT WITH PROJECT SIGNALIZED INTERSECTIONS - WITHOUT 1- 680/WEST LAS POSITAS INTERCHANGE Buildout Without Project Buildout With Project A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour ID Intersection Y/c Los v/c Los A LOS 302 FOOTHILL ROAD /CANYON WAY 0.69 B 0.89 D 0.71 C 0.90 D 304 FOOTHILL ROAD / STONERIDGE DRIVE 0.41 A 0.48 A 0.42 A 0.49 A 313 HOPYARD ROAD / STONERIDGE DRIVE 0.86 D 1.11 F 0.87 D 1.12 F 344 SPRINGDALEAVENUE /STONERIDGEDRIVE 0.50 A 0.79 C 0.53 A 0.81 D 345 STONERIDGE MALL ROAD / STONERIDGE DRIVE 0.90 D 0.87 D 1.10 F 0.90 D - MITIGATED 1 FREE WB RT LANE 0.44 A 0.87 D 346 I -680 SB RAMPS / STONERIDGE DRIVE 1.13 F 1.23 F 1.20 F 1.22 F WITH G.P. BUILDOUT IMPROVEMENT 0.97 E 1.10 F 1.04 F 1/09 F WITH CITY INITIATED IMPROVEMENT 0.88 D 0.93 E 0.95 E 0.98 E 347 I -680 NB RAMPS / STONERIDGE DRIVE 0.88 D 1.10 F 0.87 D 1.13 F 348 JOHNSON DRRWSTONERIDGE DRIVE 0.74 C 0.93 E 0.73 C 0.95 E 349 DENKER DRnWSTONERIDGE DRIVE 0.84 D 0.93 E 0.86 D 0.94 E 392 STONERIDGE MALL ROAD /CANYON WAY 0.40 A 0.46 A 0.43 A 0.46 A 901 SAN RAMON RD/I -580 WB RAMPS 0.88 D 1.06 F 0.88 D 1.04 F - MITIGATED 3m NB THRU 0.78 C 0.87 D 0.78 C 0.86 D 903 FOOTHILL ROAD/I -580 EB RAMPS 0.74 C 0.85 D 0.75 C 0.85 D SIGNALIZED INTERSECTIONS - WITH I- 680/WEST LAS POST TAS INTERCHANGE BunDouT WrrxoUT PROJECT BUILDOUT WrrH PROJECT ID INTERSECTION A.M. PEAK HOUR P.M. PEAK HOUR A.M. PEAR HOUR P.M. PEAK HOUR Y/C LOS v/C LOS v/C LOS v/C LOS 302 FOOTHILL ROAD /CANYON WAY 0.71 C 0.89 D 0.74 C 0.90 D WITH G.P. BUILDo TT IMPROVEMENT 0.65 B 0.85 D 0.68 B 0.86 D 304 FOOTHILL ROAD / STONERIDGE DRIVE 0.40 A 0.46 A 0.40 A 0.47 A 313 HOPYARD ROAD / STONERIDGE DRIVE 0.70 B 0.98 E 0.72 C 0.92 E WITH CITY INITIATED IMPROVEMENT 0.58 A 0.83 D 0.59 A 083 D 344 SPRINGDALE AVENUE/STONERIDGE DRIVE 0.50 A 0.78 C 0.53 A 0.79 C 345 STONERIDGE MALL ROAD / STONERIDGE DRIVE 0.89 D 0.87 D 1.02 F 0.89 D - MITIGATED 1 FREE WB RT LANE 0.42 A 0.85 D 346 I -680 SB RAMPS / STONERIDGE DRIVE 1.03 F 1.02 F 1.09 F 1.01 F WITH G.P. BUILDoUT IMPROVEMENT 0.92 E 0.93 E 0.95 E 0.93 E WITH CITY INITIATED IMPROVEMENT 0.85 D 0.87 D 0.90 D 0.89 D 347 I -680 NB RAMPS / STONERIDGE DRIVE 0.81 D 0.90 D 0.84 D 0.92 E 348 JOHNSON DRIVE/STONERIDGE DRIVE 0.64 B 0.82 D 0.66 B 0.84 D 349 DENKER DRIVE/STONERIDGE DRIVE 0.77 C 0.83 D 0.78 C 0.83 D 392 STONERIDGE MALL ROAD /CANYON WAY 0.41 A 0.45 A 0.45 A 0.45 A EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth- Inducing Impacts 6 -18 West Dublin /Pleasanton BART Station and Transit Village 7 Pi 7 ZI 0 r- t. r~ TABLE 6 -3 PEAK HOUR INTERSECTION LEVELS OF SERVICE- BuILDOUT WITH PROJECT 901 SAN RAMON RDA -580 WB RAMPS 0.88 D 1.06 F 0.88 D 1.02 F - MITIGATED 0.78 C 0.87 D 0.78 C 0.86 D 903 FOOTHILL ROAD/I -580 EB RAMPS 0.75 C 0.85 D 0.77 C 0.85 D NOTE: VIC = VOLUME TO CAPACITY RATIO, LOS = LEVEL OF SERVICE VDU rt. St. Patrick Way /Golden Gate Drive - In response to cumulative traffic growth, a traffic signal shall be installed at this intersection. The installation of a traffic signal would improve the intersection level of service from LOS F to LOS A during both peak hours. The City of Dublin shall be responsible for implementing this improvement and Jones Lang LaSalle, or their successors in interest, shall contribute their fair -share portion through the payment of the City's Traffic Improvement Fee, which shall be calculated based on the vehicle trips generated by the transit village uses, exclusive of the vehicle trips generated by the BART Station and parking r garages. BART shall contribute its fair -share portion through a separate payment to the City of Dublin, which shall be calculated based on the vehicle trips generated by the BART Station and parking garages- _; MiBgation City of Dublin Roadway Segments - EadstinJ; Plus Approved Projects Plus 6-2 Project Plus General Plan Buildout Scenario. The following mitigation measures are identified to improve cumulative traffic conditions to acceptable levels of service: The roadway segments of Amador Plaza Road south of Dublin Boulevard and Golden Gate Drive between Dublin Boulevard and St. Patrick Way shall be widened (restriped) to four lanes (two in each direction). The City of Dublin shall be responsible for implementing this improvement and Jones Lang LaSalle, or their successors in interest, shall contribute their fair- share portion through the payment of the City's Traffic Improvement Fee, which shall be calculated based on the vehicle trips generated by the transit village uses, exclusive of the vehicle i trips generated by the BART Station and parking garages. BART shall contribute its fair -share _ portion through a separate payment to the City of Dublin, which shall be calculated based on i the vehicle trips generated by the BART Station and parking garages. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 6-19 Cumulative and Growth- Inducing Impacts i qoi Mitigation City of Pleasanton Intersections - Eadsting Plus Approved Projects Plus Project 6 -3 Plus General Plan Buildout Scenario. The following mitigation measures are recommended to improve conditions to acceptable levels of service: • Southbound I -680 Ramps /Stoneridge Drive (No. 346) - In response to cumulative traffic growth, the planned and anticipated improvements identified under the Existing plus Approved Projects scenario, restriping the southbound I -680 off-ramp to convert two right -turn lanes and two left -turn lanes into one right -turn lane and three-left-turn lanes, and the widening the westbound Stoneridge Mall Road approach to provide three through lanes and a free right -turn lane onto the I -680 southbound on -loop, shall be implemented. The City of Pleasanton shall be responsible for implementing this improvement and Jones Lang LaSalle, or their successors in interest, shall contribute their fair -share portion through the payment of the City's Traffic Improvement Fee, which shall be calculated based on the vehicle trips generated by the transit village uses, exclusive of the vehicle trips generated by the BART Station and parking garages. BART shall contribute its fair -share portion through a separate payment to the City of Pleasanton, which shall be calculated based on the vehicle trips generated by the BART Station and parking garages. This intersection would operate acceptably with implementation of these improvements and construction of the West Las Positas interchange. However, without construction of the West Las Positas interchange, this intersection would continue to operate unacceptably even with implementation of the intersection improvements. • Northbound I -680 Ramps /Stoneridge Drive (No. 347) - In response to cumulative traffic growth, the eastbound Stoneridge Drive approach to the I -680 northbound loop on -ramp shall be widened to provide a free right -turn lane. The City of Pleasanton shall be responsible for implementing this improvement and Jones Lang LaSalle, or their successors in interest, shall contribute their fair -share portion through the payment of the City's Traffic Improvement Fee, which shall be calculated based on the vehicle trips generated by the transit village uses, exclusive of the vehicle trips generated by the BART Station and parking garages. BART shall contribute its fair -share portion through a separate payment to the City of Pleasanton, which shall be calculated based on the vehicle trips generated by the BART Station and parking garages. EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth - Inducing Impacts 6 -20 West Dublin /Pleasanton BART Station and Transit Village 7 0 19 r 7�Z This intersection would operate acceptably with implementation of these improvements and construction of the West Las Positas interchange. However, without construction of the West Las Positas interchange, this intersection would continue to operate unacceptably even with implementation of the intersection improvements. • Johnson Drive /Stoneridge Drive (No. 348) - This intersection would operate acceptably with implementation of the West Las Positas interchange. However, without construction of this t >> interchange, this intersection would operate unacceptably. No feasible mitigation measures are available to reduce this impact to a less - than- significant level. LEVEL OF SIGNIFICANCE AFTER MITIGATION 1 Following implementation of the identified mitigation measures, significant and unavoidable cumulative traffic impacts would be anticipated at the intersections of I -680 Southbound Ram s Stonerid e Drive ( No. 346 )� I -680 Northbound RamPs Stonerid g e Drive ( No. 347 )� and Johnson Drive /Stoneridge Drive (No. 348) if the West Las Positas interchange is not constructed. If r-- the interchange is constructed, the mitigation measures identified above would reduce the cumulative traffic impacts at these intersections to less- than- significant levels. t. LAND USE r— r The population growth anticipated in the Pleasanton and Dublin areas with development of the respective general plan land uses would alter the land use patterns within both cities by increasing urbanization, expanding the employment base and increasing the population. The City of Pleasanton General Plan identifies identified specific goals to be achieved with growth in the city. These goals include implementation of the growth management requirements of the Pleasanton Growth Management Program. Development of the transit village uses would be consistent with the land use goals of the general plans for both cities and would not be expected to result in cumulative land use impacts. HYDROLOGY Cumulative development in the City would increase the demand for storm water management during large storm events. The proposed project includes infrastructure intended to accommodate development of the site as proposed. Cumulative development would also be required to provide appropriate infrastructure to accommodate storm water runoff. Because adequate infrastructure would San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 6 -21 Cumulative and Growth- Inducing Impacts L103 w be provided for the proposed project, it would not be expected to contribute significantly to cumulative hydrology impacts. NOISE Noise levels associated with increased traffic volumes are projected to increase to varying degrees in both cities with buildout of their respective general plans. The proposed project would contribute, on a cumulative basis, to the increase in vehicle noise along local roads, although because of the relatively small size of the proposed project, significant contributions would not be anticipated. As discussed in Section 4.3 - Noise of this report, the greatest increase in noise levels along local roads attributable to the proposed project would be 2.0 dBA CNEL on Golden Gate Drive between Dublin Boulevard and St. Patrick Way. This stretch of road currently has no sensitive receptors that would be affected by this noise increase. All other increases in noise along local roads directly attributable to the proposed project would be equal to or less than 1.5 dBA CNEL. Because an increase of 3 dBA is typically considered the lowest increase in noise levels detectable by the average person, the project's cumulative contribution would be considered negligible. Noise levels on the site are expected to increase by between 0.2 and 0.3 dBA CNEL with cumulative buildout, directly associated with increased traffic volumes on Interstate 580. Again, because this noise increase would not be detectable to the average person, the project's cumulative noise impacts would be negligible. AIR QUALITY The City of Pleasanton General Plan identifies air quality impacts anticipated with buildout. The general plan states that the largest increase in regional emissions related to buildout would be from automobile traffic. The increase in total daily vehicle miles traveled is estimated at 28% in the year 2010. Emissions associated with these additional vehicle miles are also estimated. In 2010, hydrocarbon emissions from automobile traffic are expected to be approximately 63% below current levels, while emissions of oxides of nitrogen are expected to be about 27% below current levels. Particulate emissions are expected to increase by 15% although no exceedances of the State or Federal standards would be expected. This is because auto traffic is responsible for only about 6% of the particulate emissions in Alameda County. Auto - related carbon monoxide emissions are expected to be 58% below current levels. The general decrease in auto - related emissions is based on a more efficient auto fleet mix that would include advancing technologies that would minimize emissions. The City of Dublin General Plan does not specifically identify the air quality impacts anticipated with buildout of the City. However, because of the rapid growth in the region and available space within the City for development, similar increases in daily vehicle miles traveled would be anticipated. EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth- Inducing Impacts 6 -22 West Dublin /Pleasanton BART Station and Transit Village 7n V k In accordance with BAAQMD CEQA Guidelines, any proposed project that would individually have �- significant air quality impact would also be considered to have a significant cumulative air quality i impact. Because the proposed project would result in a net decrease in regional emissions with construction of the approved BART Station, the project's contribution to cumulative regional air quality impacts would be considered less than significant. PUBLIC SERVICES AND UTILITIES WATER DEMAND, SUPPLY AND DISTRIBUTION The project would contribute to a cumulative demand for water that, in combination with buildout of the general plans for both cities, would require augmentation of presently identified water sources for the area. As discussed in Section 4.6.3, water is supplied to the Dublin portion of the project site by the Dublin San Ramon Services District (DSRSD) and the Pleasanton portion of the project site by the City of Pleasanton Water Division. Both purchase the majority of their water from Zone 7 with supplementation by local groundwater supplies. City of Dublin ._: The DSRSD is currently revising their Water Supply Master Plan; it is projected to be completed and adopted in the beginning of 2001. According to DSRSD, adequate water capacity currently exists p, within their service area and any deficiencies within the system's infrastructure will be addressed through the updated Water Supply Master Plan (City of Dublin, 2000) . Upon completion of the Master Plan, future development proposals will be reviewed on a case by case basis by DSRSD staff to ensure adequate supply is available to meet projected demand (City of Dublin, 2000). In an effort to reduce the potential for cumulative impacts upon the local water supply system, the City of Dublin has made major commitments in concert with the Dublin San Ramon Services District toward water conservation. Specifically, the City requires the use of recycled water for landscape irrigation within the Eastern Dublin Specific Plan and General Plan Amendment, and the Schaefer €" Ranch General Plan Amendment project areas. In addition, the City has adopted Water - Efficient Landscaping Regulations as part of their Zoning Ordinance, requiring where practical, the irrigation of commercial landscape with reclaimed water (ESA 1998). r San Francisco Bay Area Rapid Transit District EDAW r West Dublin /Pleasanton BART Station and Transit Village 6 -23 Cumulative and Growth- Inducing Impacts r i qOS_ City of Pleasanton The City of Pleasanton General Plan sets forth policies and programs to promote water conservation and supply management within its jurisdiction. Water Policy 4 of the Public Facilities Element of the General Plan lists programs to ensure an adequate water system for existing and future development and calls for the maintenance of an adequate reserve of water in storage facilities(see Section 4.6.3). Water Quality Policy 10 of the Conservation Element of the General Plan lists programs which foster conservation. In addition to these programs, the City implements the following measures consistent with the Best Management Practices of the California Urban Water Conservation Council: • $75 rebates for ultra low -flush toilets, both residential and commercial • Free low -flow shower heads • Water conservation brochures are available to customers • Water conservation information is included in the Annual Water Quality Report distributed to all water system customers • Water conservation messages are placed periodically in water bills • Pleasanton Municipal Code Section 9.30 includes mandatory requirements and /or prohibitions regarding water conservation. Continued implementation of such measures by both jurisdictions, in conjunction with planned improvements to the DSRSD Water Supply Master Plan would ensure that the water demands of the proposed project would not contribute significantly to future water requirements within the local jurisdictions. There would be no significant cumulative water supply impact associated with the proposed project. WASTEWATER COLLECTION, TREATMENT AND EXPORT City of Dublin As indicated in Section 4.6.45 Wastewater Service and Treatment, DSRSD operates the wastewater collection system within the City of Dublin. According to the West Dublin BART Specific Plan (City of Dublin, 2000), wastewater generation estimates are established using land use projections for the DSRSD service area. These projections are based on information contained within the General Plans of the jurisdictions within the service area. The DSRSD Wastewater Collection Svstem Master Plan Update (WCSMP), completed in May 2000, assumed ultimate densification would occur in the Downtown Core area of Dublin, thus the generation of wastewater by development comparable to the W r EDAW San Francisco Bay Area Rapid Transit District fumulative and Growth- Inducing Impacts 6 -24 West Dublin /Pleasanton BART Station and Transit Village I 4d� h proposed project, in conjunction with other potential and pending projects, has been analyzed and planned for by DSRSD in the assessment of fixture sewer capacity (City of Dublin, 2000). To accommodate future development, the WCSMP prepared by DSRSD plans the following capital improvements to the collection system: • Dublin Trunk Relief Sewer • Dublin Boulevard West Relief Sewer • Dublin Boulevard Relief Sewer. The majority of project costs associated with the improvements are allocated to future customers of the DSRSD. The additional wastewater flows attributed to development under the proposed project could contribute to a possible future shortfall of treatment capacity at the DSRSD wastewater treatment plant and a shortfall of export capacity by LAVWMA facilities. Expansion of the DSRSD treatment plant has been planned to meet future demands. The first phase of expansion is included within the DSRSD current Capital Improvement Plan and is intended to expand treatment capacity in increments based on logical treatment process units, balanced with 10 to 12 year growth need increments. The LAVVV A expansion provides increased export capacity for its member agencies service areas. Both projects have been planned to accommodate growth set forth in existing General Plans of the area. City of Pleasanton As stated in section 4.6.4 of this document, consistent with the City of Dublin, wastewater from the i City of Pleasanton is treated at the DSRSD facility and transported via LAVWMA export pipelines. r " Pleasanton, however is responsible for the collection of its own wastewater, and City collection facilities would adequately supply the project site. To ensure cumulative impacts upon the system do not occur, k'" the City sets forth in its Public Facilities Element of the General. Plan the following policies and programs: r Policy 1: Phase construction of permanent City sewer improvements as a condition of t^ new development to maintain City service standards, Program 1.1 Coordinate developer financing with the City's Capital Improvement Program to ensure adequate capacity for future growth. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 6 -25 Cumulative and Growth - Inducing Impacts y®-7 Program 1.2: Evaluate infrastructure capacity ad needed improvements as part of the City's Growth Management Report. • Policy 2: Secure sewage capacity through all available means for residential, commercial, and industrial development. Program 2.1: Require new development to pay its fair share of the City's planned sewer system improvements including treatment, distribution, reuse, and export facilities. • Policy 3: Approve only those sewage collection, treatment and export expansion alternatives which are cost -and energy - efficient and do not create a health hazard. Program 3.1: Utilize wastewater reuse /reclamation methods to the fullest extent feasible (City of Pleasanton 1996) Because development compatible with the proposed project, in conjunction with numerous other development proposals, has been considered by both DSRSD and LAVWMA in their future capacity plans (ESA, 1998), and because the City of Pleasanton sets forth policies to reduce present and future impacts upon the wastewater collection system, no significant cumulative impact upon wastewater services would be anticipated. Other Public Services Cumulative development in both cities would increase the demand on other public services and utilities s including fire and police protection services, school facilities, solid waste, electricity, natural gas, telephone services and park facilities. While development of the proposed project would contribute to these increased demands, both cities include specific policies and implementation programs that require the provision of public services and utilities prior to approving any new developments. In the case of schools, the respective school districts implement their own planning procedures based upon local General Plan growth projections, ensuring adequate facilities and funding mechanisms are established. The funding mechanisms include the requirement of new developments to pay school impact fees on a per residential unit basis. Consistent application of these policies and programs would ensure that significant cumulative impacts would not occur for fire and police protection services, school facilities, solid waste, electricity, natural gas, telephone services, and park facilities. EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth- Inducing Impacts 6 -26 West Dublin /Pleasanton BART Station and Transit Village r, 4n$ PUBLIC HEALTH AND SAFETY Buildout of both cities general plans would be expected to increase public health and safety impacts by increasing population densities. However, because the proposed project would have negligible effects on public health and safety in the local area, its development would not be expected to contribute substantially to cumulative public health and safety impacts. AESTHETICS The cumulative development associated with buildout of both cities general plans would be expected to alter the visual character of Pleasanton and Dublin by introducing more urban uses. However, the existing visual character of the project site is dominated by commercial and office uses. Development of the proposed project would be consistent with this existing visual character and would not significantly contribute to changes in the regions visual character. BIOLOGY Buildout of both cities general plans would be expected to cause biological impacts through the reduction in habitat for a variety of species. However, because the proposed project would have negligible effects on wildlife habitat in the local area, its development would not be expected to contribute substantially to cumulative biological resource impacts. CULTURAL RESOURCES Due to the nature of cultural resources, adverse impacts are site - specific and not generally affected by cumulative development in the region. Impacts would need to be determined on a project -by- project basis. Because no cultural resources have been identified on the project site, development of the proposed project would not be expected to contribute to cumulative cultural resource impacts. POPULATION AND HOUSING The proposed project would contribute less than I% to the current population within the City of Dublin. On a regional scale, the project's contributions would be even less. Although cumulative development will continue to increase regional population growth, the proposed project is not expected to contribute significantly to this trend. The project's effects on housing would generally be positive by increasing the availability of local housing units. i San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 6 -27 Cumulative and Growth- Inducing Impacts i ya01 ENERGY RESOURCES The proposed project would contribute to the cumulative demand for energy resources in the region. Based on current limited excess energy capacity, future growth in the region may generate energy demands in excess of available supplies. Although the proposed project would contribute to this future demand, the project's energy usage would be insignificant when compared to the total demand. 6.2 GROWTH- INDUCING IMPACTS OF THE PROPOSED PROJECT Section 15126.2(d) of the State CEQA Guidelines requires a discussion of a proposed project's ability to foster economic or population growth, or the construction of additional housing, either directly or indirectly, in the surrounding environment. Included in this are projects which would remove obstacles to population growth (a major expansion of a waste water treatment plant might, for example, allow for more construction in service areas). Additional examples of growth- inducing actions include developing service areas from previously unserved areas, extending transportation routes into previously undeveloped areas, and establishing major new employment opportunities. C Although the residential component of the proposed project would increase the population in the local area, significant growth - inducing impacts would not be anticipated. The proposed project would in -fill within a highly developed commercial area that has extensive services available for project residents and employees. Public services and utility connections are readily available on both the Pleasanton and Dublin parcels for this type of development. The proposed project would not constitute leap -frog an development and would not encourage growth on adjacent lands. No impediments to growth would be removed. No unplanned growth is anticipated with development of the project site and no growth - inducing impacts would be expected. EDAW San Francisco Bay Area Rapid Transit District Cumulative and Growth- Inducing Impacts 6-28 West Dublin /Pleasanton BART Station and Transit Village El 77 7 REPORT PREPARATION 4110 SAN FRANCISCO BAY AREA RAPID TRANSIT DISTRICT .................. Lead Agency �i Kath y Mayo y ............... Deputy Executive Manager of Transit System Development -�- Jeffrey P. Ordway .............................. Manager of Property Development ' John H. Rennels, Jr . .... ............................... Senior Real Estate Officer Janie L. Layton ............................. Manager of Environmental Compliance JONES LANG LASALLE ........ ............................... Project Applicant Robert M. Russell ..... . . . ...... .. ........ .. .. ..... Vice President .. .. .... .. .. Ronnie Warner, AICP .... ........ ....... Project Manager EDAW... ............................... ............ . EIR Preparation Gary Jakobs, AICP ............... ............................... Project Director Douglas Brown ........ ............................... Senior Project Manager Kurt Legleiter ............ ............................... Environmental Analyst Lisa Dicke .............. ............................... Environmental Analyst Anne King .... ............................... ......................Biologist Carol Grindley .................. ............................... Graphic Artist Joan McHale ........ ............................... Word Processing/Publication Susan Stefan ............... ............................... Editing/Publication PILLSBURY MADISON & SUTRO LLP ..................... BART Legal Representation Sharon M. Solomon ........ ..... . ......................... BART Legal Counsel TJKM TRANSPORTATION CONSULTANTS .................... Transportation Analysis Chris D. Kinzel ............... ............................... Project Director Lori Hileman ......... ............................... Transportation Engineer Yvetteh Ortiz -Rios ........... ............................... Project Engineer Glenn Blackwelder ............. .. ..... . Assistant Engineer Lily Moore ......................................... Administrative Supervisor Geri Foley ................. ............................... Graphics Designer NBBJ........................ ............................... Project Architect Steven G. Ryder ............................................. Senior Associate San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 1 -1 Report Preparation i Z-/// 8 REFERENCES and PERSONAL COMMUNICATIONS 8.1 REFERENCES r- k' Alameda County. 1966. County ofAlameda General Plan, Scenic Route Element. 1994 (Revised). 1966 (Adopted). Bay Area Air Quality Management District (BAAQMD) . 1997. BAAQMD Clean Air Plan. 1996 (June). San Francisco Bay Area Ozone Attainment Plan. 1996 (April). BAAQMD CEQA Guidelines, Assessing the Air Quality Impacts of Projects and Plans_ Baker, Joseph E. 1914. Past and Present ofAlameda County, California, Vol. I. Bay Area Rapid Transit District (BART). 2000 (Mar). Bart Ridership Forecasting Model. Accessed June 1, 2000. Transit Information. Url: http://www.transitinfo.orgfcgi- bin/sched. 1990 (jan). Mitigation Monitoring Plan for the Dublin/Pleasanton Extension Project. 7 1989 (Sept). Draft Environmental Impact Report Dublin/Pleasanton Extension Project. 1989 (Sept). BART Dublin/Pleasanton Extension Technical Report on Noise and Vibration.. ` Final Report prepared by Woodward -Clyde Consultants. 1989 (Dec). Comments and Responses on the Draft Environmental Impact Report -t Dublin/Pleasanton Extension Project. r- Bechtel Environmental, Inc. 1991 (April). Dublin Pleasanton Extension Preliminary Site Assessment (Phase 2A) and Filed Investigation Work Plan (Phase 2B) . Prepared for Bay Area Rapid Transit District. 1990 (Dec). Dublin Pleasanton Extension Preliminary Site Assessment Phase A - Prior Use Report. Prepared for Bay Area Rapid Transit District. California Air Resources Board (ARB). 1992 (June). California Surface Wind Climatology. Accessed July 11, 2000. url: http: / /www.arb.ca.gov. California Air Quality Data. is t San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 8 -1 References and Personal (ommunications . Accessed August 24,1999. url: http: / /www.arb.ca.gov. California Basic Educational Data System (CBEDS)Enrollment Figures for 1999 -2000 School Year, (http: / /www.cde.ca.gov /demographics). May 2000. California, State of, Department of Finance, Demographics Research Unit. 2000 (May). City /County Population and Housing Estimates, 1991 -2000, with 1990 Census Counts. Sacramento, California. Caltrans. 1998. Traffic Volumes on California State Highways. Cervero, Robert. 1993. Ridership Impacts of Transit focused Development in California. City of Dublin. 1985 (Adopted). 1998 July (Revised). The Dublin General Plan. . 2000 (Proposed). West Dublin BART Spec Plan. . 1997 (Adopted). Zoning Ordinance City of Pleasanton. 1999. City of Pleasanton Annual Water Quality Report. . 1999 (May). Annual Traffic Counts for Baseline 1998 Report. 1999 (June). Pleasanton Traffic Model. 1998 (Nov) Vineyard Avenue Corridor Specific Plan EIR. 1996 (Aug). The Pleasanton General Plan. 1996 (Adopted). Zoning Ordinance. 1989 (Nov). City of Pleasanton Municipal Code. Chapter 9.04. Noise Regulations . 1982 (Adopted). Ordinance No. 1014. Contra Costa County Transportation Authority (CCTA), Technical Procedures, September 1997. Dowling Associates. 1999 (Nov). Final Traffic Analysis Report for. the West Las Positas Interchange Study. Environmental Science Associates (ESA). 1998 (Jan). Livermore Amador Valley Water ManagementAgency Export Pipeline Facilities Project EIR. Prepared for the Livermore - Amador Valley Water Management Agency EDAW Son Francisco Bay Area Rapid Transit District References and Personal Communications 8 -2 West Dublin /Pleasanton BART Station and Transit Village ' Fickstad, Walter N. 1955. A Century of California Post Offices, 1848 -1954. Gudde, Erwin G. 1969. California Place Names. t Institute of Transportation Engineers. 1997. Trip Generation, Sixth Edition. t 1987. Parking Generation, Second Edition. International Conference of Building Officials (ICBO). 1997. Uniform Building Code, Volumes 1 and 2. f Kaye, Katherine. 1986. "Memories of Castro Valley." Adobe Trails 22 (1):1 -5. '.v Kelly, Marcia K. 1989. Archaeological Survey Report for the Proposed Reconstruction of the I -58011 -680 Interchange. Prepared for Caltrans. t- Kroeber, A.L. 1976. Handbook of the Indians of California. e Levy, Richard. 1978. Costanoan. Handbook of North American Indians. Vol. 3: California. Livermore - Amador Valley Water Management Agency (www.lavwma.com). 2000. Merritt, Frank Clinton. 1928. History ofAlameda County California, Vol. 1. Morton, Don. 1938. "Rancho Santa Rita." Historical Sites and Landmarks of Alameda County, California. National Oceanic and Atmospheric Administration (NOAA). 1992. Monthly Station Normals of .3 Temperature, Precipitation, and Heating and Cooling Degree Days 1961 1990. Northwest Information Center (NIC). 2000 (May 15). Revised Records Search Results for the West Dublin /Pleasanton BART Station and Transit Village Project. Omni Means Engineers and Planners. 2000 (Mar). Transportation Analysis for the Proposed Dublin Downtown Specific Plans. TJKM Transportation Consultants. 2000 (June 15). A Traffic Impact Study of the Proposed West Dublin/Pleasanton BART Station, Administrative Draft. Tomich, James A. Letter dated August 7, 2000, to Kurt Legleiter of EDAW. Transportation Research Board. 1994. Highway Capacity Manual. Urban Land Institute. 1983. Shared Parking. 1 San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 8-3 References and Personal Communications t L113 qi4 U.S. Federal Highway Administration (FHWA). June 1995. Highway Traffic Noise Analysis and Abatement Policy and Guidance. U.S. Department of Transportation. Federal Transit Administration. 1995 (April). Transit Noise and Vibration ImpactAssessment. U.S. Environmental Protection Agency (EPA). Accessed July 6, 2000. EPA's Indoor Air Quality (IAQ) Home Page. UrI: http: / /www.epa.gov /iaq. Accessed June 20, 2000. Global Environmental Monitoring System/Urban Air Pollution Monitoring and Assessment Programme (GEM/AIRS) Air Quality Data. AIRS Executive Database. 1985. Compilation ofAir Pollution Emission Factors Volume 17. Mobik Sources. Office of Air Quality Planning and Standards. Research Triangle Park, North Carolina. AP -42. Fifth Edition. 1971 (Dec) . Noise from Construction Equipment and Operations, Building Equipment, and Home Appliances. Wilson, Richard. 1999 (Feb). BART -SFO Extension Parking Policy Issue Paper. Woodward -Clyde Consultants. 1989 (Sept). Geology /Seismology and Hazardous Materials Bay Area Rapid Transit District Dublin /Pleasanton Extension Project. Prepared for Bay Area Rapid Transit District. 1989 (Sept). Cultural Resources Technical Report for the San Francisco BART Dublin/Pleasanton Extension Project. Prepared for the San Francisco Bay Area Rapid Transit District. 1989. Water Resources Technical Report for the BART Dublin/Pleasanton Extension Project. Prepared for the San Francisco Bay Area Rapid Transit District. 8.2 PERSONAL COMMUNICATIONS Baez, Al. Project Engineer, City of Pleasanton. Personal communication with L. Dicke of EDAW. July 2000. Biagtan, Rhodora. Associate Engineer, Dublin San Ramon Services District. Personal communication with L. Dicke of EDAW. July 2000. Brameli, Tom. Deputy Chief of Operations, Livermore - Pleasanton Fire Department. Personal communication with L. Dicke of EDAW. June 2000. EDAW San Francisco Bay Area Rapid Transit District References and Personal Communications 84 West Dublin /Pleasanton BART Station and Transit Village log A 7 L/ F Cusenza, Steve. Utility Facilities Director, City of Pleasanton. Personal communication with L. Dicke of EDAW. July 2000. r^ is t. Damin- Fujita, Darlene. Secretary, Alameda County Fire Department. Personal Communication with L. Dicke of EDAW. June 2000. Dublin San Ramon Services District. Written communication. July 2000. Ferdinand, Jim. Fire Marshall (Dublin), Alameda County Fire Department. Personal Communication with L. Dicke of EDAW. June 2000. Finne, Gerald. Crime Analyst, City of Pleasanton Police Department. Personal communication with L. Dicke of EDAW. March 2000. Fowoer, Rob. Operations Manager, DSRSD Wastewater Treatment Facility. Personal communication with L. Dicke of EDAW. June 2000. Galloway, Peter. Omni Means Engineers and Planners. Personal communication with TJKM. 2000. Graves, Jay. Officer, City of Pleasanton Police Department. Personal communication with L. Dicke of EDAW. March 2000. Hardester, John. Lieutenant, Dublin Police Services. Personal communication with L. Dicke of EDAW. Marchand April 2000. Hardy, Lynn. Manager, BART Safety Department. Personal Communication with L. Dicke of EDAW. June 2000. a Housen, Vivien. General Manager, Livermore - Amador Valley Water Management Agency. Personal communication with L. Dicke of EDAW. July 2000. Kolz, John. Planner, Zone 7 Water Agency. Personal communication with L. Dicke of EDAW. June 29, 2000. is. Plucker, Greg. Associate Planner. Personal communication with Kurt Legleiter, Environmental F Analyst of EDAW. June 3, 1998 Savage, Gregg. Lieutenant, BART Police Department. Personal communication with L. Dicke of EDAW. March and April 2000. Stephens, Judy. Secretary of Educational Services, Dublin Unified School District. Personal communication with L. Dicke of EDAW. July 2000. Son Francisco Bay Area Rapid Transit District EDAW .. West Dublin /Pleasanton BART Station and Transit Village 8-5 References and Personal Communications a Webb, Bruce. Senior Planner, Dublin San Ramon Services District. Personal communication with L. Dicke of EDAW. July 2000. EDAW Son Francisco Bay Area Rapid Transit District References and Personal Communications B -b West Dublin /Pleasanton BART Station and Transit Village i West Dublin /Pleasanton BART Station and Transit Village SAN FRANCISCO BAY AREA RAPID TRANSIT DISTRICT P.O. Box 12688 800 Madison Street Oakland CA 94604 -2688 John H. Rennels, Jr. Sr. Real Estate Officer EDAW ' 2022 J Street Sacramento CA 95814 Douglas Brown Project Manager j April 11, 2000 j i /_// 9 l n PUBLIC SCOPING MEETING West Dublin/Pleasanton BART Station and Transit Village Draft Supplemental Environmental Impact Report y Thursday, May 4, 2000 ,._ 7:00 PM - 9:00 PM 1 = City of Dublin Council Chambers 100 Civic Plaza Drive The San Francisco Bay Area Rapid Transit District (BART) and Jones Lang LaSalle Project and Development Management (PDM) are proposing the development of a BART Station, 17 -acre f_ transit village, and associated parking located in the cities of Dublin and Pleasanton in Alameda y. County. The proposed project would include the completion of construction of the West Dublin/Pleasanton BART Station approved by the BART Board of Directors as part of the Dublin/Pleasanton Extension Project (DPX) on February 8, 1990. The DPX project was evaluated in the December 1989 Dublin/Pleasanton Extension Project EIR (DPX EIR) certified by the BART Board on February 8, 1990. On the 10 -acre Dublin parcel, a 240 -room hotel and r- 160 -unit residential building are proposed to be constructed. The hotel is proposed to be located closest to the freeway with 240 parking spaces. The residential portion of the development is proposed to be located furthest from the freeway and would include 320 parking spaces located one -half level under the three -story residential building. In addition, a 600 -stall parking garage x for BART patrons is proposed to be constructed on this parcel. A pedestrian overcrossing would connect the BART parking garage to the BART station. An intermodal transfer station would be incorporated into the parking garage that would allow for as many as seven bus stalls for public k transit transfers to the BART station. On the 7 -acre Pleasanton parcel, a 170,000 gross square foot office building with five stories is 1 ` proposed to be constructed. Parking would be provided at grade on the site at a parking ratio of 3.3 stalls per 1,000 rentable square feet. The office building may include some ancillary, retail uses. A 400 -stall parking garage is proposed to be constructed for the use of BART patrons. .A pedestrian overcrossing would connect the BART parking garage to the BART Station. BART is the lead agency for this project and has commenced preparation of a Supplemental Environmental Impact Report. BART is holding a public scoping meeting to provide the public with an opportunity to identify environmental issues that should be discussed in the Supplemental Environmental Impact Report. If you are unable to attend the meeting or if you have other questions or concerns about the project, please write, call or fax John H. Rennels, Jr. at San Francisco Bay Area Rapid Transit District, P.O. Box 12688, 800 Madison Street, Oakland, CA 94604 -2688. Phone: (510) 464 -6893. Fax: (510) 464 -7583. r t_ West Dublin /Pleasanton BART Station and Transit Village SAN FRANCISCO BAY AREA RAPID TRANSIT DISTRICT P.O. Box 12688 800 Madison Street Oakland CA 94604 -2688 John H. Rennels, Jr. Sr. Real Estate Officer P— EDAW 2022 J Street _Sacramento CA 95814 Douglas Brown Project Manager April 11, 2000 oro12.01 r- r Section Table of Contents Page Z)?- ) r' References..................................................... 36 Exhibits 1 Regional Setting ...................................................... 2 2 BART Station and Transit Village .............. ...... ................ 3 i, V San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village i Environmental Checklist i PROJECT DESCRIPTION ....... .... ........................... 1 l 1.1 Introduction .......... ............................... ........ 1 1.2 Project Description . ..... ............................... ....... 1.3 Surrounding Land Use Setting ........ ............................... 4 5 2. ENVIRONMENTAL CHECKLIST ..... ............................... 8 I. Aesthetics ...................................................... 9 II. Agricultural Resources ............. ............ ..... ... 10 III. Air Quality ..................... ............................... IV. Biological Resources .... ........ ............................... 12 e 15 V. Cultural Resources ........................... ................ . VI. Geology and Soils ................ ............................... 16 VII. Hazards and Hazardous Materials .... ............................... 18 x VIII. Hydrology and Water Quality ...................................... 20 IX. Land Use and Planning ............ ............................... 23 X. Mineral Resources .......................................... ..... 24 25 M. Noise.... .................... ............................... 27 XII. Population and Housing ........... ............................... i XIII. Public Services . .. ...... .... .. .... ... ... ....... 28 30 XIV. Recreation . ............................... .................... 31 XV. Transportation /Traffic ............................................. 33 XVI. Utilities and Service Systems ....... ............................... L XVII. Mandatory Findings of Significance ................................. 35 r' References..................................................... 36 Exhibits 1 Regional Setting ...................................................... 2 2 BART Station and Transit Village .............. ...... ................ 3 i, V San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village i Environmental Checklist LIZZ E SECTION 1 PROJECT DESCRIPTION 1.1 INTRODUCTION Thin document is the Initial Study for the proposed West Dublin/Pleasanton San Francisco Bay Area Rapid Transit District Station and Transit Village located in the cities of Dublin and Pleasanton in r, Alameda I County. This Initial Study has been prepared in accordance with the California ,! Environmental Quality Act (CEQA), Public Resources Code §21000, et seq., and the State CEQA Guidelines found at Title 14 California Code of Regulations §15000, et seq. An Initial Study is r- conducted by a lead agency to determine if a project may have a significant effect on the environment. In accordance with State CEQA Guidelines §15064(a), an Environmental Impact Report (EIR) must be prepared if there is substantial evidence that a project may have a significant effect on the environment. The lead agency for this project is the San Francisco Bay Area Rapid Transit District € (BART). ti 1.2 PROJECT DESCRIPTION BART and Jones Lang LaSalle Project and Development Management (PDM) are proposing the development of a BART Station, 17 -acre transit village, and associated parking located in the cities of Dublin and Pleasanton in Alameda County (Exhibits 1 and 2). The BART Station would be located in the median of Interstate 580 and the remaining development would be contained within 2 adjacent parcels. The Dublin parcel located north of Interstate 580 contains approximately 10 acres, and the Pleasanton parcel located south of Interstate 580 contains approximately 7 acres. Both parcels are _ owned by BART. The "L- shaped" Dublin parcel is identified on the USGS topographic map as containing a drive -in theater, although the site contains no buildings and has been empty for years. The Dublin parcel is surrounded by chain link fencing and includes short grasses and shrubs over most of the site. Large portions of the parcel have been disturbed by prior site uses (e.g., construction staging, Christmas tree lot). The 7 -acre Pleasanton parcel includes non - native grasses and dense areas of ornamental trees dominated by black locusts: �-° The proposed project would include the completion of construction of the West Dublin/Pleasanton BART Station approved by the BART Board of Directors as part of the Dublin/Pleasanton Extension Project (DPX) on February 8, 1990. The DPX project was evaluated in the December 1989 F7 Dublin/Pleasanton Extension Project EIR (DPX EIR) certified by the BART Board on February 8, i ? 1990. On the Dublin parcel, a 240 -room hotel and 160 -unit residential building are proposed to be constructed. The hotel is proposed to be located closest to the freeway with 240 parking spaces. The residential portion of the development is proposed to be located furthest from the freeway and would include 320 parking spaces located one -half level under the three -story residential building. In addition, a 600 -stall parking garage for BART patrons is proposed to be constructed on this parcel. A pedestrian overcrossing would connect the BART parking garage to the BART station. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village I Emrironmental Checklist Qi HIVON 9 Cl. 0 M O to O ev Oo 71 M / -- - aNnoeNiHoN OQq-I aNf10guro s 094•I o N r � LLS p ol LLL111 � o ZV� �, • /QIm Z 0 Z w J IL Z m x; �W� / =a a r oa o sg to a J a 0. CL. xx33 < N Q tu J - t _ C6 x c O �U U � y d �+ J • � sx4' Q L o d O N C � Q Q a -a I']t}i1003 m v m O CL N m . .1 W CD Co f co L C co a= O oi co co ci U) m cr U Q7 c°n m OW o� M 0 V O a` 0) L� i V C C O F- D: Q C O C ca U) M m a co o O N � H Q� O Z An intermodal transfer station would be incorporated into the parking garage that would allow for as many as seven bus stalls for public transit transfers to the BART station. On the Pleasanton parcel, a 170,000 gross square foot office building with five stories is proposed to be constructed. Parking would be provided at grade on the site at a parking ratio of 3.3 stalls per 1,000 rentable square feet. The office building may include some ancillary retail uses. A 400 -stall parking garage is proposed to be constructed for the use of BART patrons. A pedestrian overcrossing would connect the BART parking garage to the BART Station. The BART station area is located between the east- and westbound lanes of Interstate 580 within the Caltrans median. Foundations for this station were constructed when the line from Castro Valley to East Dublin was constructed, limiting the amount of construction activity necessary for the new station. An updated ridership analysis is currently being completed by BART that will be incorporated into the EIR. The ridership analysis will assist in evaluating the current parking demand for the proposed station. The original EIR, completed in 1989, evaluated total anticipated parking demand for the DPX project. The EIR assumed that 1,400 parking spaces would be provided on the West Dublin/Pleasanton site for BART patrons, and 2,500 parking spaces would be provided at the East Dublin/Pleasanton site, for a total of 3,900 spaces. Currently, 2,612 parking spaces exist at the East Dublin/Pleasanton Station. The proposed project assumes that 1,000 parking spaces would be provided at the West Dublin/Pleasanton station and 3,100 would be provided at the East Dublin/Pleasanton station, for a total of 4,100 parking spaces between the two stations. Utility connections are present throughout the project site including numerous electrical conduit boxes, water valves, and fire hydrants. Dublin Creek, which parallels Interstate 580 on the project site, conveys runoff from the hills to the west and flows east, then south into Arroyo de la Laguna, Alameda Creek and eventually into the San Francisco Bay. This creek has been channelized through much of the local area and a chain link fence separates it from the rest of the site. 1.3 SURROUNDING LAND USE SETTING Dublin Creek abuts the Dublin parcel to the south, while a large trucking warehouse forms the western site boundary. A truck parking area used for warehouse trailers forms the northern boundary of the Dublin parcel with an office building further to the north. The "L" portion of the parcel is paralleled on the east by the site access road, the Golden Gate Business Park, and the Enea Retail Plaza. The Pleasanton parcel is bordered to the north by Interstate 580 with the remainder of the site surrounded by parking areas for a large shopping mall and adjacent office buildings. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 4 Environmental Checklist .a 1 ^i San Francisco Bay Area Rapid Transit District West Dublin/Pleasanton BART Station and Transit Village EDAW 5 Environmental Checklist PR03ECT INFORMATION 1. Project Title: West Dublin /Pleasanton BART Station and Transit Village 2. Lead Agency Name and Address: San Francisco Bay Area Rapid Transit District (BART) 3. Contact Person and Phone Number: John H. Rennels, Jr., Senior Real Estate Officer BART (510) 464 -6893 4. Project Location: Dublin and Pleasanton, in Alameda County, California (see Section 1, Project Description) 5. Project Sponsor's Name and Address: San Francisco Bay Area Rapid Transit District P.O. Box 12688 800 Madison Street Oakland, CA 94604 -2688 Jones Lang LaSalle Project and Development Management One Front Street, Suite 2600 San Francisco, CA 94111 6. General Plan Designation: City of Pleasanton - Retail /Highway /Service Commercial, Business and Professional Offices; City of Dublin - Public /Quasi - Public Facility 7. Zoning: City of Pleasanton PUD -C -O (Planned Unit Development, Commercial and Office) and City of Dublin C -2 (General /Commercial District) and M -1 (Light Industrial District) 8. Description of Project: Please see Section 1, Project Description 9. Surrounding Land Uses and Setting: Please.see Section 1, Project Description 10: Other public agencies whose approval is required: City of Dublin City of Pleasanton California Department of Transportation ENVIRONMENTAL .FACTORS POTENTIALLY AFFECTED '` _.. .- .:=x.. • -> > - R° 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. o Aesthetics ❑ Agriculture Resources ® Air Quality ❑ Biological Resources ❑ Cultural Resources ❑ Geology / Soils m Hazards & Hazardous Materials m Hydrology / Water Quality o Land Use / Planning o Mineral Resources ® Noise ❑ Population and Housing ® Public Services ❑ Recreation o Transportation /Circulation m Utilities / Service Systems m Mandatory Findings of Significance San Francisco Bay Area Rapid Transit District West Dublin/Pleasanton BART Station and Transit Village EDAW 5 Environmental Checklist L+2-1 DETERMINATION CTo be completed by the Lead Agency) I find that the proposed project COULD NOT have a significant effect on the environment, and a ❑ NEGATIVE DECLARATION will be prepared. I find that although the proposed project COULD have a significant effect on the O environment, there WILL NOT be a significant effect in this case because revisions in the project have been made by or agreed to by the applicant. A MITIGATED NEGATIVE DECLARATION will be prepared. I find that the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT or its functional equivalent is required. I find that the proposed project MAY have a "potentially significant impact" or "potentially significant unless mitigated" 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 the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only 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 an earlier EIR, including revisions or mitigation measures that are imposed upon the proposed project. The earlier EIR adequately analyzes the proposed project, SO NO ADDITIONAL ENVIRONMENTAL IMPACT REPORT Or NEGATIVE DECLARATION will be prepared. Si re Date n/ 2-�- name Environmental Compliance Manager San Francisco Bay Area Rapid Transit District West Dublin/Pleasanton BART Station and Transit Village For EDAW Environmental Checklist 17 SUPPORTING INFORMATION SOURCE LIST Several sources were utilized in the preparation of this Initial Study,. including but not limited to, the City of Dublin General Plan and the City of Pleasanton General Plan. These sources, along with the additional references cited at the end of this Initial Study, are available for review at BARrs offices by contacting: John H. Rennels, Jr. Senior Real Estate Officer San Francisco Bay Area Rapid Transit District P. O. Box 12688 800 Madison Street Oakland, California 94604 -2688 (510) 464 -6893 The Dub §171P /easanton Extension ProjectElR (1989; SCH# 89011009) set forth the development of an extension of the existing rail system 12 miles from the Bay Fair Station to the cities of Dublin and Pleasanton. The proposed project would complete construction of the West Dublin /Pleasanton BART Station, which was approved by the BART Board of Directors as part of the Dublin Pleasanton Extension Project on February 8, 1990 and analyzed in the Dublin /Pleasanton Extension Project (DPX) EIR but not yet completed due to funding constraints. In addition, the project would develop a transit village and associated parking on the project site, components that were not evaluated in the DPX EIR. Therefore, the analysis herein incorporates by reference effects of the proposed project already addressed in the DPX EIR and examines additional significant impacts that may occur as a result of project implementation. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 7 Environmental checklist a) The proposed project may adversely affect the scenic vistas in the local area including distant views of the Pleasanton Ridge and surrounding hills to the west. Because the proposed project may result in potentially significant visual resource impacts, its effects on scenic resources will be evaluated in detail in the draft EIR. b -c) The project could potentially degrade the existing visual character of the site through conversion of the site from undeveloped land into transit village uses that would include a commercial and residential component. This conversion could affect views of the site, primarily from Interstate 580 and Interstate 680, which are designated as scenic highways in the City of Pleasanton General Plan and the City of Dublin General Plan. Because the proposed project may result in potentially significant visual resource impacts, its effects on scenic resources and the visual quality of the site will be evaluated in detail in the draft EIR. d) The proposed project would create a new source of light and glare that could adversely affect daytime or nighttime views in the area. Because the proposed project may result in potentially significant light and glare impacts, its effects will be evaluated in detail in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 8 Environmental Checklist Less Than ENVIRONMENTAL ISSUES Potentially Signi$cantwith Less Than (see attachments for information sources) Significant Mitigation Significant No Impact Incorporated Impact Impact I AESTHETICS =Would the;pro1ect - a) Have a substantial adverse effect on a scenic vista? ® ❑ ❑ ❑ b) Substantially damage scenic resources, including, but ® ❑ ❑ ❑ not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway? c) Substantially degrade the existing visual character or ® ❑ ❑ ❑ quality of the site and its surroundings? d) Create a new source of substantial light or glare which ® ❑ ❑ ❑ would adversely affect day or nighttime views in the area? a) The proposed project may adversely affect the scenic vistas in the local area including distant views of the Pleasanton Ridge and surrounding hills to the west. Because the proposed project may result in potentially significant visual resource impacts, its effects on scenic resources will be evaluated in detail in the draft EIR. b -c) The project could potentially degrade the existing visual character of the site through conversion of the site from undeveloped land into transit village uses that would include a commercial and residential component. This conversion could affect views of the site, primarily from Interstate 580 and Interstate 680, which are designated as scenic highways in the City of Pleasanton General Plan and the City of Dublin General Plan. Because the proposed project may result in potentially significant visual resource impacts, its effects on scenic resources and the visual quality of the site will be evaluated in detail in the draft EIR. d) The proposed project would create a new source of light and glare that could adversely affect daytime or nighttime views in the area. Because the proposed project may result in potentially significant light and glare impacts, its effects will be evaluated in detail in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 8 Environmental Checklist F E a 0130 In determining whether impacts to agricultural resources are significant environmental effects, lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model (1997) prepared by the California Department of Conservation as an optional model to use in assessing impacts on agriculture and farmland. Would the project: a) Convert Prime Farmland, Unique Farmland, or Farmland D of Statewide Importance (Farmland) as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non - agricultural use? (The Farmland Mapping and Monitoring Program in the California Resources Agency, Department of Conservation, maintains detailed maps of these and other categories of farmland.) b) Conflict with existing zoning for agricultural use, or a 0 Williamson Act contract? c) Involve other changes in the existing environment 0 which, due to their location or nature, could individually or cumulatively result in loss of Farmland, to non- agricultural uses? F a) The project site is not located on Prime Farmland, Unique Farmland, or Farmland of Statewide Importance, as identified by the Farmland Mapping and Monitoring Program of the California Resources Agency. Therefore, the proposed project would not convert farmland with these F" designations to a non - agricultural use. No further discussion of this issue is necessary in the draft :.: EIR b) The project site is not currently zoned for agriculture, nor is it currently under a Williamson Act contract. The project would not, therefore, conflict with existing agricultural zoning or a Williamson Act contract. No further discussion of this issue is necessary in the draft EIR. ' c) The project site does not include any changes that could result in the conversion of farmland to a non - agricultural use. The project site is not currently used nor has it been used in the recent past for agricultural purposes. In addition, no significant agricultural land uses are located adjacent to the project site. No further discussion of this issue is necessary in the draft EIR. h San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 9 Environmental Checklist Less Than ENVIRONMENTAL ISSUES Potentially SignificantWdh Less Than (see attachments for information sources) Significant Mitigation Significant No Impact Incorporated impact Impact II. AGRICULTURAL RESOURCES In determining whether impacts to agricultural resources are significant environmental effects, lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model (1997) prepared by the California Department of Conservation as an optional model to use in assessing impacts on agriculture and farmland. Would the project: a) Convert Prime Farmland, Unique Farmland, or Farmland D of Statewide Importance (Farmland) as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non - agricultural use? (The Farmland Mapping and Monitoring Program in the California Resources Agency, Department of Conservation, maintains detailed maps of these and other categories of farmland.) b) Conflict with existing zoning for agricultural use, or a 0 Williamson Act contract? c) Involve other changes in the existing environment 0 which, due to their location or nature, could individually or cumulatively result in loss of Farmland, to non- agricultural uses? F a) The project site is not located on Prime Farmland, Unique Farmland, or Farmland of Statewide Importance, as identified by the Farmland Mapping and Monitoring Program of the California Resources Agency. Therefore, the proposed project would not convert farmland with these F" designations to a non - agricultural use. No further discussion of this issue is necessary in the draft :.: EIR b) The project site is not currently zoned for agriculture, nor is it currently under a Williamson Act contract. The project would not, therefore, conflict with existing agricultural zoning or a Williamson Act contract. No further discussion of this issue is necessary in the draft EIR. ' c) The project site does not include any changes that could result in the conversion of farmland to a non - agricultural use. The project site is not currently used nor has it been used in the recent past for agricultural purposes. In addition, no significant agricultural land uses are located adjacent to the project site. No further discussion of this issue is necessary in the draft EIR. h San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 9 Environmental Checklist 43\ Less Than ENVIRONMENTAL ISSUES Potentially SignificantWith Less Than (see attachments for information sources) Significant Mitigation Significant No III . AIR QUALITY. a) The proposed project has the potential to conflict with implementation of the applicable air quality plan developed by the Bay Area Air Quality Management District (BAAQMD). The Bay Area '94 Clean Air Plan (CAP) was developed to ameliorate the region's non - attainment status for state particulate matter (PMIO) standards and federal and_ state ozone (03) standards. The project has the potential to degrade air quality through potential short -term (i.e., construction) air pollutant emissions and long term (i.e., operational) regional air pollutant emissions, including stationary and mobile source emissions. Although the DPX EIR addressed the effects on air quality of future development of the West Dublin/Pleasanton BART Station, it did not assess the potential air quality impacts associated with the residential and commercial components of the proposed project. Because the proposed project may result in potentially significant air quality impacts, its effects will be evaluated in detail in the draft EIR. b) The proposed project could contribute to the existing PMIO and ozone air quality violations within the San Francisco Bay Air Basin (Basin). Construction activities related to the proposed project, including earthmoving and grading, could exacerbate the current PMIO air quality violations within the Basin. In addition, regional mobile source emissions (i.e., nitrogen oxides and reactive organic gases) could increase within the Basin as a result of project implementation. Because the proposed project may result in potentially significant air quality impacts, its effects will be evaluated in detail in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 10 Environmental Checklist E Where available, the significance criteria established by the applicable air quality management or air pollution control district may be relied upon to make the following determinations. Would the project: a) Conflict with or obstruct implementation of the 0 11 11 11 applicable air quality plan? b) Violate any air quality standard or contribute 0 0 0 0 substantially to an existing or projected air quality violation? c) Result in a cumulatively considerable net increase of 0 11 11 11 any criteria pollutant for which the project region is non - attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors)? d) Expose sensitive receptors to substantial pollutant 0 0 11 11 concentrations? e) Create objectionable odors affecting a substantial 0 0 11 11 number of people? a) The proposed project has the potential to conflict with implementation of the applicable air quality plan developed by the Bay Area Air Quality Management District (BAAQMD). The Bay Area '94 Clean Air Plan (CAP) was developed to ameliorate the region's non - attainment status for state particulate matter (PMIO) standards and federal and_ state ozone (03) standards. The project has the potential to degrade air quality through potential short -term (i.e., construction) air pollutant emissions and long term (i.e., operational) regional air pollutant emissions, including stationary and mobile source emissions. Although the DPX EIR addressed the effects on air quality of future development of the West Dublin/Pleasanton BART Station, it did not assess the potential air quality impacts associated with the residential and commercial components of the proposed project. Because the proposed project may result in potentially significant air quality impacts, its effects will be evaluated in detail in the draft EIR. b) The proposed project could contribute to the existing PMIO and ozone air quality violations within the San Francisco Bay Air Basin (Basin). Construction activities related to the proposed project, including earthmoving and grading, could exacerbate the current PMIO air quality violations within the Basin. In addition, regional mobile source emissions (i.e., nitrogen oxides and reactive organic gases) could increase within the Basin as a result of project implementation. Because the proposed project may result in potentially significant air quality impacts, its effects will be evaluated in detail in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 10 Environmental Checklist E q -;s -Z_ J C) The proposed project may cumulatively contribute to emissions of ozone precursors and PM1, ,vid-iin the Basin by increasing mobile source emissions associated with project traffic. Because the Basin is currently designated non - attainment for state PM10 standards and federal and.state 17 1 1" 1 1 1 - 1 03 standards, cumulative air quality impacts will be evaluated in detail in the draft. EIR. d) The proposed project could expose sensitive receptors to pollutant concentrations. Residences L, are located approximately 0.5 mile northwest and northeast of the project site and approximately 0.75 mile south of the site. In addition, the proposed project would place residents just north of Interstate 580, exposing them to mobile source emissions. Because the proposed project may result in potentially significant air quality impacts, its effects will be evaluated in detail in the draft EIR. e) Odorous emissions generated during the construction phase of the proposed project would be primarily associated with the application of architectural coatings and asphalt paving material. Additional odors may be associated with the exhaust emissions of diesel powered construction equipment. Because the proposed project may result in odor emissions that may be considered objectionable to people in the area, its odor effects will be evaluated in detail in the draft EIR. I San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village I I Environmental Checklist q33 . Less Than ENVIRONMENTAL ISSUES Potentially SignificantWith Less Than (see attachments for information sources) Significant Mitigation Significant No IV. BIOLOGICAL RESOURCES;— Would the project. a) Have a substantial adverse effect, either directly or El El ® 1 through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? b) Have a substantial adverse impact on any riparian 0 11 0 habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? c) Have a substantial adverse effect on federally protected 11 11 ® El wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? d) Interfere substantially with the movement of any native 0 0 0 resident or migratory fish or wildlife species or with established resident or migratory wildlife corridors, or impede the use of wildlife nursery sites? e) Conflict with any local policies or ordinances protecting 11 0 ® 0 biological resources, such as a tree preservation policy or ordinance? f) Conflict with the provisions of an adopted Habitat 0 0 0 Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? a) The Dublin parcel contains common annual grasses and shrubs over most of the site, while the Pleasanton parcel includes non -native grasses and dense areas of ornamental trees dominated by black locusts (Robina pseudoacacia). The Pleasanton site also includes a single English walnut tree (juglans regia) and a Lombardi poplar (Populus nigra) (DPX EIR, p. 4 -102). The grasslands are surrounded by commercial development and are completely isolated from other grassland habitat areas. No state or federally listed species, or special status species were identified on the site in the DPX EIR (p. 4 -104). A review of the California Department of Fish and Game's California Natural Diversity Data Base (CNDDB) for the project site conducted in February 2000 indicated that no state or federally listed species, or special status species have been identified within a 5 -mile radius of the project site (CNDDB, 2000). The DPX EIR assumed that the entire 17 -acre site would be graded to accommodate the BART station and associated parking facilities. Therefore, all grassland habitat was assumed to be removed with site development. The proposed project would also require grading of the entire project site, thus removing all grassland habitat. No new significant biological resource impacts would be anticipated with the proposed project. Because the proposed project would result in San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 12 Environmental Checklist e rl { biological resource impacts similar to those identified in the DPX EIR, no additional analysis will be necessary in the draft EIR. b) Dublin Creek forms the southern boundary of the Dublin parcel and is bordered by a 6 -foot chain link fence on the north and Interstate 580 on the south. The channelization of the creek has eliminated much of the habitat resource value of the creek. The creek contains little or no vegetation or wildlife habitat and is generally used as a flood control channel. The DPX EIR assumed that no construction activities would occur in the creek with project implementation. Similarly, the proposed project would not result in construction within the creek channel. Therefore, no impacts would be anticipated. Because the proposed project would result in biological resource impacts similar to those identified in the DPX EIR, no additional analysis t will be necessary in the draft EIR. C) The field reconnaissance surveys conducted for the DPX Project concluded that site development would not disturb any federally protected wetlands, as defined by Section 404 of the Clean Water Act (DPX EIR, p. 4 -102). An additional field reconnaissance survey was conducted on March 161 2000) that verified this conclusion. Because the proposed project would affect the same area, no new significant wetland impacts would be anticipated. Because the proposed project would result in biological resource impacts similar to those identified in the DPX EIR, no additional analysis will be necessary in the draft EIR. No construction activity would occur within Dublin Creek, which is located along the Dublin parcePs southern boundary. However, during construction, there is the potential for stormwater- related runoff to occur at the site. Implementation of a federal and state required Stormwater Pollution Prevention Plan (SWPPP) under the National Pollutant Discharge Elimination System (NPDES) program would reduce potential impacts to a less -than- significant level. d) The project site is generally surrounded by commercial development. The isolation of the project site from other potential habitats precludes the movement of any native resident or migratory fish and wildlife species within the site. Therefore, no additional analysis will be necessary in the draft EIR. ^- e) The City of Pleasanton General Plan sets forth policies and programs to preserve and enhance the natural resources within the City. In addition, the City Zoning Ordinance contains a Heritage Tree Ordinance that establishes standards and conditions for the care and maintenance of heritage trees. The City defuies a heritage tree as any tree, regardless of species, with a trunk circumference of 55 inches or greater, or any tree, regardless of species, that is 35 feet or more in, height. The trees located on the project site may meet the height criteria of the tree ordinance. In order to remove these trees, a tree removal permit must be obtained from the City Department of Public Works. The application for this permit must contain relevant information about the tree such as tree height and trunk circumference and the reasons necessitating its removal. Compliance with the Heritage Tree Ordinance would ensure heritage tree impacts are minimized. No additional analysis will be necessary in the draft EIR. r- s - San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 13 Environmental Checklist f) The project site is not located in a Habitat Conservation Plan (HCP), a Natural Community Conservation Plan (NCCP), or an approved local, regional or state habitat conservation plan area. Therefore, the proposed project would not conflict with the provisions of an adopted HCP, or NCCP, or other habitat plan. No additional analysis will be necessary in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 14 Environmental Checklist a. a-d) Based on archival research of existing records for the project area, an archaeological survey, and a survey and evaluation of historical structures, the DPX EIP, concluded that development of the project site would not affect any known historic or prehistoric cultural resources (DPX EIR, p. 4-113). The EIP, concluded that yet unidentified subsurface resources may be disturbed with site development. The DPX EIR provided mitigation to avoid or reduce the potential impacts to buried or as of yet unknown cultural resources. The mitigation states that, 'If archaeological resources are encountered during construction, work would be temporarily halted. A qualified archaeologist would be contacted to evaluate the significance of the resource and determine whether construction can continue or if further investigations are necessary." (DPX EIR, p. 4-122). With incorporation of this mitigation measure, the potential impacts to unknown historical, archaeological (including human remains), and paleontological cultural resources was concluded to be less than significant. Because the proposed project would disturb the same area as evaluated in the DPX EM, no new significant impacts would be anticipated. Therefore, no additional analysis Will be necessary in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 15 Environmental Checklist Less Than ENVIRONMENTAL ISSUES Potentially SignificontWith Lew Than (see attachments for information sources) Significant Impact Mitigation Incorporated Significont Impact No Impact V. Oroje .CULTURAL . L RESOURCES-' Would the'--" a) Cause a substantial adverse change in the significance of a historical resource as defined in §15064.5? b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to §15064.5? c) Directly or indirectly destroy a unique paleontological El resource or site or unique geologic feature? d) Disturb any human remains, including those interred 0 0 outside of formal cemeteries? a-d) Based on archival research of existing records for the project area, an archaeological survey, and a survey and evaluation of historical structures, the DPX EIP, concluded that development of the project site would not affect any known historic or prehistoric cultural resources (DPX EIR, p. 4-113). The EIP, concluded that yet unidentified subsurface resources may be disturbed with site development. The DPX EIR provided mitigation to avoid or reduce the potential impacts to buried or as of yet unknown cultural resources. The mitigation states that, 'If archaeological resources are encountered during construction, work would be temporarily halted. A qualified archaeologist would be contacted to evaluate the significance of the resource and determine whether construction can continue or if further investigations are necessary." (DPX EIR, p. 4-122). With incorporation of this mitigation measure, the potential impacts to unknown historical, archaeological (including human remains), and paleontological cultural resources was concluded to be less than significant. Because the proposed project would disturb the same area as evaluated in the DPX EM, no new significant impacts would be anticipated. Therefore, no additional analysis Will be necessary in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 15 Environmental Checklist ii) Strong seismic ground shaking? Less Than ENVIRONMENTAL ISSUES Potentially SignificontWith Less Than (see attachments for information sources) Significant Mitigation Significant No ❑ Impact Incorporated Impact Impact VI. GEOLOGY AND SOILS =Would the pr oject. ❑ a) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury or death involving: iv) Landslides? i) Rupture of a known earthquake fault, as delineated ❑ ® ❑ on the most recent Alquist - Priolo Earthquake Fault Zoning Map issued by the State Geologist for the ❑ area or based on other substantial evidence of a ❑ known fault? Refer to Div. of Mines and Geology c) Be located on a geologic unit or soil that is unstable, or Special Publication 42. ® ii) Strong seismic ground shaking? ❑ ® ❑ ❑ iii) Seismic - related ground failure, including ❑ ® ❑ ❑ liquefaction? iv) Landslides? ❑ ❑ ❑ b) Result in substantial soil erosion or the loss of topsoil? ❑ ❑ ❑ c) Be located on a geologic unit or soil that is unstable, or ❑ ® ❑ ❑ that would become unstable as a result of the project, and potentially result in on- or off -site landslide, lateral spreading, subsidence, liquefaction or collapse? d) Be located on expansive soil, as defined in Table 18 -1 -B ❑ ❑ ® ❑ of the Uniform Building Code (1994), creating substantial risks to life or property? e) Have soils incapable of adequately supporting the use of ❑ ❑ ❑ septic tanks or alternative waste water disposal systems where sewers are not available for the disposal of waste water? a) The project site is located within a seismically active region associated with the San Andreas Fault System and the Hayward and Calaveras fault zones. The Calaveras fault zone parallels Foothill Road, which is located approximately 1/2 mile west of the project site. The City of Pleasanton General Plan designates the project area as having high potential for seismic shaking, lateral spreading, differential settlement, liquefaction, and lurch cracking, and nil to low potential for landslides (General Plan, p. V -26 and V -35). No geologic hazards or constraints were identified for the project site in the City of Dublin General Plan (General Plan, p. 8 -6). The DPX EIR identified potentially significant impacts associated with seismic shaking and liquefaction at the project site (DPX EIR, p. 4 -92 and 4 -93). The DPX EIR provided mitigation to reduce these impacts to less- than- significant levels. The proposed project would have impacts similar to those identified in the DPX EIR. No new significant impacts would be anticipated. With incorporation of the mitigation measures included in the DPX EIR, the San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 16 Environmental (hecklist .rl r 1' L4 -619 geologic and seismic impacts associated with the proposed project would remain less than significant. Therefore, no additional analysis will be necessary in the draft EIR. F7 b) The City of Pleasanton General Plan designates the project site as having nil to low potential for soil erosion (General Plan, p. V-26). Similarly, the Dublin parcel, because of its flat character, would have little soil erosion potential. No significant soil erosion impacts were identified in the DPX EIR for the project site. Because the proposed project would disturb the same area as anticipated in the DPX EIR, no new significant soil erosion impacts would be anticipated. Therefore, no additional -analysis of this issue would be necessary in the draft EIR. C) The City of Pleasanton General Plan identifies the project site as having high potential for lateral spreading, differential settlement, and liquefaction (General Plan, p. V-26). The DPX EIP, identified significant soil instability impacts associated with liquefaction and provided r—" mitigation measures to reduce these impacts to a less-than-significant level. The DPX EIP, specifically recommended the placement of structures on piles to protect them from liquefaction or densifying the alluvium by grouting or dynamic deep compaction. For overhead structures, the foundations could be extended down into a non-liquefiable geologic horizon. The design recommendations would be considered during final engineering. The proposed project would have soil stability impacts similar to those identified in the DPX EIR. With incorporation of the DPX EIP, mitigation measures, potential soil instability impacts associated with the proposed project would remain less than significant. Therefore, no additional analysis will be necessary in the draft EIR. d) The project site is located on younger alluvial fan deposits., which may include expansive soil components. With implementation of standard engineering design requirements of the Uniform Building Code, no risk to life or property would be anticipated. Therefore, no additional analysis will be necessary in the draft EIR. e) The proposed project would not include the use of septic tanks or other alternative wastewater disposal systems. Therefore, no additional analysis will be necessary in the draft EIR. I I San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 17 Environmental Checklist a) The proposed project would include the use and storage of small quantities of hazardous materials such as pesticides, fertilizers, gasoline, cleaning materials, and lubricants used at the transit village and BART station. Federal, state, and local regulations are in place that control every aspect of hazardous materials transport, use, and storage. These regulations are designed to avoid significant hazards to the public and environment. Because only small quantities of these materials are expected to be used on the site and because the project would be required to comply with all applicable existing regulations concerning hazardous materials, the project would not represent a significant hazard to the public or the environment. Therefore, no additional analysis will be necessary in the draft EIR. b) Phase I Environmental Site Assessments, consisting of records review and site reconnaissance, were conducted for the DPX project site in 1989 and 1991, to identify hazardous or potentially San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 18 Environmental Checklist ENVIRONMENTAL ISSUES (see attachments for information sources) Less Than Potentially SignificantWrth Less Than Significant Mitigation Significant No Impact Incorporated Impact Impact VII HAZARDS and HAZARDOUS MATERIALS Would the project. a) Create a significant hazard to the public or the 11 El ® 13 environment through the routine transport, use, or disposal of hazardous materials? b) Create a significant hazard to the public or the ® 11 0 11 environment through reasonably foreseeable upset and accident conditions involving the likely release of hazardous materials into the environment? c) Emit hazardous emissions or handle hazardous or 11 11 11 acutely hazardous materials, substances, or waste within one - quarter mile of an existing or proposed school? d) Be located on a site which is included on a list of ® 11 11 11 hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? e) For a project located within an airport land use plan or, 1 11 1 where such a plan has not been adopted, within 2 miles of a public airport or public use airport, would the project result in a safety hazard for people residing or working in the project area? f) For a project within the vicinity of a private airstrip, 11 1 1 would the project result in a safety hazard for people residing or working in the project area? g) Impair implementation of or physically interfere with an 11 0 0 adopted emergency response plan or emergency evacuation plan? h) Expose people or structures to a significant risk of loss, D 0 1 injury or death involving wildland fires, including where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands? a) The proposed project would include the use and storage of small quantities of hazardous materials such as pesticides, fertilizers, gasoline, cleaning materials, and lubricants used at the transit village and BART station. Federal, state, and local regulations are in place that control every aspect of hazardous materials transport, use, and storage. These regulations are designed to avoid significant hazards to the public and environment. Because only small quantities of these materials are expected to be used on the site and because the project would be required to comply with all applicable existing regulations concerning hazardous materials, the project would not represent a significant hazard to the public or the environment. Therefore, no additional analysis will be necessary in the draft EIR. b) Phase I Environmental Site Assessments, consisting of records review and site reconnaissance, were conducted for the DPX project site in 1989 and 1991, to identify hazardous or potentially San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 18 Environmental Checklist hazardous conditions at the project site. The investigation identified a few auto shops and a car dealership in the vicinity of the project site where recorded fuel leaks from underground storage tanks had occurred. Depending on the extent of subsurface contamination from these incidents and whether remediation has occurred, development of the proposed project could pose a hazard to public health or the environment during construction by exposing contaminated soils during excavation. An updated database search of agency records will be necessary to determine'the current status of the past incidents and whether any new, reports of subsurface contamination that could potentially affect the project site have occurred since then. This issue will be addressed in the EIR. C) The project site is not located within one - quarter mile of an existing or proposed school. Therefore, no additional analysis will be necessary in the draft EIR. d) See discussion provided in response to question "b" above. C) The Livermore Municipal Airport is located approximately 6 miles southeast of the project site. The project site is not located within the airport land use plan for this airport. Therefore, no additional analysis will be necessary in the draft EIR. f) The project is not located within the vicinity of a private airstrip. Therefore, no additional analysis will be necessary in the draft EIR. g) The City of Pleasanton has adopted an Emergency Operations Plan to provide for the safety of the community in the event of a major emergency such as an earthquake, flood, fire, nuclear accident, civil disturbance, or hazardous materials spill. The proposed project is not expected to interfere with this plan or impair its implementation. Therefore, no additional analysis will be necessary in the draft EIR h) The proposed project is not located within a Wild Fire Risk Area, as delineated on the Wild Fire Risk Areas Map in the City of Pleasanton General Plan. Therefore, the project would not expose people or structures to a significant risk of loss, injury, or death involving wildland fires: i ! Therefore, no additional analysis will be necessary in the draft EIR. t F e _ San Francisco Bay Area Rapid Transit District . EDAtiV West Dublin/Pleasanton BART Station and Transit Village 19 Environmental Checklist M a) The proposed project could degrade water quality associated with non -point source (urban runoff) pollutants to the storm drain and flood control systems. Typical urban runoff pollutants include heavy metals, nutrients, hydrocarbons, and suspended solids that are deposited on streets, highways, and parking areas and are subsequently washed into drainages during storms. A study was conducted for the DPX project to predict the change in pollutant loads in runoff from each of the proposed BART stations. This study concluded that the increase in the total amount of non -point source pollutant loads due to the West Dublin/Pleasanton BART Station would be less than 1% of the overall pollutant loads entering San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 20 Environmental Checklist u i�! F ENVIRONMENTAL ISSUES (see attachments for information sources) Less Than Potentially Signi{icantWrth Less Than Significant Mitigation Significant No Impact Incorporated Impact Impact VIII." : HYDROLOGY AND WATER QUALITY Would the project a) Violate any water quality standards or waste discharge ❑ ❑ ® ❑ requirement? b) Substantially deplete groundwater supplies or interfere ® ❑ ❑ ❑ substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level (e.g., the production rate of pre - existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted)? c) Substantially alter the existing drainage pattern of the ❑ ❑ ® ❑ site or area, including through the alteration of the course of a stream or river, in a manner which would result in substantial erosion or siltation on- or off -site? d) Substantially alter the existing drainage pattern of the ❑ ❑ ® ❑ site or area, including through the alteration of the course of a stream or river, or substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off -site? e) Create or contribute runoff water which would exceed ❑ ® ❑ ❑ the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff? f) Otherwise substantially degrade water quality? ❑ ® ❑ ❑ g) Place housing within a 100 -year flood hazard area as ❑ ❑ ❑ mapped on a federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood hazard delineation map? h) Place within a 100 -year flood hazard area structures ❑ ❑ ❑ which would impede or redirect flood flows? 1) Expose people or structures to a significant risk of loss, ❑ ❑ ® ❑ injury or death involving flooding, including flooding as a result of the failure of a levee or dam? j) Inundation by seiche, tsunami, or mudflow? ❑ 11 ❑ a) The proposed project could degrade water quality associated with non -point source (urban runoff) pollutants to the storm drain and flood control systems. Typical urban runoff pollutants include heavy metals, nutrients, hydrocarbons, and suspended solids that are deposited on streets, highways, and parking areas and are subsequently washed into drainages during storms. A study was conducted for the DPX project to predict the change in pollutant loads in runoff from each of the proposed BART stations. This study concluded that the increase in the total amount of non -point source pollutant loads due to the West Dublin/Pleasanton BART Station would be less than 1% of the overall pollutant loads entering San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 20 Environmental Checklist u i�! F Af L4L4 Z- 1 Alamo Creek at the I -580 crossing (DPX EIR, p. 4 -110). In addition, the General Stormwater Permit for construction related activities issued by the State Water Resources Control Board r- would require the preparation of a Stormwater Pollution Prevention Plan for the project site. i Implementation of this plan would minimize soil runoff from active construction areas. Therefore, the increase in runoff associated with the proposed project would not significantly affect the quality of the site's receiving water system. Because the proposed project would develop the same area on the site as assumed in the DPX EIR, no new significant storm water discharge impacts would be anticipated. Therefore, no additional analysis. will be necessary in w the draft EIR. �. b) The DPX EIR concluded that little to no impacts on groundwater resources would be anticipated with development of the project site. Because the proposed project would develop the same area as anticipated in the DPX EIR and would not use any groundwater resources, no new significant groundwater impacts would be anticipated. However, as discussed in Section VII (b,d) there is the potential to encounter subsurface contamination during project construction. As indicated in the ,Phase I ESA, shallow groundwater may be present in the project area. Subsurface excavation associated with project construction could result in the 1, vertical and /or lateral migration of groundwater contaminants as well as expose the public and workers to potential hazards. This a potentially significant impact and will be addressed in the EIR. c -d) The proposed project would create new impervious surfaces on the project site, altering the site's existing drainage patterns and increasing site runoff. However, the DPX EIR identified the hydrologic impacts associated with development of the project site as less than significant because of the relatively small total area of the site when compared to the overall drainage area served by local flood control channels (DPX EIR, p. 4 -109). The DPX EIR assumed that 100% of the project site surface would be impervious following construction of the proposed l^, parking lots. The proposed project would have•a similar impervious surface area. Because the proposed project would include the same total impervious area as anticipated in the DPX EIR, no new significant storm water drainage impacts would be anticipated. Therefore, no additional analysis will be necessary in the draft EIR. e) Although the DPX EIR identified the water quality impacts associated with contaminated site runoff as less than significant, it also identified the need to increase the capacity of the existing p stormwater drainage system to accommodate for the increase in runoff water anticipated from the project site. This issue was not identified as a significant impact to existing stormwater drainage facilities in the DPX EIR, but mitigation was provided to minimize runoff from the project site, including the use of detention ponds to control the rate of storm water runoff. With incorporation of this mitigation, the proposed project's contribution to the existing storm t water runoff from the site would be considered less than significant. Therefore, no additional analysis will be necessary in the draft EIR. f) The DPX EIR identified the water quality impacts anticipated with site development as insignificant although it would constitute an incremental impact to the overall non -point source pollution loading of regional receiving waters (DPX EIR, p. 4 -110). Mitigation measures were San Francisco Bay Area Rapid Transit District EDAW ., West Dublin/Pleasanton BART Station and Transit Village 21 Environmental (hecklist �a5 developed to minimize water quality impacts associated with site development. Because. the proposed project would develop the same total area as anticipated in the DPX EIR and would include the incorporation of the identified water quality mitigation measures, the water quality impacts of the proposed project would also be considered less than significant. Therefore, no additional analysis will be necessary in the draft EIR. g -h) The project site is not located within a 100 -year flood hazard area, as delineated on the. 100- year Flood Zone Maps included in the City of Pleasanton General Plan and the City of Dublin General Plan. Therefore, the proposed project would not place housing or structures within a 100 -year flood hazard area and no additional analysis will be necessary in the draft EIR. i) The project site is located within the Del Valle Dam Inundation Area, as delineated on the Dam Inundation Area Map in the City of Pleasanton General Plan. This inundation area includes a large portion of both Pleasanton and Dublin. Although the potential exists for extensive - property damage and loss of lives resulting from dam inundation, dam failure is extremely r unlikely. If dam failure did occur, it would be a major catastrophe for the entire area. The proposed project would have no effect on the probability of such an event. Therefore, no significant impacts would be anticipated and no additional analysis will be necessary in the draft EIR. j) No large bodies of water are located near the project site that could pose hazards associated with seiches and tsunamis. In addition, the project area does not contain steep slopes that could pose hazards associated with mudflows. Therefore, no additional analysis will be necessary in the draft EIR San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and transit Village 22 Environmental Checklist Ili r r�-- _ l L4 4y regulation of an agency with jurisdiction over the project (including, but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect? c) Conflict with any applicable habitat conservation plan or ❑ ❑ natural community conservation plan? r ' a) The project site is surrounded by commercial development. Development of the site would not physically divide an established community. Therefore, no additional analysis will be necessary in the draft EIR. b) The DPX EIR concluded that the development of the West Dublin/Pleasanton station, as proposed in the DPX project, would not conflict with the Dublin General Plan, the Dublin Downtown Specific Plan, the Pleasanton General Plan, or the Pleasanton Zoning Ordinance. However, the proposed project deviates from the DPX project in that it includes the development of a transit village with residential and commercial components. For the Dublin parcel, these uses would require a General Plan amendment and a rezone. Also, the Dublin parcel is located within the area of a Specific Plan being prepared by the City. Therefore, the i EIR will include an evaluation of the proposed project's impacts on applicable land use policies. c) The project site is not located in either a Habitat Conservation Plan (HCP) or a Natural Community Conservation Plan (NCCP) area. Therefore, the proposed project would not E— conflict with the provisions of an adopted HCP or NCCP. No additional analysis will be necessary in the draft EIR. t-- San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 23 Environmental Checklist Less Than ENVIRONMENTAL ISSUES Potentially SignificantWith Less Than (see attachments for information sources) Significant Impact Mitigation Incorporated Significant Impact No Impact IX. 'LAND USE AND - PLANNING — Would the project a) Physically divide an established community? ❑ ❑ ❑ b) Conflict with any applicable land use plan, policy, or ® ❑ ❑ ❑ regulation of an agency with jurisdiction over the project (including, but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect? c) Conflict with any applicable habitat conservation plan or ❑ ❑ natural community conservation plan? r ' a) The project site is surrounded by commercial development. Development of the site would not physically divide an established community. Therefore, no additional analysis will be necessary in the draft EIR. b) The DPX EIR concluded that the development of the West Dublin/Pleasanton station, as proposed in the DPX project, would not conflict with the Dublin General Plan, the Dublin Downtown Specific Plan, the Pleasanton General Plan, or the Pleasanton Zoning Ordinance. However, the proposed project deviates from the DPX project in that it includes the development of a transit village with residential and commercial components. For the Dublin parcel, these uses would require a General Plan amendment and a rezone. Also, the Dublin parcel is located within the area of a Specific Plan being prepared by the City. Therefore, the i EIR will include an evaluation of the proposed project's impacts on applicable land use policies. c) The project site is not located in either a Habitat Conservation Plan (HCP) or a Natural Community Conservation Plan (NCCP) area. Therefore, the proposed project would not E— conflict with the provisions of an adopted HCP or NCCP. No additional analysis will be necessary in the draft EIR. t-- San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 23 Environmental Checklist H45 a -b) The project site is not located in an area of aggregate resources (Pleasanton General Plan, p. VII - 26). Therefore, the project would not result in the loss of availability of a known mineral resource of value to the region or the residents of the state. No additional analysis will be necessary in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 24 Environmental Checklist L L" Less Than ENVIRONMENTAL ISSUES Potentially SignificantWith Less Than (see attachments for information sources) Significant Mitigation Significant No Impact Incorporated Impact Impact X. MINERAL RESOURCES =Would the project a) Result in the loss of availability of a known mineral ❑ El O resource that would be of value to the region and the residents of the state? b) Result in the loss of availability of a locally- important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan? a -b) The project site is not located in an area of aggregate resources (Pleasanton General Plan, p. VII - 26). Therefore, the project would not result in the loss of availability of a known mineral resource of value to the region or the residents of the state. No additional analysis will be necessary in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 24 Environmental Checklist L L" i ' 4 CP a) The proposed project could expose people to noise levels in excess of standards established in the City of Pleasanton General Plan, the City of Dublin General Plan, and other applicable noise standards. Although the DPX EIR includes an analysis of noise impacts related to the extension project, traffic-related noise conditions have changed considerably since 1989. Therefore, the EIR will evaluate the potential stationary and mobile source noise impacts of the proposed project, including traffic noise modeling based on daily traffic volumes using the Federal Highway Administration (FHWA) roadway noise prediction model. b) The proposed project could potentially generate excessive groundborne vibration or groundborne noise levels associated with construction- related activities, project-related automobile traffic, and BART traffic. The EIR will include an analysis of potential groundborne noise impacts associated with the proposed BART station and transit village. c-d) The proposed project would introduce temporary and permanent noise emitters to the project vicinity, including construction machinery, mobile sources, and the proposed transit facility. The EIR will examine whether the proposed project would have a substantial temporary or permanent increase in ambient noise levels in the project vicinity -above levels existing without the project by providing an assessment of potential short-term (i.e., construction) and long- term (i.e., operational) noise impacts. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 25 Environmental Checklist ENVIRONMENTAL ISSUES (see attachments for information sources) Less Than Potentially SignificantWith Less Than Significant Mitigation Significant No Impact Incorporated Impact Impact , XI NOISE ........... . ... Would �the project resu t in - a) Exposure of persons to or generation of noise levels in 0 0 excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? b) Exposure of persons to or generation of excessive El El 11 groundborne Vibration or groundborne noise levels? c) A substantial permanent increase in ambient noise El 0 0 levels in the project vicinity above levels existing without the project? d) A substantial temporary or periodic increase in ambient 11 11 0 noise levels in the project Vicinity above levels existing without the project? e) For a project located within an airport land use plan or, where such a plan has not been adopted, within 2 miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? f) For a project within the Vicinity of a private airstrip, would the project expose people residing or working in the project area to excessive noise levels? a) The proposed project could expose people to noise levels in excess of standards established in the City of Pleasanton General Plan, the City of Dublin General Plan, and other applicable noise standards. Although the DPX EIR includes an analysis of noise impacts related to the extension project, traffic-related noise conditions have changed considerably since 1989. Therefore, the EIR will evaluate the potential stationary and mobile source noise impacts of the proposed project, including traffic noise modeling based on daily traffic volumes using the Federal Highway Administration (FHWA) roadway noise prediction model. b) The proposed project could potentially generate excessive groundborne vibration or groundborne noise levels associated with construction- related activities, project-related automobile traffic, and BART traffic. The EIR will include an analysis of potential groundborne noise impacts associated with the proposed BART station and transit village. c-d) The proposed project would introduce temporary and permanent noise emitters to the project vicinity, including construction machinery, mobile sources, and the proposed transit facility. The EIR will examine whether the proposed project would have a substantial temporary or permanent increase in ambient noise levels in the project vicinity -above levels existing without the project by providing an assessment of potential short-term (i.e., construction) and long- term (i.e., operational) noise impacts. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 25 Environmental Checklist M e) The project site is not located within the airport land use plan for the Livermore Municipal Airport nor is it located within 2 miles of this airport. Therefore, the proposed project would not expose people residing or working in the project area to excessive noise levels associated with public use airports. f) The project site is not located within the vicinity of a private airstrip. Therefore, no additional analysis will be necessary in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 26 Environmental Checklist r-- t , q q directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? b) Displace substantial numbers of existing housing, 0 0 0 necessitating the construction of replacement housing elsewhere? c) Displace substantial numbers of people, necessitating 0 0 0 lz the construction of replacement housing elsewhere? .' a) The proposed project would introduce new residents to the local area with the development of a 160 -unit apartment building within the transit village. However, because of the small number of new units relative to the region, this residential use would not substantially increase ` the population within the local area. Therefore, no additional analysis will be necessary in the draft EIR. b -c) Because no development currently occurs on the project site, the proposed project would have no effect on existing housing and would not displace substantial numbers of people. Therefore, no additional analysis will be necessary in the draft EIR. �v a— L I San Francisco Bay Area Rapid Transit District EDAW Wiest Dublin/Pleasanton BART Station and Transit Village 27 Environmental (hecklist Less Than ENVIRONMENTAL ISSUES Potentially SignificantWith Less Than (see attachments for information sources) Significant Mitigation Significant No Impact Incorporated Impact Impact XII. POPULATION AND HOUSING - Would the project:", a) Induce substantial population growth in an area, either 11 O ® 0 directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? b) Displace substantial numbers of existing housing, 0 0 0 necessitating the construction of replacement housing elsewhere? c) Displace substantial numbers of people, necessitating 0 0 0 lz the construction of replacement housing elsewhere? .' a) The proposed project would introduce new residents to the local area with the development of a 160 -unit apartment building within the transit village. However, because of the small number of new units relative to the region, this residential use would not substantially increase ` the population within the local area. Therefore, no additional analysis will be necessary in the draft EIR. b -c) Because no development currently occurs on the project site, the proposed project would have no effect on existing housing and would not displace substantial numbers of people. Therefore, no additional analysis will be necessary in the draft EIR. �v a— L I San Francisco Bay Area Rapid Transit District EDAW Wiest Dublin/Pleasanton BART Station and Transit Village 27 Environmental (hecklist ENVIRONMENTAL ISSUES (see attachments for information sources) Potentially Significant Impact Less Than SigndicontWith Mitigation Incorporated Less Than Significant Impact No Impact XIII.. 4 PUBLIC SERVICES a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services: Fire protection? ® ❑ ❑ ❑ Police protection? ®. ❑ ❑ ❑ Schools? ® ❑ ❑ ❑ Parks? ❑ ❑ ® ❑ Other public facilities? ❑ ❑ ® ❑ a) BART's System Safety Department is responsible for making sure that systems and procedures are in place for the BART stations and rights -of -way to enable local fire departments to provide emergency services. The Pleasanton Fire Department and the Dougherty Regional Fire Authority, which has jurisdiction over the City of Dublin, currently provide the project site with fire protection services. The proposed project could increase the number of emergency calls received by these agencies. Although the DPX EIR evaluated the potential impacts related to .providing the West Dublin/Pleasanton BART Station with fire protection services, it did not analyze the effects of providing the residential and commercial components of the proposed project with fire protection services (DPX EIR, p. 4 -50). Therefore, fire protection impacts will be evaluated in further detail in the draft EIR. BART has its own police department, which is responsible for police services for all BART facilities. Nevertheless, BART often calls on neighboring police departments for assistance with serious crime- related problems. The Pleasanton Police Department and the Dublin Police currently provide police protection services to the project vicinity. As with fire protection services, the DPX EIR did not evaluate the potential impacts to the affected police departments associated with the residential and commercial components of the proposed project. Therefore, police protection impacts will be evaluated in further detail in the draft EIR. The project site is located within the Pleasanton Unified School District. Because the proposed project would include the development of a 160 -unit apartment building, the number of school -age children within the project vicinity would increase. The DPX EIR did San Francisco Bay Area Rapid Transit District West Dublin /Pleasanton BART Station and Transit Village 28 EDAW Environmental Checklist M F 77 r_ F L4�70 not evaluate the potential impacts to the Pleasanton Unified School District associated with the proposed extension because no residential developments were proposed at that time. -- Therefore, the EIR will identify potential impacts on school facilities and determine the need g, for additional facilities based on the expected student generation ratios. The local area contains a diverse supply of community facilities, including parks and recreational facilities. Although the residential component of the proposed project could result in an increase in the use of these facilities, it is not expected that future residents would utilize these facilities such that substantial physical deterioration of the facilities would occur. Therefore, no additional analysis of parks and other public facilities will be necessary in the _ draft EIR. to... .,... . ,. 4 M. . San Francisco Bay Area Rapid Transit District - EDAW West Dublin /Pleasanton BART Station and Transit Village 29 Environmental Checklist yst ENVIRONMENTAL ISSUES (see attachments for information sources) Potentially Significant Impact Less Than SignificantWith Mitigation Incorporated Less Than Significant No Impact Impact XIV ° RIECREATION a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? b) Does the project include recreational facilities or D require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? a) The existing recreational facilities within the project area include Mape Park, Dolan Park, and Shannon Park within the City of Dublin and Moller Park and the Pleasanton Ridge Regional Park within the City of Pleasanton. In addition, numerous gymnasiums and sports fields exist within the project area. Although the residential component of the proposed project could result in an increase in the use of these neighborhood and regional parks, it is not expected that future residents would utilize these facilities such that substantial physical deterioration of the facilities would occur. Therefore, no additional analysis will be necessary in the draft EIR. b) The proposed project would not include the construction or expansion of recreational facilities on the project site. Therefore, no additional analysis will be necessary in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin /Pleasanton BART Station and Transit Village 30 Environmental Checklist r, r� i is l;^ i Less Than ENVIRONMENTAL ISSUES Potentially Signi{icontWith (see attachments for information sources) Significant Mitigation Impact Incorporated TRANSPORTATION %TRAFFIC Woutd the project: -. a) Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? b) Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways? c) Result in a change in air traffic patterns, including ❑ either an increase in traffic levels or a change in location that results in substantial safety risks? d) Substantially increase hazards to a design feature ❑ (e.g., sharp curves or dangerous intersections) or incompatible uses {e.g., farm equipment)? e) Result in inadequate emergency access? ❑ f) Result in inadequate parking capacity? g) Conflict with adopted policies, plans, or programs ❑ supporting alternative transportation (e.g., bus turnouts, bicycle racks)? ❑ Less Than Significant Impact LIZ No Impact El 'n ■ ■ ■ a) The proposed project would likely increase traffic on local roadways (i.e., Golden Cate Road, San Ramon/Foothill Road, Canyon Way, Stoneridge Mall Road, and Dublin Boulevard) and regional freeways (i.e., Interstate 580 and Interstate 680). The DPX EIR analyzed the traffic impacts associated with the DPX project and provided mitigation measures to help minimize these adverse impacts. However, because traffic conditions have changed since the preparation of the DPX EIR and the proposed project includes new commercial and residential components, a detailed traffic analysis will be necessary. This traffic analysis will be conducted for the draft EIR and will include a thorough discussion of the traffic impacts associated with the proposed project in both jurisdictions. b) Traffic associated with the proposed development may exceed level of service criteria established by the regional congestion management agency. Therefore, a detailed traffic analysis will be necessary. This traffic analysis will be conducted for the draft EIR and will include a thorough discussion of the traffic impacts associated with the proposed project in both jurisdictions. C) The proposed project would not affect air traffic patterns. Therefore, no additional analysis will be necessary in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton HART Station and Transit Village 31 Environmental (hecklist r— t,, d) The proposed project is not expected to increase hazards to a design feature or result in incompatible uses. However, the EIR will review the specific design characteristics of the proposed project including ingress and egress location, internal traffic flow, and pedestrian and bicycle access to identify potential design hazards. e) The project site is expected to be constructed.consistent with the requirements of the local fire districts. This includes providing access for emergency personnel to the proposed BART station. However, the EIR will review the specific design characteristics of the proposed project, including ingress and egress location, internal traffic flow, and pedestrian and bicycle access to ensure adequate emergency access is provided on the site. f) The project proposes to construct two parking garages, a 600 -stall parking garage on the � Dublin parcel and a 400 -stall parking garage on the Pleasanton parcel, in addition to 320 -stalls constructed one -half level under the three -story apartment building. Parking for the proposed hotel would be at 1 -stall per room. Because of the high demand for parking spaces at BART stations combined with the parking demands of the proposed transit village uses, a potentially significant parking impact may occur with the proposed project. Therefore, a detailed assessment of parking issues will be included in the draft EIR. �r g) The proposed project would not conflict with adopted policies, plans, or programs supporting alternative transportation. In fact, one of the circulation programs set forth in the City of Pleasanton General Plan is to encourage BART to complete the West Dublin/Pleasanton BART Station to better serve the I -680 corridor. Because the proposed project would enhance the use of public transport within the project area by providing an additional BART station, it would not be expected to conflict with adopted policies, plans, or programs supporting alternative transportation. However, a detailed assessment of alternative transit modes will be discussed in the draft EIR. San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pieasanton BART Station and Transit Village 32 Environmental Checklist r! r t' f r". F l- r— €.: 4.s-q a) The proposed project is not expected to exceed the wastewater treatment requirements of the Regional Water Quality Control Board. However, this issue will be evaluated in further detail in the draft EIR. b) The proposed project is not expected to require the expansion of existing water and wastewater l facilities. However, this issue will be evaluated in further detail in the draft EIR. t< C) New developments are required to install adequately -sized storm drains to connect to the existing infrastructure within both jurisdictions. The draft EIR will evaluate the potential environmental impacts associated with the construction of these storm water drainage facilities. d) The Dublin parcel currently receives water service from the Dublin San Ramon Services District, which has 12 -inch mains under Regional Street and Golden Gate Drive. The Pleasanton parcel receives water service from the City of Pleasanton Water Department, which has a 12 -inch line under Stoneridge Mall Road. The DPX EIR concluded that these water service facilities would have sufficient water supplies to serve the proposed BART station at the project site (DPX EIR, p. 4 -52). However, the proposed project would have a higher water f demand than anticipated in the DPX EIR because of the commercial and residential San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 33 Environmental (hecklist t ENVIRONMENTAL ISSUES (see attachments for information sources) Less Than Potentially Significantw'rth Less Than Significant Mitigation Significant No Impact Incorporated Impact Impact XVI UTILITIES_ AND SERVICE..SYSTEMS ;,Would ;the project a) Exceed wastewater treatment requirements of the applicable Regional Water Quality Control Board? b) Require or result in the construction of new water or ® 0 wastewater treatment facilities or expansion of. existing facilities, the construction of which could cause significant environmental effects? c) Require or result in the construction of new storm ® i] water drainage facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? d) Have sufficient water supplies available to serve the ® 11 0 0 project from existing entitlements and resources, or are new or expanded entitlements needed? e) Result in a determination by the wastewater treatment 0 provider which serves or may serve the project that it has adequate capacity to serve the project's projected demand in addition to the provider's existing commitments? f) Be served by a landfill with sufficient permitted ® D capacity to accommodate the project's solid waste disposal needs g) Comply with federal, state, and local statutes and ® 0 El 11 regulations related to solid waste? a) The proposed project is not expected to exceed the wastewater treatment requirements of the Regional Water Quality Control Board. However, this issue will be evaluated in further detail in the draft EIR. b) The proposed project is not expected to require the expansion of existing water and wastewater l facilities. However, this issue will be evaluated in further detail in the draft EIR. t< C) New developments are required to install adequately -sized storm drains to connect to the existing infrastructure within both jurisdictions. The draft EIR will evaluate the potential environmental impacts associated with the construction of these storm water drainage facilities. d) The Dublin parcel currently receives water service from the Dublin San Ramon Services District, which has 12 -inch mains under Regional Street and Golden Gate Drive. The Pleasanton parcel receives water service from the City of Pleasanton Water Department, which has a 12 -inch line under Stoneridge Mall Road. The DPX EIR concluded that these water service facilities would have sufficient water supplies to serve the proposed BART station at the project site (DPX EIR, p. 4 -52). However, the proposed project would have a higher water f demand than anticipated in the DPX EIR because of the commercial and residential San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 33 Environmental (hecklist t jYS� components. Therefore, the draft EIR will evaluate the potential impacts to water service providers associated with the proposed project. e) The Dublin San Ramon Services District (DSRSD) provides wastewater treatment services to the project area. Since the proposed project would utilize the DSRSD's existing municipal wastewater system, a determination would be required from DSRSD that adequate capacity exists in the system to serve the project. Inadequate capacity would represent a potentially significant impact. Therefore, the availability of adequate wastewater treatment disposal capacity to serve the project will be evaluate in the draft EIR f -g) The proposed project would generate municipal solid waste associated with the proposed transit village uses. The DPX EIR did not identify significant solid waste impacts relating to the development of the West Dublin/Pleasanton BART Station at the project site (DPX EIR, p. 4 -52). However, the proposed project would generate a greater amount of solid waste than was previously identified in the DPX EIR due to the incorporation of the transit village uses] into the project design. Therefore, the draft EIR will evaluate the potential solid waste impacts of the proposed project. San Francisco Bay Area Rapid Transit District West Dublin/Pleasanton BART Station and Transit Village 34 EDO Environmental Checklist 0 F a) As noted above, the project has the potential to affect the quality of the environment through potentially significant impacts to a number of environmental concerns. These potential impacts will be analyzed in detail in the draft EIR. r^ b) The project may have impacts that are individually limited, but cumulatively considerable. The potential for cumulative impacts will, therefore, be addressed in the draft EIR. C) As previously noted in several of the impact categories discussed above, the proposed `^ project may adversely affect human beings, either directly or indirectly. The potential . . impacts will be addressed in detail in the draft EIR. l t Authority: Public Resources Code Sections 21083 and 21087. Reference: Public Resources Code Sections 21080(c), 21080.1, 21080.3, 21082.1, 21083, 31083.3, 21093, 21094, 21151; Sundstrom v. County of endocina, 202 Cal. Approximately. 3d 296 (1988); Leonoffv 4fonterey,6oardof5ucaryisors, 222 Cal. Approximately. 3d 1337 (1990). r— r^ San Francisco Bay Area Rapid Transit District EDAW West Dublin/Pleasanton BART Station and Transit Village 35 Environmental (hecklist Lk-SS C REFERENCES Bay Area Rapid Transit District. 1989 (December). Final Environmental Impact Report for the Dublin/Pleasanton Extension Project. Bay Area Rapid Transit District. 1989 (September). Draft Environmental Impact Report for the Dublin/Pleasanton Extension Project. California Department of Fish and Game. 1999. California Natural Diversity Data Base. City of Dublin. 1985 (February 11). City of Dublin General Plan. Revised July 7, 1998. City of Pleasanton. 1995 (August 6). The City of Pleasanton General Plan. City of Pleasanton. 1995 (April 4). Heritage Tree Ordinance No. 1653. EDAW. 1998 (November). Draft Environmental Impact Report for the Vineyard Avenue Corridor Spec Plan. G: \PRODUCTS \EDAW\Ot012 BAR1\3rd Draft 4 -10 \BART Env checklist.wpd San Francisco Bay Area Rapid Transit District EDAW 'Wrest Dublin /leasanton BART Station and Transit Viiiage 36 Environmental {necklist MAY 25 '00 09 :05 FR LAND 415 982 2043 TO 19164145850 P.09i10 j Responsssto April 11, 2000 Initial Study for West Dublin /Pleasanton BART Station and Transit Village "? 1. Livermore - Amador Valley Water Management Agency (LAVMA) Ms. Vivian W- Housen, P.S. General Manager { 7051 Dublin Blvd, (P.O. Box 2945) Dublin, CA 84,568 ;925) 828 -0515 Response dated: 4/21/00 r Response received: 4124100 2. Govemor's Office of Planning & Research — State Clearinghouse Ms. Katie Shulte Project Analyst, State Clearinghouse 1400 Tenth St. (P.O. Box 3044) - Sacramento, CA 85812 -3044 (916) 445.0813 Response dated: 4/18/00 Response received: 4/24100 3. Alameda Congestion Management Agency (CMA) Ms. Beth Walukas Senior Transportation Planner 1333 Broadway — Suite 220 Oakland, CA 94612 (510) 83 6-2600 Response dated: 4126100 Response received: 511/00 ' 4. Alameda County Community Development Agency Mr, Stuart Cook Project Planner 224 W. Winton Ave., Rm. 151 Hayward, CA 94544.1215 (510) 670.5400 .— Response dated: 5/4/00 Response received: 5/4100 (via fax) 5. St Michael Investments Mr. Robert S. Enos Partner 6670 Amedor Plaza Rd. Dublin, CA 94568 (925) 828 -8423 Response dated: 514/00 r^ Response received: 514100 (hand delivered) ( 1 F" - Received: 5/25/00 8:51AM; 415 982 2043 -> EDAW,INC Page 10 MAY 25 '00 09:05 FR LAND 415 982 2043 TO 19164145850 G. Mr. Robert. S. Allen 223 Donner Ave. Livermore, CA 94660 -3040 (925) 449 -1387 Written comments received on 5/4100 at public scoping session 7. Department of Toxic Substances Control Ms. Barbara J. Cook, P.E., Chief Northern California -- Coastal Cleanup, Operations Branch 700 Heinz Avenue, Bldg. F, Suite 200 Berkeley, CA 94710 -2721 Response'dated May 4, 2000 Response received May 8, 2000 S. Department of Transportation Harry Y. Yehats District Director C/O Paul Svedersky Office of Transportation Planning B Caltrans District 4 P.O. Sox 23660 Oakland. CA 94623 -0660 ( 510) 622 -1639 Response dated May 8, 2000 Response received May 11, 2000 via fax 9. Alameda County Flood Control and Water Conservation District (Zone 7) Sal Segura Environmental Document Coordinator Water Supply Advanoe Planning 5997 Parkside Drive Pleasanton, CA 94588 -5127 1925) 484 -2600 Response dated May 11, 2000 Response received May 15,000 10. California Regional Water Quality Control Board — S.F. Bay Region Dale Bowyer Supervisor -- South Bay Section 1515 Clay Street, Suite 1400 Oakland, CA 94612 (510) 622 -2300 Response dated May 22, 2000 Response received May 24, 2000 2 ** TOTAL PAGE.10 ** M Livermore- Amador Valley Ll(o LAVWMA e Water Management Agency . April 21, 2000 F- Mr. John H. Rennels, Jr. San Francisco Bay Area Rapid Transit District P.O. Box 12688 Oakland, CA 94604 -2688 and Subject: West Dublin/Pleasanton BART Station Transit Village Dear Mr. Rennels: The %Livermore- Amador Valley Water Management Agency (LAVWMA) owns and operates a pipeline within an easement on the BART property, may be purchasing a new easement, and is planning to install a new pipeline adjacent to the existing line. Please continue to forward all future environmental documentation to my attention for review. Sincerely, Vivian W. Housen, P.E. - General Manager t 1 3 i, 7051 Dublin Boulevard -P.O. Box 2945• Dublin, CA 94588 - Phone (925) - 828.0515 - Fax (925) - 828.490.7 A Joint Powers Agency — Uvermore — Pleasanton — Dublin San Ramon Services District STATE OF CALIFORNIA Governor's Office of Planning and Research State Clearinghouse Notice of Preparation April 18, 2000 .. To: Reviewing Agencies Re: West Dublin/Pleasanton BART Station and Transit Village SCH# 2000042058 ` C0 / m. v `o �''fwa ',t3 Loretta L ,,-nch DIRECTOR Attached for your review and comment is the Notice of Preparation (NOP) for the West Dublin/PleasantonBART ` Station and Transit Village draft Environmental Impact Report (EIR). Responsible agencies must transmit their comments on the scope and content of the NOP, focusing on specific information related to their own statutory responsibility, within 30 days of receipt of the NOP from the Lead Agency. This is a courtesy notice provided by the State Clearinghouse with a reminder for you to comment in a timely manner. We encourage other agencies to also respond to this notice and express their concerns early in the environmental review process. Please direct your comments to: John H. Rennels, Sr. Bay Area Rapid Transit District .800 Madison Street P.O. Bog 12688 Oakland, CA 94604 -2688 with a copy to the State Clearinghouse in the Office of Planning and Research. Please refer to the SCH number noted above in all correspondence concerning this project. If you have any questions about the environmental document review process, please call the State Clearinghouse at (916) 445 -0613. T S' erely, Katie Shulte Project Analyst, State Clearinghouse Attachments cc; Lead Agency 2400 TENTH STREET P.O. BOX 3044 SACRAJ2ENT0, CALIFORNIA 95812 -3044 916- 445-0613 Fax 916 323 }015 V'1[�.OP .CA.GOV CLEaRINGHOUSE.HTNIL g' L Gray Davis GOVERNOR .. STATE OF CALIFORNIA Governor's Office of Planning and Research State Clearinghouse Notice of Preparation April 18, 2000 .. To: Reviewing Agencies Re: West Dublin/Pleasanton BART Station and Transit Village SCH# 2000042058 ` C0 / m. v `o �''fwa ',t3 Loretta L ,,-nch DIRECTOR Attached for your review and comment is the Notice of Preparation (NOP) for the West Dublin/PleasantonBART ` Station and Transit Village draft Environmental Impact Report (EIR). Responsible agencies must transmit their comments on the scope and content of the NOP, focusing on specific information related to their own statutory responsibility, within 30 days of receipt of the NOP from the Lead Agency. This is a courtesy notice provided by the State Clearinghouse with a reminder for you to comment in a timely manner. We encourage other agencies to also respond to this notice and express their concerns early in the environmental review process. Please direct your comments to: John H. Rennels, Sr. Bay Area Rapid Transit District .800 Madison Street P.O. Bog 12688 Oakland, CA 94604 -2688 with a copy to the State Clearinghouse in the Office of Planning and Research. Please refer to the SCH number noted above in all correspondence concerning this project. If you have any questions about the environmental document review process, please call the State Clearinghouse at (916) 445 -0613. T S' erely, Katie Shulte Project Analyst, State Clearinghouse Attachments cc; Lead Agency 2400 TENTH STREET P.O. BOX 3044 SACRAJ2ENT0, CALIFORNIA 95812 -3044 916- 445-0613 Fax 916 323 }015 V'1[�.OP .CA.GOV CLEaRINGHOUSE.HTNIL Document Details Report . State Clearinghouse Data Base SCH# 2000042058 . Project Title West Dublin/Pleasanton BART Station and Transit Village Lead Agency Bay Area Rapid Transit District Type nop Notice of Preparation rw Description The proposed project would include the completion of construction of the West Dublin /Pleasanton Highways BART Station approved by the BART Board of Directors as part of the Dublin /Pleasanton Extension ' Airports Project (DPX) on Febrary 8, 1990. The DPX project was evaluated in the December 1989 Railways Dublin/Pleasanton Extension Project EIR (DPX EIR) certified by the BART Board on Febryary 8,1990. Waterways On Dublin parcel, a 240 -room hotel and 160 -unit residential building are proposed to be constructed. ON Schools The hotel is proposed to be located closest to the freeway with 240 parking spaces. The residential Land Use portion of the development is proposed to be located furthest from the freeway and.would include 320 parking spaces located one -half level under the three -story residential building. In addition, a 600 -stall parking garage for BART patrons is proposed to be constructed on this parcel. A pedestrian overcrsssing would connect the BART parking garage to the BART station. q Lead Agency Contact Aesthefic/Visual; Public Services; Water Quality; Noise; Air Quality; Landuse; Traffic/Circulation; Namer John H. Rennels, Jr. Toxic/Hazardous; Other issues. Agency Bay Area Rapid Transit District ` Phone (510) 464 -6893 Fax and Recreation; Department of Fish and Game, Region 3; Native American Heritage Commission; email Public Utilities Commission; State Lands Commission; Caltrans, District 4; California Highway Patrol; Address 800 Madison Street Air Resources Board, Transportation Projects; Department of Toxic Substances Control; Regional P.O. Box -12688 Water Quality Control Board, Region 2; Caltrans, Division of Transportation Planning City Oakland State CA Zip 94604 -2688 Date Received Project Location County Alameda - x City Dublin, Pleasanton Region Cross Streets Parcel No. Township Range Section Base Proximity to: Highways Interstate 580 ' Airports Railways BART Waterways Dublin Creek, Arroyo de la Laguna, Alameda Creek and San Francisco Bay ON Schools Land Use General Plan Designation: City of Pleasanton - Retail/Highway /Service Commercial, Business and Professional Offices; City of Dublin - Public/Quasi- Public Facility Zoning: City of Pleasanton PUD -C-O (Planned Unit Development, Commercial and Office) and City of Dublin 0-2 (General/Commercial District) and M-1 (Light industrial District) Project Issues Aesthefic/Visual; Public Services; Water Quality; Noise; Air Quality; Landuse; Traffic/Circulation; Toxic/Hazardous; Other issues. Reviewing . Resources Agency; Department of Conservation; Office of Historic Preservation; Department of Parks dl Agencies and Recreation; Department of Fish and Game, Region 3; Native American Heritage Commission; Public Utilities Commission; State Lands Commission; Caltrans, District 4; California Highway Patrol; Air Resources Board, Transportation Projects; Department of Toxic Substances Control; Regional Water Quality Control Board, Region 2; Caltrans, Division of Transportation Planning Date Received 04 /17/2000 Start of Review 04117/2000 End of Review 05/16/2000 Note: Blanks in data fields result from insufficient information provided by lead agency. L o •. f < Q .b ° N W o e m $g"�j~ L Y� e� rq a QNN O ' n �� S -y1.? p OrV ^".�O !r+ fall G< YNf >NMN1 yb N S o b% O g% ��111 N Y cn pp b O ^ N b„�YenN Pf� !� O CN 4 �.T 4 OO+ YO. Nx ii > 00 P1C Gp ..�N Oe�1h 3� 71 O„ a Z.+ N CN 1�TY up w a W CT $ SR ..�eo"v� s rnoo OG oa o h 4�v�oo^ en _..°� 60 <`�' Lr�< AN S�jgR °;00 -00 O O. 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Rennels, Jr. Gail Steele Scott xaggerty z San Francisco Bay Area Rapid Transit District City of Alameda P.O. Box 12688 Mavor Oakland, CA 94604 -2688 Ralph Appezzatu • Constuct 170,000 square feet of office with parking (3.3 stalls per 1,000 rentable City of Albany square feet) and a 400 -stall BART parking garage on the 7 -acre Pleasanton parcel. Xlavor SUBJECT: Comments on the Notice of Preparation of an Environmental Impact - Pcgm•'ntotnsctt Report for the West Dublin/Pleasanton BART Station and Transit Village._ BART Dircctor Pete Snyder Dear Mr. Rennels: City of Berkeley County's 1999 Congestion Management Capital Improvement Program and the 1998 Councilmember long -range Countywide transportation plan Transportation Vision 2018 and Beyond. - Kris Worthington Thank you for the opportunity to comment on the Notice of Preparation (NOP) of a City of Dublin Draft Environmental Impact Report for the West Dublin/Pleasanton BART Station and Councilmember Gcorge A. zilta . Transit Village Iocated. in the Cities of Dublin and Pleasanton. The proposed project is city of Emeryville located east of the I -580/1 -680 interchange, south of Dublin Boulevard, and north of Councilmember Nora Davis Stonerid a Mall Road. The project consists of the following components: City of Fremont `lawir Gtts Morrison • Complete the construction of the West Dublin/Pleasanton BART station in the City median of I -580 as approved by the BART Board of Directors on February 8, 1990. of Hayward Chairperson • Constuct a 240 -room hotel (with 240 parking spaces), a 160 —unit residential Mayor Roberto Cooper building (with 320 parking spaces), and a 600 -stall BART parking garage on the 10 City of Livermore acre Dublin parcel. Cotmber ryum Vargas • Constuct 170,000 square feet of office with parking (3.3 stalls per 1,000 rentable City of Newark square feet) and a 400 -stall BART parking garage on the 7 -acre Pleasanton parcel. Councilmember Susan Ba The ACCMA respectfully submits the following comments: City of Oakland nd Comcilmember Ltm . The West Dublin/Pleasanton BART Station project is consistent with the Alameda City of Pied moont ut (exntcilmrmbrr County's 1999 Congestion Management Capital Improvement Program and the 1998 alrrir alat,grr long -range Countywide transportation plan Transportation Vision 2018 and Beyond. - City of Pleasanton Vice Chairperson A Diversified Strategy of Transportation Improvement for Alameda County. . Couneilmembrr Tnm Pico The City of Pleasanton adopted Resolutions 92 -135 on July 7, 1992 and the City of City of5an Leandro �layot Dublin adopted Resolution 120 -92 on September 28, 1992 establishing guidelines for Shelia Youlre ' reviewing the impacts of local Iand use decisions consistent with the Alameda County city of onion city Congestion Management Program (CMP). Based on our review of the NOP, the Marl; 41a «>; proposed project appears to generate at least 100 p.m. peak hour trips over existing Executive Director conditions. If this is the case, the CMP Land Use Analysis Program requires that a Denn6 R. Fay IQ Q1 PRO A T'%W. AV ZT?Tr )7A .niv -T ANT riodrl)•AT4(1\r.•i:;ia, P Qr_):rn• riv.t;i(ft 2'Z f._•�1�: F I Mr. John H. Rennels, Jr. April 26, 2000 Page 2 Ll (03 traffic analysis of the project be conducted using the Countywide Transportation Demand Model for Year 2005 conditions. Please -note the following paragraph as it discusses the responsibility for modeling. • The Countywide Model has been updated to Projections '98 for base years 2005 and 2020. The CMA Board amended the CW on March 26h, 1998 so that local jurisdictions, including BART, are now responsible for conducting the model runs themselves or through a consultant. The Countywide model is available to the -local jurisdictions for this purpose. A Countywide Model Agreement has not been signed between BART and the ACCMA. Before the BART or its consultant can use the model, a model agreement must be signed. An agreement was sent to Mr. Malcolm Quint on December 28, 1998. Another agreement can be re-issued upon request. • Potential impacts of the project on the Metropolitan Transportation System (MT S) need to be addressed. (See 1999 CUP Figures E-2 and E -3, pages ix. and x and Figure 2, pages 10-12). The DEIR should address all potential impacts of the project on the MTS roadway and transit systems. These include 1-580, 1-680, Dublin Boulevard, San Ramon Road, Tassajara Road, Dougherty Road, Foothill Road, Hopyard Road, and Stoneridge Drive as well as BART and LAVTA. Potential impacts of the project must be addressed for 2005 and 2020 conditions. Please note that the ACCMA does not have a policy for determining a threshold of significance.. Rather, it is expected that professional judgment will be applied to determine project level impacts. • Justification for any trip generation assumptions that depart from the standard trip generation eneration rates in the ITE Trip Generation Handbook should be documented in the EIR. The CMAI requests that there be a discussion on the proposed funding sources of the transportation mitigation measures identified in the environmental documentation. The CUP establishes a Capital Improvement Program (See 1999 CNT, Chapter 7) that assigns priorities for funding roadway and transit projects throughout Alameda County. The improvements called for in the DEIR should be consistent with the CMP CIP. Given the limited resources at the state and federal, levels, it would be speculative I to assume funding of an improvement unless it is consistent with the project funding priorities established in the Capital Improvement Program (CIP) of the CN4P, the federal Transportation Improvement Program (TIP), or the adopted Regional Transportation Plan Therefore, we are requesting that the environmental documentation include. a financial program for all roadway and transit improvements. Z/ Mr. John H. Rennels, Jr. April 26, 2000 Page 3 • The adequacy of any project mitigation measures should be discussed. On February 25, 1993 the CMA Board adopted three criteria for evaluating the adequacy of DEIR project mitigation measures: ✓ Project mitigation measures must be adequate to sustain CMP service standards for roadways and transit; ✓ Project mitigation measures must be fully funded to be considered adequate; ✓ Project mitigation measures that rely on state or federal funds directed by or influenced by the CMA must be consistent with the project funding priorities established in the Capital Improvement Program (CIP) section of the CMP or the Regional Transportation Plan (RTP). It would be helpful to indicate in the DEIR the adequacy of proposed mitigation measures relative to these criteria. In particular, the DEIR should detail when proposed roadway or transit route improvements are expected to be completed, how they will be funded, and what would be the effect on LOS if only the funded portions of these projects were assumed to be built prior to project completion. • Potential impacts of the project on CMP transit levels of service must be analyzed. (See 1999 CMP, Chapter 4). Transit service standards are 15 -30 minute headways for bus service and 3.75 -15 minute headways for BART during peak hours. The DEIR should address the issue of transit funding as a mitigation measure in the context of the CMA's policies as discussed above. • The DEIR should consider demand - related strategies that are designed to reduce the need for-new roadway facilities over the long term and to make the most efficient use of existing facilities (see 1999 CMP, Chapter 5). While a portion of the project is the development of a BART station,. it also contains a land development element. Therefore, the DEIR could consider the use of TDM measures, in conjunction with roadway and transit improvements, as a means of attaining acceptable levels of service. Whenever possible, mechanisms that encourage ridesharing, flextime, transit, bicycling, telecommutirig and other means of reducing peak hour traffic trips should be considered. Street layout and design strategies would foster pedestrian and bicycle connections and transit- friendly site design should also be considered. The Site Design Guidelines Checklist may be useful during the review of the development proposal. A copy of the checklist is enclosed. We have been asked to inform you about the sucoess of the Financial Incentives Program and the Guaranteed Ride Home Program, both of which are supported by the ACCMA. Employee oriented financial incentive programs, such as parking cashout programs, have proven to be successful in encouraging solo drivers to choose other commute alternatives. We would like you to consider applying the . Financial Incentive Program as part of the conditions of approval and/or developer r �f cod Mr. John H. Rennels, Jr. April 26, 2000 Page 4 agreements as a way to reduce congestion. The Guaranteed Ride Home Program, sponsored by the ACCMA., ensures that any carpooler or transit rider at participating -- worksites can get home in case of an emergency. • For projects adjacent to state roadway facilities, the environmental document should address noise impacts of the project. If the DEIR finds an impact then mitigation measures(i.e., soundwalls) should be incorporated as part of the conditions of approval of the proposed project. It should not be assumed that federal or state funding is available. Once again, thank you for the opportunity to comment on this Notice of Preparation. Please do not hesitate to contact me at 510/836 -2560 bxt. 13 if you require additional information. E Sincerely, Beth Walukas Senior Transportation Planner cc: Jean Hart, Deputy Director file: CMP/Environmental Review Opinions - Responses - 2000 b 17' p figg. 171 K `f (zc 8 Design Strategies Checklist for the Transportation Demand Management Element of the. Alameda County CMP The Transportation Demand Management Element included in the 1995 Congestion Management Program requires each jurisdiction to comply with the "Required Program". This requirement can be satisfied in three ways: 1) adoption of "Design Strategies for encouraging alternatives to auto use through local development review" prepared by ABAG and the Bay Area Quality Management District; 2) adoption of new design guidelines that meet the individual needs of the local jurisdictions and the intent of the goals of the TDM Element or 3) evidence that existing policies and programs meet the intent of the goals of the TDM Element. For those jurisdictions that have chosen to satisfy this requirement by Option 2 or 3 the following checklist has been prepared. In order to insure consistency and equity throughout the County, this checklist identifies the components of a design strategy that should be included in a local program to meet the minimum CMP conformity requirements. The required components are highlighted in bold type and are shown at the beginning of each section. A jurisdiction must answer Yes .to each of the required components to be considered consistent with the CMP. Each jurisdiction will be asked to annually certify that it is complying with the TDM Element. Local jurisdictions will not be asked to submit the back -up information to the CMA justifying its response; however it should be available at the request of the public or neighboring jurisdictions. Questions regarding optional program components are also included. You are encouraged but not required to answer these questions. ACTAC and the TDM Task Force felt that it might be - useful to include additional strategies that could be considered for - implementation by each jurisdiction. CHECKLIST Bicycle Facilities Goal: To develop and implement design strategies that foster the development of a countywide bicycle program that incorporates a wide range of bicycle facilities to reduce vehicle trips and promote bicycle use for commuting, shopping and school activities. (Note: examples of facilities are bike paths, lanes or racks.) r_ Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 1 order to be found in compliance vrith the Congestion Management Program. St; F_ Local Responsibilities: 41a. In order to achieve the above goat, does your jurisdiction have design strategies or adopted policies that include the following: 41a.1 that provide a system of bicycle facilities that connect residential and/or i ; non- residential development to other major activity centers? Yes No la.2 bicycle facilities that provide access to transit? Yes No ' la -.3 that provide for construction of bicycle facilities needed to fill gaps, (i.e. gap closure), not provided through the development review process? Yes No 1a.4 that consider bicycle safety such as safe crossing of busy arterials or along bike trails? Yes No la.5 -that provide for bicycle storage and bicycle parking for(A) multi - family residential and /or (B) non - residential developments? Yes No 4 1b. How does your jurisdiction implement these strategies? Please identify. Zoning ordinance Design Review Standard Conditions of Approval Capital Improvement Program k Speck Plan Other k- Pedestrian Facilities Geal: To develop and implement design strategies that reduce vehicle trips and foster walking for commuting, shopping and school activities. 7 Local Responsibilities i; 42a. In order to achieve the above goal, does your jurisdiction have design strategies or adopted policies that incorporate the following: 42a.1 that provide reasonably direct, convenient, accessible and safe pedestrian connections, to major activity centers, transit stops or hubs parks /open space and other pedestrian facilities? Yes No Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 2 order to be found in compliance with the Congestion Management Program. 42a.2 that provide for construction of pedestrian paths needed to fill gaps, ( i.e. gap closure), not provided through the development process? Yes No 2a.3 that include safety elements such as convenient crossing at arterials? Yes No 2a.4 that provide for amenities such as lighting, street trees, trash receptacles that promote walking? Yes No 2a.5 that encourage uses on the first floor that are pedestrian oriented, entrances that are conveniently accessible from the sidewalk or transit stops or other strategies that promote pedestrian activities in commercial areas? Yes No 42b: How does your jurisdiction implement these strategies? Please identify. Zoning ordinance Design Review, such as ADA Accessibility Design Standards Standard Conditions of Approval Capital Improvement Program Specific Plan Other Transit Goal: To develop and implement design strategies in cooperation with the appropriate transit agencies that reduce vehicle trips and foster the use of transit for commuting, shopping and school activities. `_Local Responsibilities 3a. In order to achieve the above goal, does your jurisdiction have design strategies or adopted policies that include the following: 43a.1 provide for the location of transit stops that minimize access time, facilitate intermodal transfers, and promote reasonably direct, accessible,. convenient and safe connections to residential uses and major activity centers? Yes No e Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 3 order to be found in compliance with the Congestion Management Program. a 43a.2 provide for transit stops that have shelters or benches, trash receptacles, N street trees or other street furniture that promote transit use? Yes No 43a.3 that include a process for including transit operators in development ' review? Yes No 3a.4 provide for directional signage for transit stations and /or stops? Yes No 3a.5 that include specifications for pavement width, bus pads or pavement structure, length of bus stops, and turning radii that accommodates bus transit? r Yes No 43.b ' How does your jurisdiction implement these strategies? Please identify. Zoning ordinance Design Review Standard Conditions of Approval Capital Improvement Program • Specific Plan Other Carpools and Vanpools a Goal: To develop and implement design strategies that reduce the overall number of vehicle -trips and foster carpool and vanpool use. Local Responsibilities: 4a. In order to achieve the above goal, does your jurisdiction have design strategies or adopted policies that include the following: 4a.1 For publicl y owned parking garages or lots, are there preferential parking spaces and /or charges for carpools or vanpools? Yes No 4a.2 that provide for convenient or preferential parking- for carpools and vanpools in non- residential developments? Yes No Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 4 i order to be found in compliance with the Congestion Management Program. 4.b How does your jurisdiction implement these strategies? Please identify. Zoning ordinance Design Review Standard Conditions of Approval Capital Improvement Program rr Specific Plan Other Park and Ride Goal: To develop design strategies that reduce the overall number of vehicle trips and provide park and ride lots at strategic locations. Local Responsibilities: 5a. In order to achieve the above goal, does your jurisdiction have design strategies or adopted policies that include the following: 5a.1 promote park and ride lots that are located near freeways or major transit hubs? Yes No 5a.2 a process that provides input to Caltrans to insure HOV by -pass at metered freeway ramps? Yes No 5b. How does your jurisdiction implement these strategies? Please identify. Zoning ordinance Design Review Standard Conditions of Approval _ Capital Improvement Program Specific Plan Other Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 5 order to be found in compliance with the Congestion Management Program. F-ov, COMMUNITY DEVELOPMENT AGENCY- ADMIN. (THU) 5. 4'00 13:07/ST. 13:000.4 6223055E P 2 47..3 I �., h Martinelli Agency Direcra Patrick Cashman �Pro)ecr Dlmmr .,, 274 °st Winton AvenuP. Room 151 Hayward California 94.1,44 1215 phone 510.670: 400 k- fax 510.570.6529 www. arnedaxa.us/eda r F t ALAMEDA COUNTY COMMUNITY DEVELOPMENT AG1~ 4CY SURPLUS PROPERTY AUTHORITY May 4, 20W John Rennels, Jr. BART P.O. Box 12688 800 Madison Street Oakland, CA 94604 Sent Via FAX 510 -464 -7583 Dear Mr. Rennels: We have reviewed the Initial Study prepared by EDAW for the West Dublin/Pleasanton BART station and transit village Draft Supplemental E .Z, and have the following comments: The Project Description (page 4) states that the proposed project assumes • lot an additional 500 spaces will be provided at the East Dublin/Pleasanton static i to compensate for a reduction to 1,000 at the West Dublin BART station. A: you are aware, BART and the Alameda County Surplus Property Authority have a• agreement to provide the additional 500 spaces at the East Dublin/Pleasan )n station, but these additional spaces are contingent on the successful entitlement art t development of the Transit. Center being proposed by BART and the Auth: rity at the East Dublin/Pleasanton station. The EIR should address the connection by ween these two stations, and address the potential impacts of no additional park.. ig being provided at the East Dublin station due to a failure to develop the propose Transit Center. On page 28, the Initial Study erroneously states that the proposed apartme t building will be in Pleasanton. As stated in the Project Description, the apartmMUS will be in Dublin_ The EIR needs to discuss the impacts to Dublin schools and park that will potentially result in this development. Specifically, the Dublin Unified Sc tool District and the City of Dublin have mitigation fee programs in place that wire payment by all new development. The EIR should address whether or not -he proposed project will contnbute to these fee programs, and if not, what of., er form of mitigation is proposed. PROM COMMUNITY DEVELOPMENT AGENCY- ADMIN. (THU) 5. 41"00 13:07/ST. 13:06/NO. 4 62230556 P 3 John Rennels May 4, 2000 Page 2 Thank you for the opportunity to comment on the Initial Study. We look forward. to n xivi,ng a copy of the Draft EIR when it is released. Sincerely, Cook Project Planner cc: Adolph Martinelli Pat Cashman • ITT Hand Delivered" -May 4, 2000 i 1 X V E S'T 1N i N.T S,. x Mr. John H. Rennels, -Jr. San. Francisco Bay'Area Rapid. Transit District -St.MichaelInvestments- - P.O. Box 12688.800 Madison Street - Oakland,. CA 94604 -2688 ' 6670Amador Plaza Rd Dublin, CA 94568 Re : Initial Study ''Comments,".. 1 _ West..Dublin 1 "Pleasanton Phone 925.828.8423 BART Station and. Transit -Village. Dublin,' C A , . fax 925.833.0886 Dear Mr: Rennels,' St. Michael- Investments -has ownership interest in the following •buiti#g's'located at :. 6401 Golden Gate .Drive - 73500 Dublin Blvd.. - .-7460 Dublin Blvd: i 6780--.Amador" Plaza Road - 6701 '•.Amodor -Plaza Road 6694 '.Amador Plaza Road - 6698..Amador`.Plaia :Road Vl/e have had a chance'to revieiiv•the' Initial'Study. for.the• above - referenced project dated April 11, 2000 and have•the following comments and concerns 1:) Traffic. Related Issues a.) H.ow many .daily car' trips are :anticipated as a' result of the pr`ol osed development: ? b.) What are the' effects of the proposed development on the intersections. of- St.. Patrick Way and Amador. Plaza' Roa& and the intersection of Dublin' Blvd and 'Amador •Plaza .Road ? - ' . c:) Y01,11 "your traffic model` include, adding. an- additional right turn lane from Amador Plaza .Road ' onto Dublin. Blvd ? d.) Will- your model- include the extension* of St." Patrick * Way. to , Regional Drive c.) Will •your- traffic model, take into account the -peak traffic generated from the on and off ramp currently under. construction d.) Has ' the traffic consultant been selected for this. project..? -- e.) What other potential additional .land. uses (6407 •Golden , ; Gate Drive) will be'-assumed. in the* traffic model ? r- .7-7 a WRITTEN COMMENTS BAY AREA RAPID TRANSIT DISTRICT WEST DUBLIN/PLEASANTON BART STATION AND TRANSIT VILLAGE EIR SCOPING SESSION ~ I would like to have the following issues addressed in the West Dublin/Pleasanton BART Station and Transit Village Environmental Impact Report: (please print) Name: R0� -e„� Mp6 �ZS— L(g� -13g 7 Address: -vk Comment .. �P PAL toxA aC'CeSS � !: G{ 0y, Gt\ ."-Q 0kAe l f� d -kw 0 1 E> V1 e a U' e-& lz CIV- 6�- -Acts" 4 , . T7 C V 1 \& C ( A-z5 Li 0 V'6LA s � f yg-ee Is�a,n — '�u EC fzkr —I '�o AI1.P SOu av1J 11i ee Vey' cz W� r' kOC +- CQt %oC [kTo c� tckt M i r!" f FF There will not be a written response to these comments. However, all comments will be F considered in preparation of the Draft EIR. �ti v Vinston H. Hickox 'ecretary for :nvironmental ' rotection May 4, 2000 Department of Toxic Substances Control Edwin F. Lowry, Director 700 Heinz Avenue, Bldg. F. Suite 200 Berkeley, California 94710 -2721 John H. Rennels, Jr. Bay Area Rapid Transit District 800 Madison Street P. O. Box 12688 Oakland, California 94604 -2688 Dear Mr. Rennels: Gray Davis Governor Thank you for the opportunity to comment on the Notice of Preparation of a Supplemental Environmental Impact Report for West Dublin /Pleasanton Bart Station and Transit Village (SCH # 2000042058). As you may be aware, the California Department of Toxic Substances Control (DTSC) oversees the cleanup of sites where hazardous substances have been released pursuant to the California Health and Safety Code, Division 20, Chapter 6.8. As a potential resource agency, DTSC is submitting comments to ensure that theenviron mental documentation prepared for this project to address the California Environmental Quality Act (CEQA) adequately addresses any required remediation activities which may be required to address any hazardous substances release. The project description does not include a description of the property's past uses, (only properties in the vicinity) without this information we are unable to determine whether -hazardous substances may have been released into the -soil at the Site. We strongly recommend that a historical assessment of past uses be done. Based on that information, sampling may need to be conducted to determine whether there is an issue which will need to be addressed in the CEQA compliance document. If hazardous substances have been released, they will need to be addressed as part of this project. Thank you in advance for your cooperation in this matter. Sincerely, Barbara J. Cook, P.E., Chief Northern California = Coastal Cleanup Operations Branch California Environmental Protection Agency ® Printed on Recycled Paper QSP 99 25 =5e F 4J' + +i1AY.11.X300 " 4 e 4aPM-- - -BRRT REAL ESTATE 5ER NO. 137 P. 3 ST►+ ►� -W roraasyoatTtanin=inccY DEPARTMENT OF TRANSPORTATION P D=23M OAKLAND, CA 0401 96W Tit (5+) 2664Q4 �sY 161Q> 486�t6 TOD (3iD) 286.i15d May 8, 20M ALA- 580 -20.72 File #ALA580629 Mr. John 11 Rennels, Jr, Senior Real $state Officer San Francisco Bay Area Rapid Transit District P.O. Box 12688 800 Madison Street Oakland, CA 94604 -2688 Dear Mr. Rennels: Notice of Preparation (NOP) and Initial Study (1i,S)- West DublinMleasanton BART Station and Transit village Thank you for including the Californda Department of Transpattation (Caltrans) in the early stages of the environmental review process for the above- refermeed project. We have reviewed the Notice of Preparation and Initial Study, and have the following comments to offer. Our primary concern. with the project is the Potentially significant impact it win bove to traffic volume and congestion. In order to adequately address our concerns regarding the operation of Interstates 580 and 680, please ensure the following information is provided in the environmental document: a. IaformadOn on the project's traffic impacts in terms of trip generation, distribution, and assignment. The assumptions and methodologies used in compiling this information should be addressed. b. Average Daily Traffic (AW) and AM and PM peak hour volumes ou all significmtly r affected streets and highways, including crossmads and controlling intersections, `c. Sch0matic illustration of the traffic conditions for: x) existing, 2) existing plus project, and 3) cumulative. Calculation of cumulative: traffic volumes should consider all traffc - generafma developments, both existing and future, that would affect the facilldw. being evaluated d Mitigation measures that consider highway and non highway iaapmventents and services. Sp=al attention should be given to the development of alternative solutions to circulation problems which do not rely on increased highway construction. e. All mitigation mea=ns proposed should be fully discussed including financing, schedoling, implementation responsfbilities, and lead agency monitodgs r 7 lk=nds May 8, 2000 Page 2 ` For infomnation purposes, the I- 58011 -680 interchange currently under �,onstniction will provide' new access to BART's facility in Dublin.. The iatterchaage project will add on and off -ramps to I -5$0 southbound and ar. on -ramp to I-fi80 torthbound, Anew street t=ed St. Patrick Way will provide direct access between these on and off -ramps and BARrs facility, Please see the attached plan. Completion of ennstruction is anticipated to be in the summer, 2001. The la3rout of BART's facilities in both Dublin and Pleasarzon, and the pedestrian overcrossings above 1-580 should be compatible with Caltrans' ultimate plan for a four -level sway -to- t-- freeway interchange at the 1 -58011 -680 junction. , On Page 4, paragraph 4, it is not clear when and how the 3100 parkin; spaces would be provided at the East Dublin/Pleasanton station. The Initial Study states that there pre currently 2612 spaces. Please clarify. We look forward to .reviewing the Draft Envisontnentati Impact Report (DER) for axis project. Whoa the do===t is complete, please smd two copies to: Patti Svedersky Office of Transportation Planning B Caltrans, District 4 P.O. Box 23664 Oakland, CA 94623-OW Should you require further information or have any questions regarding this letter, please cO . Paul. Svedmky of my staff at (5 10) 622 -1639. Sincerely, HARRY Y. YAHATA District Director By rip JEAN C. It,. FDMY District 13r8 6 Chief IGR10EQA L4 94 r i k CF is {r E ,1 `E Received: 5/17/00 2:40PM; MAY 17 '00 14:54 FR LAND 415 982 2043 -> EDAW,INC ; Page 2 41n 415 982 2043 TO 19164145850 P.02iO3 ALAMEDA COUNTY FLOOD CONTROL AND WATER CONSCAVATION D18TRJ- 4887 PARKSIDE DRIVE 41 A�6ASa»7ON, CALIFORNIA 94-.89 -7:27 ?tipne (925) :8+�.Tu00 cac (82g) 4�j -39 May 11, 2000 Mr. John H. Kennels, Jr. San Francisco Bay Area Rapid Transit District P.O. Boy: 12688 800 Madison St.. Oakland, CA 94604 -2686 Re: Notice of Preparation of DEIR - West Dublin BART Station Dear Mr. Rentals: Zone 7 has reviewed the above - referenced CEQA docuz-ent subm itted to ou_ office. Zone 7 is hereby submitting comments to the notice of preparation in the area of T-lood Control as follows. FXocd Control: Under Section 1.2, project Description, the proposed project's Pedestrian ovexcrossir_g crosses over Dublin creek, Line T, which is owned and Mai= stained by Zone 7. Any construction directly aver the xeach, might interfere with channel operations. Mitigation should address post- construction cleanup la the channel, should there be any impacts. Under the environmental checklist fcr Hydrology and Wate_ Quality, lie-i a, it is indicated that a Sto=water Pollution PrevanttionPlan would be imp?MMOnted to "minimize soil runoff frcm active constx-uction areas." Impacts to tr_a flood con., also be evaluated. rol faci.',ity from post - construction Under the environmental checklist for Hydrology and Water Quality, Item f, it was noted that "mitigation measures were developed to minimize water quality impacts assoclatsd with site development.' I,npacts to the flood control facility from post - construction should also be evaluated. 1! e 7 Received: 5/25100 8:48AM; 415 982 2043 -> EDAW,INC ; Page 2 �� E MAY 25 '00 09:03 FR LAND 415 982 2043 TO 19164145850 P.02i10 t1J Callifornla Regional Water Quality Control Board San Francisco Bay Eegron VP M011)L i< &OZ law rM A tmp: /Ac WWWr4e&VV Gerry Davis � $eue(Mfir 11'.9( aySff"%Suits 14000sW **00iWa 94612 Governor F.,rrlroxmegtot Phwe(SI0) 01-230D - FAXJ510) 622.2460 houeft o Ivir. John X Rennels, Jr. Bay Area Rapid Transit District 80 Madison Street P.O. Box 12688 Oaldand CA 94604 -2688 Date: PLAY 2 2 2040 File No.: 2000042058 Re: West Dublin/Pleasanton BART Station and Transit Village Dear Mr. RaraleI9: We have received the above referenced Initial Study and off=- the following comments with which the Regional Water Quality Control Board (RWQCB) is boncernbd. The purpose of the project is to subdivide the approximately 17 -acre property, located in the cities of Dublin cad Pleasanton in Alameda County, into a transit village comprised of -a 24(). room. hovel, 160 -unit residential building, 170,000 square root office building, two parking garages totaling 1,000 stalls, and additional surface parking. The proposed development would disturb more than five acres of land during construction, It must be covered tinder the State NMES Geaeml Permit for Discyarges of Stom Water Associated with Const metion Activity (General Pemut). This can be accomplished by filing a Notice of Intent (NOI) with the State Water Resources Control Board, Division of Water Quality. Copies of the General Permit and NOI can be obtained from the State Board's web page, www.swrcb,ca.aov, or by contacting the Board at (S 10) 622 -2494. The project sponsor must propose and implement cou =l mea=es that arc consistent with the Oeneral Permit and with the recommeudations and policies of the local agency and the RWQCB. As the Initial Study does cot include detailed information regarding construction, he environmental impacts of the project, or proposed nutigation, Regional Board Staffare unable to offer more specific comment at this time. However, I have attached a copy of our General Comments, which discuss the Regicaal Board's area of responsibility, and which should help guide in the preparation of further CEQA doewnentation. Board staff believe there will be impacts to storm water quality and the beneficial uses of waters of the State resulting from the proposed project, which would cover a substan ia? portion of the California Environmental Protecrlon Agency ,o L! 7, Received: 5 / "L5 /UU U:4'JAM; MAY 25 '00 09:03 FR LAND �i Mr. John Hr Rennels, Jr. V1� BOG LV't✓ -� ✓ ✓r�rra..v �� -� 415 982 2043 TO 19164145850 -2- P. 03/10 File No.: 200004058 F t presently unpaved site with pavement; structures, or other iuzpervious surfaces. The impacts, wbich could result from this project include the discharge of pollutants associated %vi *.h noupoint ' and point source urban ruuofifrom the sift. Staff recommend tbat you incorporate appropriate design measures (c.& permeable concwte, unit pavers, etc) and tre.B.tmer t controls (c.g. grassy swales, water retention basins, etc.) to effectively address these impacts. Regional Board staff highly encourage the lead agency !o obtain a cagy of "Start at the Source," a design guidsace Y =manual for storm water quality protection, which provides innovative ways of designing stntctures, parking lots, drainage systems, and landscaping. This manual may be obtained at most cities' planning departments or by calling Forbes Press, which is distributing the manual for the Bay Area Stormwater Management Agencies Association, at 1- 800 - 773 -7247. ° If you have any questions, please contact Lake Bowyer at (510) 622 -2323, or Maggie Robinson at (510) 622 -2505. 1 01Q--� Received: 5/25100 8:49AM; 415 982 2043 -> EDAW,INC ; Page 4 MAY 25 '00 09:03 FR LAND 415 982 2043 TO 19164145850 P.04i10 Mr- John R Rennels, Jr. -3, File No.: 2000042058 Geuerzl Comments The San Francisco Regional Water Quality Como! Board (Regional Board or RWQCB) :s charged with the protection of the Waters of the State of California in the San Francisco Bay Region. including wetlands and storrawater quality. The Regional Board is responsible for administerhig the regulations established by the Federal Clean Water Act. Additionally, the California Water Code establishes broad state authority for regulation of water quality. The Sari Francisco Bay Basin Water Quality Control flan (Basin Plan) explains the Regional Board's strategy for regulating water quality. The Basin Plan also describes the range of responses available to the Regional Board with regard to actions and proposed acticnts that degrade or potentially degrade the beneficial uses of the Waters of the State of California. NPDFZ The Federal National Pollutant Discharge Elimination System (NPDZ -S) Program, established by the Clean Water Act, which conbols and reduces pollutants to water bodies from point and nonpoint discharges, regulates water quality degradation. In California, the program is administered by the California Regional. Water Quality Control Boards. The Regional Board issues NPDBS permits for discharges to water bodies in the San Francisco Bay Area, including Mm- ticipal (area- or cotmty- -wide) Stormwater Discharge Permits. Projects distur'ving more than five acres of land during construction crust be covered under the State NPDES General Permit for Discharges of Storm Water Associated with Construction Activity (General Permit). This can be accomplished by filing a Notice of Intent with the State Water Resources Control Board. An NOI and the General Permit can be obtained 4om the Board at (510),622,-2300. The project sponsor must propose and implement control measures that are consistent with the General Permit and with the recommendations and policies of the locall agency and the RWQCB_ Projects that include facilities with discharges of Storm Water Associated with Industrial Activity must lie covered under the State NPD'ES General Permit for Discharges of Storm Water Associated with Industrial Activity. This may be accomplished by filing allotiee of Intent. The project sponsor must propose control measures that are consistent with Us, and with recommendations• and policies of the local agency and the RWQCB. In a few cases, the project sponsor may apply for (or the RWQCB may require) issuance of an individual (industry- or facility- specific) permit. The RWQCB's Urban Runoff Management Program requires Bay Area municipalities to develop and implement storm water management plans (SWMPs). The SWI%es must include a prog = for implementing new development and eonsmiction site storm water quality controls. The objective of this component is to ensure that appropriate measures to control pollutants from M C 7 MAY 25 '00 09:04 FR LAND 415 982 2043 TO 19164145850 P.05/10 C % _Ax. John H. Re=cls, Jr. -4, File No.: 2000042058 new development are: considered during t1w planning phase, before construction oegius; bnpimnentod during the construction phasd; and maintained after construction, throughout the life of the project. Storm Water Quality Control Storm water is the major source of fresh water to creeks and watcr�ays_ Storm► water quality is -- affected by a variety of land uses and the pollutants generated by these activities. Development and construction activities cause both site - specific' and cumulative water quality impacts. Water quality degradation may ocean during construction due to discharges of sediment, chemicals, and wastes to nearby storm drains or creeks, Water quality degradation may occur after construction is complete, due to discharges of petroleum hydrocarbons, oil, grease, and metals from vehicles, l " pesticides and fertilizers from landscaping, and bacteria from pets and people. Runoff may be concentrated and storm water flow increased by newly developed impervious surfaces, which will mobilize and transport pollutants deposited on these surfaces to storm drains and creeks. Changes in runoff quawdty or velocity may cause erosion or siltation in streams. Cumulatively, these discharges will increase pollutannt loads is creeks and wetlands within the local watershed, and ultimately in San Francisco Bay. i' To assist municipalities in the Bay Area with complying with an area -wide NPD)S Municipal Storm Water Permit or to develop a Baseline Urban Runoff Program (if they are not yet a co- permittee whiz a Municipal Stone Water Permit), the Regional Board distributed the Stag' Recommendations for New and Aedevelopment Control for &GFm Maier Programs i^ (Recommendations) is April 1994. The Recommendations describe the Regional Board's expectations of municipalities in protecting storm water quality from impacts due to new and redevelopment projects, . including establishing policies snd requirements to apply to development areas and projects; initiating appropriate planning, review, approval, and inspection & procedures; and using best management practices (BMPs) during construction and post - construction. 0 Project impacts should be minimized by developing and implementing a Stone Water Pollution preveiitior_ Plan ( SWPPP). A SWPPP is requited by the State Consw=tion Storm Water General Permit (General Permit). The SvVPPP should be consistent with the terms of the General Permit, the Manual of Standards for Erosion & Sedimentation Control Measures by the Association of Bay Area Governments (ABAG), policies and recommendations of he local urban runoff program (city' an&gr county), and the Recommendations of the RWQCB. SWPPPs should also be required for projects that may have impacts, but which are not required to obtain as NPDES permit. ?reparation of a SWPPP should be a condition of development. Implementation of the SWPPP should be enforced during the oonstrsetion period via appropriate options such as citations, stop work orders, or vrithholding occupancy permits, Received: 5/25/00 8:50AM; 415 982 2043 -> EDAW,INC ; Page 6 MAY 25 '00 09:04 FR LAND 415 982 2043 TO 19164145850 P.06i10 g$ N1r, John H. Rcnnels, J r . - 5 - File No.: 2000042058 Impacts idm-Aified should be avoided and minimized by developing and impiementi & the types of controls listed below. Explanatiom of the controls are available in the Regional Board's construction Field Manual, available from Friends of the San Francisco Estuary at (510) 28$- 0924, in BASMAA's Start at the Source, and in the California Storm Water Best Management Practice Handbooks. Site Planning The prof ect should minimize impacts from project development by incorporating appropriate site rrl planning concepts. This should be accomplished by designing and proposing site planning options as early in the project planning phases as possible. Appropriate site planning concepts to include, but are riot Limited to the following: • Pl+.,ase eonst Notion to limit areas and periods of impact. • Minimize directly connected impervious areas. • Preserve natural topography: existing drainage eouraes and existing vegetation. • . Ueato construction and structures as far as possible -from screams, wetlands, drautage areas, etc. • Provide undeveloved, vegetated buffer zones between development and streams, wetlands, drainage areas, etc. • Reduce paved area through cluster development, narrower streets, use of porous pavement and /or retaining natural surfaces. • Minimize the use of gutters and curbs, which concentrate and diroct runoff to impermeable surfaces. • Use existing vegetation and create new vegetated areas to promote infiltration. • Design and lay out communities to reduce reliance on cars. Include green excas for people to walk their pets, thereby reducing build-up of bacteria, worms, viruses, nutrients, ex. in impermeable areas, or institute ordinances requiring ov mers to collect pets' excrement. • •Incorporate low maintenance landscaping, • DesiV, and lay out streets and storm drain systems to facilitate easy maintenance and cleaning. • Consider the need for runoff collection and treatmem systems. • Label storm dtxinns to discourage dumping of polIum is into them Erosion The project should minimize erosion and , control sedirnent durkg and after construction . Developing and implementing an erosion control plan, or equivalent plan should do this. This L] IN Recelvea: 5/25/00 8:50AM; 4lb 'J-uL GV43 -� tu.•avv,tiv�: ; rage i MAY 25 '00 09:04 FR LAND 415 982 2043 TO 19164145850 P.0 7/10 84 ... e0vfj - r� .6- all conuolnessuxes that will be ' the SydppY. The plan sbaul3 sp t,' ft %llowin8= plan should be includes a ed to be used, inebdm& but cot li nited used or which are a P ' . Limit access rouges and stabilize access points., with seedi.�g, mulching, or other effective Stabiiize denuded aYCas as soon possible 1 rive s sediment barriers, or other c'f�Cc adjacen# properties with vegetative buffer strip , methods• sensitive areas, VeSe:4tian and draina setbac?cs, ge Delineate cl,W,A$ limits' • courses by ma i&i them in t~'le field• ornzy couveyance cl is and outlets revert erosion from tern' water generated br dcwatsYSng Stabilize and p tion to remove sedimentrmmwater settlinb basins will often LTsc sediment controls and coon. For large sites, or collected on -site during cons Jj be necessary. errant Cbemieal s nd' ", Manag is from chemicals and wastes used of or sreattof cone impacts P and irnplemer -ftg a plan The project should tninirni P develo developing a plan should canstructior�. Tktis should be done by including, but Ian or control measures Sh °uld be included iri the SWppF. Th P measures. The P es that will be used or which are aa�ticipated to be used. specify all control rieasur not limited to, the following: or storm d "' for stvragE, eciho areas of the site, awn;' from s products, and wastes• Designate SP d disposal of trsildutig n�atetials, chersiaal preparation, an d wastes =der a roo' or plastic sheeting. e Store stockpiled materials an and other hazardous materials stored in chemicals, solveizts, • Stow containers of paint, � • containers under cover during went oatact vritla runoff genie srotuid storage cnpre with plastic sheeting. a tail, or other cover dut>r rte' Cover open DumPsters s or storm drain inlets, for auto azi F periods. of t� site, away from stream De�.gnate specific arias vehiciG aitd equipmeil :t"'e' egtent parking and for rout= •� iacnt to avoid leaks. vehicles nerd heaVS' p uipment washing off -sire, or in ,o'utinely maintain all and vehicle an3 eq Perform rrLijor nuintenaace' reps ins or mop cloths. designaed and controlled area6 on -site other fluids with drip p sal. CoUect used motor oil, radiator coolant of oth proper d'ispo do not use � cnt fluids carzfizlly pr'sor to rrrcycling or prop � . di2�lY-' Store and Wool dry materials Sweep UP Spilled (c''t' m°' fertihzars, irnme • water to wash them away• t' Received: 5/25/00 8:50AM; 415 982 2043 ->- EDAW,INC , Page 8 MAY 25 '00 09:05 FR LAND 415 982 2043 TO 19164145850 P.06/10 Mr. J o h n H. Rennels, J r . - 7 - File No.: 2000042058 e Clean up liquid spills on paved or impermeable surfaces using "dry" cleanup methods (e.g., absorbeat materials, cat litter, rags) and dispose of cleanup materials properly. • Clmn up spills on dirt areas by digging up and properly disposing of the soil. e Keep paint removal wastes, fresh concrete, cement mortars, cleared- vegetatioa, aad demolition wastes out of gutters, - streams, and storm drains by using proper containment and disposal. " Post- Construction The project should minimize impacts from pollutants that may be generated by file project following construction, when the project is complete and occupied or in operation. These pollutants may include: sediment, bacteria, metals, solvents, oil, grease, and pesticides, all of which are typically generated ding the life of a residential, commercial, or industrial project after construction has ceased. This should be done by developiri; and implementing a plan and set of control measures. The plan or control rnewures should be included in the SWPPP. The plan should specify all control measures that will be used or which are anticipated to be used, including, but not limited to, the source controls and treatment controls listed in the Recommendations, Appropriate control measures are discussed in the Recommendations, in; e Table 2: Summary of residential post-construction Bl" selectioq + Table 3 - - Summary of industrial post - construction BMP selection e Table 4: Summary of commercial post - construction BNe selection Additional sources of inforrnatior- that should ba consultod for BMP selection include the California Stone Water Best 16&ragement Practice Handbooks; the Bay Aroa Preamble to the California Storm Water Best Management Practice Randbooks and New Development Recommendations; the BASMAA New Development Subconunittce meetings, minutes, and distributed information; and Regional Board staff. Regional Board staff also have fact sheets and other information available for a variety of structural stormwater treatment controls, such as grassy swales, porous pavement and extended detention ponds, i� I 77 pq F 1 """ , "' _�, I . 1, . - " ,� , 0 l I k I , I ;� , , , \.- � ,. � ... ,. � " " �- "_ �-�_, � I ,� I � __11111 _�_ � - , I I - I 1 ', �' `- I ., � , : �,� � Z,� " :� I . , " . I I , �, � , , , �- � I ,�� - � .1 �, - , , 11 , �, -, , ,-,, ,,,, I I " . - - , .'' - — I � , I I, I , : . � . - , � " , , , ". ,� � , - 1. �� . " �. ,� , _1� . � , - . , , '' , . - -1 I �. - , llill�� ,. " � , ,'� � � -�, ", � ,� � - ; .1 -1 I'll . � � � �, , � � , � ,1� 1�,'. : , . ,�,;_,_, _ -, . , , ,,,, _�_ I llll�� — " �__I�I_ I .. - . . _ .: , I I , , , � -, . I , .1 , , , ,, ,�: : � I "I ,,, ., � " , , - - � , w ) r , F % �l , � , � , ; �,, , a, �. 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"'.., .1 I I" " - .1.1 . � , _., �!_�:, " - , " , 1 _�, , , ,�, " " , ;-: � , ,,, -,, - - " e' , , - � ` , - , , , , T , 1.1, " . I �;_ / .1 I """., -1--,".. . _ ' - , �d - � '� � ,.� _� �'�', �� ", I , , ,,;�, I , I - -1 �.� I , � � , - ,_��-�' , --,,: ; � �, ;, , ", /� ".;. I .1 � , " � " � � �. , , , � Z � " , �.,, �,. ". "I I I , I I � - - - �� ,, 11 . . P� %- , -. �,- � , ;( � ,, t4 I -1 - Ilz , , , 11 * , � � _ I , - ( , :, , , . - ", ., ; I I I 1, � , , , , .11 \ I . I �� I 1- -:1. I , , - I . , I " ,:_-, , _ �_ ,; I /f `� f f ` It `,1 r ... �. "� ,r ,, , E +- t.. 8. I I f ,, . r s ,1'. , . :, ' / ' i• —.�, _, r , . . 8 % \` . >, , C . F h DUBLIN LEVEL OF SERVICE METHODOLOGY F . F E w DESCRIPTION OF INTERSECTION CAPACITY ANALYSIS CCTA SIGNALIZED METHODOLOGY Background 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-turn 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 turn 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 I to determine, in effect, the volume-to-capacity ratio of I the I - 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. r Input Data i 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 turn on red adjustments are accounted for as well as unequal distribution of turn volumes in double tam lanes. For more information, see Circular 212 and the CCTA Technical Procedures Manual. LEVEL OF SERVICE RANGES LOS VOLUME TO CAPACITY RATIO MAXIMUM SUM OF CRITICAL VOLUMES 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 E 0.91-1.00 1,800 1,720 1,650 F ----- - - - - -- -Not Applicable------ - - - - -- Source: Contra Costa County Growth Management Program, Technical Procedures, Table 9. ectavc.app qq4 DESCRIPTION OF LANE CONFIGURATION FORMAT The number of lanes and the use of the lanes is denoted with a special nomenclature described below: Lane Nomenclature MY Where X Denotes the total number of lanes available for a particular movement. Y Denotes how the lanes are used. When Y is ... ... The following applies: p .— 1.0 T A lane used exclusively for a particular movement (i.e. exclusive left -turn lane). 1.0 L ' A lane which is shared, that is, either of two different movements can be made 1 :=- 2-1 T from a particular lane (i.e. a lane which is shared by through and right-turn 2.0 L I, traffic). i . 2 zi T Denotes two or more through lanes in which two lanes are shared, one with 1.1 L I' left -turn traffic, the other with right -turn traffic. 3 Denotes an expressway through movement. I� 4 ��-- -- 1-4 R Denotes a right -tam movement from a wide outside lane where right -turn 2-1 I 1.0 L t vehicles can bypass through traffic sharing the lane to make a right -turn on red. I� 5 _ ti r Denotes a right -turn movement from an exclusive right -turn lane with a I.0 L right -turn arrow and prohibition on the conflicting U -turn movement. i 6 1.6 R Denotes a right -turn movement from a shared lane with a right -turn arrow and I' _ 3.1 T 1.0 L prohibition on the conflicitng U -turn movement. Denotes a turning movement which has a separate lane to turn into, as shown 7;8,9 below. I ?'f . 1.7 R Turn lane which is shared with a through lane or left -turn lane and under signal 7 ': _ 21 T control, and which has its own lane to turn into. There must be at least two t 2.0 L through lanes. I fit ,t 18 R Exclusive turn lane which is under signal control, and which has its own lane 8 s- 20 T } 2.0 L I I 't t0 turn 1r1t0. 19 R Exclusive turn lane not under signal control and which has an exclusive lane to turn into, often referred to as a "free' turn. Since the volumes in this lane do not 9 PL 20 T conflict with other intersection movements, the V/C ratio of the free right -turn 1.0 L I ft movement is not included in the sum of critical V/C ratios. 7 7— 0 M e DESCRIPTION OF INTERSECTION CAPACITY ANALYSIS w UNSIGNALIZED 1994 METHOD Background The method of unsignalized intersection capacity analysis used in this study is from Chapter 10, "Unsignalized Intersections" of the Highway Capacity Manual, Special Report 'No. 209, Transportation Research Board, updated October 1994. t^ This method applies to two-way STOP sign or YIELD sign controlled intersections (or one -way. R STOP sign or YIELD sign controlled intersections at three -way intersections). At such intersections, drivers on the minor street are forced to use judgment when selecting gaps in the major flow through which to execute crossing or turning maneuvers. Thus, the capacity of the b controlled legs of an intersection is based on three factors: 1. The distribution of gaps in the major street traffic stream. 2. Driver judgment in selecting gaps through which to execute their desired maneuvers. 3. Follow -up time required to move into the front -of -queue position It is assumed that gaps in the traffic stream are randomly distributed. For this reason, the methodology will be less reliable in situations in which the conflicting flows are strongly platooned, as would be the case at many urban intersections where the major street is part of a signalized network. This method assumes ' that major street traffic is not affected by minor street flows. This assumption is generally good for periods when the operation is smooth and uncongested. (When congestion occurs, it is likely that major street traffic will experience some impedance due to minor street traffic.) Left turns from the major street are assumed to be affected by the opposing major street flow, and minor street traffic is affected by all conflicting movements. i Input Data The general procedure to calculate the level of service is as follows: 1. Define existing geometric and volume conditions for the intersection under study. 2. Determine the conflicting traffic through which each minor street movement and the major street left -turn must cross. 3. Determine the size of the gap in the conflicting traffic stream needed by vehicles in each movement crossing the conflicting traffic stream. 4. Determine the capacity of the gaps in the major traffic stream to -d accommodate each of the subject movements that will utilize these gaps. 5. Adjust the capacities found to account for impedance and the use of shared lanes. 4 `4i Co W 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 utilized by vehicles in the following priority order. L Right turns from the minor street 2. Left turns from the major street 3. Through movements from the minor street 4. Left turns from the minor street For example, if a left - turning 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 - turning vehicle. The minor street through vehicle must wait for the second available gap. In aggregate terms, a large number of such left - turning 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 "Level of Service Criteria for Unsignalized intersections" for the relationship between delay and level of service. LEVEL OF SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONS f( AVERAGE DELAY I LEVEL OF SERVICE I DELAYS II <_ 5 s/veh A Little or no delay > 5 and < 10 s/veh B Short traffic delays > 10 and 5 20 s/veh C Average traffic delays > 20 and <_ 30 s/veh D Long traffic delays > 30 and :5- 45 s/veh E Very long traffic delays 2*- 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. 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W M I 11L1 Qf 1D I it l f O Il i O II I II 1 11 1 co 01 ;2 2 r�I{ 11 l If I O�RO.M- I'll 1 O N N O I to I 0000 f1 I ll 1 ii 0000 Il I 10 M O M 11 I �N1 r-M 11 1 001 1,- 01 10 -11 co 10 1- vF-J v v C7�LL + +xw CdHJI- m 3 1 W 1 F U I ex > K ? W Q O 1 d I U w IOW 1 h- 1 I w Z . I � O 1 O U 1 > W IQw IOC J /b m {I it g , Q >� •� 11 !I 11 6 t (ZA W -• F 7 11 r 1 11 M it n C • N Z o C� • 00 r W K Z 11 Q N r J 1 IPI 1 P It (n 1- L Q 11 11 U U It P r In 1 i O O r Q W O 3 .0 11 +--• \ r N co 1 i R OO ~> O r O r • O I It y- I� r !- E •-• II cr O r O O O 1 1 O ' 1!1 Cl) 4 N Il U t 1 O I x O H it 1 Ux �• S W 11 O OONN 10 t, 1,- Nt �t It 101n OPPP I Y r K H J 11 U•-• t OO.t Nt r 10MPPMIP 1 N01 to In 1 OOMO_ 1 CD 1 0, 1 m (0 r z 11 \F r OONN r 0000�� . In t2 11 > Q r O O O O r 0 0 0 0 0 0 r O e- O t O N O N 1 0' N 11 �., +4'+O 0�1 r 0000 r 000000 r 0000 r 0000 ! r r 1 11 r I I 10 Q I (a • I Z 11 > t I (:> r < —r r —> p1 U 'O t1 1 0000 1 000000 r 0000 r 0000 I L O 1 V 4.r Q' II U 1 Yl to 1n In 1 En V1 1f1 to to to . to O to O r M Co to O I O t O ••- 11 Q r .0 .p 1p 1p r .Q 1010101010 1 .0 M10M t 10M10M 0 01 i N II ¢ .- •- .- .- r r- .- r- 1 .- M •-- M 1 r- M e- M E r s- N Q m co 11 u ao r 11 r \ r A iI N w t LL r I tY /D I W ---- E J N • W Z 1 N t7 r -� ..+ K L 11 n do • jc . 1 1 O 11 W w t r t •O Hf 0000 0101010NN 1010101"1 00 INS 10 I A•.- r < r P it (11 1V --NM ON cm I N U =3 _j un 0 'o-�O _ _R I'll II Q 1 { r I L r H O --- • t ---O 1Z W II t F 11 r r r 1 0 1 x r O • r LL d II r r 1 I •LSO t� 1 coo. r Z v`� .. � W v J Z fi J I t r n aw 1 1 t I EP r ix t- 11 zS r N00 r 01010 10,0,0 t 010 { Q r r W 11 r in v .--� r co N P N 1 �t O C 11 •O•• O r Vl 1 10 r 1 m N N It O> 1 O r A {{ r 0 t r r tl t y v1 t �+ r C� i•1 i1 1 S .r 1 0 i p r + . 1 •-• ID r O r 1 1- 41 r S. 10 10 N 10 CO It it w. t- _j . F- v v C' J w t I'- ix 1 l- v w i U Io r i•- r In I x O F+ E W i 0 w y K 00X1 - 2C l in f '.1 M+1 .1 w C r d r H W x > --xw •xw r xw 11 O r xf- J I•- CHJI - s,- O: I- JH r KHJI- u 1z r 1 t 11 H:3 r H t !I z 0 r V r LL K W x O Z+in 2 11 t 1 11 r /n r m t m ' m n .. U r U 1 J z 3 It t z r N r w r 3 m 4 Q N O I J I I C w 11 I C Q 1 Z U I O zf I K d 17 I H O I z I F •�+ icx 1 W 1 0( 11 1 O J ILL> i n 1 w H u r z I oil II Q It rZ II # O Q i M I O 1 i O •• IC> i r U.1 I 1 F- to I U LL I c 1 CL i Q J i o u>i 1 !- J t r a m:O I O U 1 > W I N It a ii If n o z m Q F 1 U 1 1 i 1 W ii I K C Io fI C Q 1 H 67 'I F •Z•• .�+ .y. I w x II W R O J II LL> 11 n u w 1- u 1— z n � w n oil it Q F 11 It I 71 71 A CD \ I \ I O I O• V r 7 Q d' 3 C7 � r J •O t2 Y t —> n• 0 r /n 10 x O t.i IY N 1O < lY (N.1 M x r r• � —vlt- N N N W w V J t N f 1Jl K t W N 1 7 N `- i O 1 z0 • � � r o� 1` in s u r r x tl It N U R t r t � 11 W ° w t 11 It W 41 uj It n r :) r. u• z + in 11 Z-• V i U r IY 3 Y I L � I d I N tT > w Q 2 W W N tI II J ' t cm t O 11 CO it ¢ ' J cm ti r> {I II . r• � t c o o o O n a U 11 11 ' 11 II O . NOO�JN •O P•D f` t MNOMPN OM�tm 11 I' U•- t 'TT in �d . (`OMP In P00 �tti MONK 11 I' \r t 10 r-1 Mtn t P Ip 010 t It N0tPCOM . CD SO 11 1 >Q t Or•O.r ter• . a-Oa -� i ��N al tl 1 t t 0 0 0 0 0 0 t O 0 0 0 t 0 0 0 0 0 0 0 0 0 0; ` It 1 It 00000O 0000 0000001o0oofl 1 U. In 0 0 0 Ul In . In o to o f In 0 0 0 in ul t In O In a 11 I ¢ t •OMOM•010 •O r+l •OM • •OMOM•010 • `OM`OM tt I d . r•MM?III t �M�M �MMM�t't r•tn --M 1i I Q 11 1 U , 11 O •• Q It W 'o 'o In O MM1` -OOM . e-•ON 11 (n :D oco NP �� O•`0 f�'O t Jr•�&In 00 MMO 11 K> •- MN3+0n . NNr'tn 2`10O1 to 1; Y- W r II r N Q> t II U LL 11 Q J I Q W t II U W I Zf I •O CO III • M . MM1� 10 II > 1 O OO,N • P10 cO\ . �r•� t I�MM 11 Ow �O . r•MN . NNr• . NJ�T I O> , 11 W 2 of 11 E O 1 nJr it . Cnn J (Y nn r Knn J vnn It >W I r t vrJ + t . vr.. -I !-J + rJ 11 N II 2 1 vv t vv vv 1 vv 11 J Ct II W t r !Y J K • ♦- [Y . r lY J tY t r I7L II ¢ w c f x�r t x�r t x�r • x71- tl rr 6 W O t>G W+ ++ O S W+ i 0 s W + ++ t7 = LU+ 11 n > � w w ... ;; � , mrJrrr t mrJr t trrJrrr t>:t -Jr it ` m It 1; . co • imA W 3 fl m ¢ a 6 U O J I W II I Cl. 10� ;tea 1 � 1 r C7 I Z_ II i r II '. II cr x ;; IY If I I O It LL O J II > 11 I It {t r z 11 °w 6¢r ;; ? m 11 !I > II II II >. •• tt II 11 11 M 1l ¢ I W Iy- O I; i • tl 11 0 O 11 t 4R Q2 11 . • fl {t \ 11 C M • to t It 11 In r 11 J t t ; fI ll O e tn 1; �Q II LLJ I.-L 6 II .dV..0 • `� v t P110 II O H 30 t Q W O 3� 11 r> t O N t r 11 O M i s a .0. O II .,,. t S ; 11 11 11 d r 11 K O. O O . O 11 0 L 1; 11 11 C` t t fn ¢ it U t t , 11 II O � S . � 11 11 O S O r 11 . ; ; t II x t O = I j II O • 10 r` P• It .O.ON . T Ornw •-�T r I�f,aOO n I. 11 U t t7C r J II U•-+ . •O MM•OP�O • �f•tir• • NMtn .t to r• • �p Pr•M 11 l y it \r NMN-.t M-t • Na0P0 . OtO tnMPM � Otn aOP II I 11 1E 1 It t 000000 t NOON t e-0LrI 011 I Or-Or• 11 1 n ma t n•o ti u1 ' „� M �� 000000t0000t000000t000011 l i;Ja� Nt t . r n n r t O 11 >O < ' —> n• >-If t O00000 t 0000 000000 . 0000 It I L. Y to It U • In O O O In Ul • Vl O Vl O • Ul O O O II'1 In • In O Vl O 1[ I O 3 1! Q . 1OMOM1010 • 10 NI.OM • 10 MOM 110.0 . •O in to 11 I OP •^ ` 11 0. • to r •r M• -M • -M MNI its • r•in to 11 I ; v i; m o r r ti /6 11 U' if if 1 CI Eo a11 ` I O it 1: n0 r•A Mx G) 11 . . 110 •• �•O N • Sy 0711 OK . 11 w It 3 E 1 � W `- R 6 Utut , n rt7 2 K 11 rf • Mme• - 4 In 7nP��T P•O%0 In t Ol�tn t� 11 Q•-• -r 11 to • 'r to OON i`O-D `O �O I�•0-.T �- t a-NMM It C. 1.Y 11 LI- 7P •- J N< �C > 11 -�a0 ' `• r-.-N MNe-�O t a-- N��T.t�O t r•tnr'•O 11 >-uxi I N If R t Cie oo -> ' Il N it M t SN N LL N `-F •• 11 Q> t t , 11 x It ' ~' O W 11 if U LL I W 11 N 7 , t t 11 ¢O t L 11 �_ P M M t 2 N W Z 11 J It t t II ¢ J W v v v -� r ;; �W 1I1I1 I 1 { Y U >P • C r N r• 11 .0x.. O 0> t ' I t • 1�f` . t tM o PN r- • t ' P!•�! 1•-0 - 11- tao - 1p 1 r � > r-- co • `O N •O M I Ow In If In Y C 11 II R It W 11 N 11 MO ^ N 11 O Z If r J O < —' t —> 11 t t IF t� J t^ t^ _ J t �+ _ 11 O U I; R 1120 t t • It t 1Y ^^ xr, r, i vvJ + i vvJ 11 >N ppp , �Q 11 r vrJ + t rJ v 11 J O' 11 C 11 O✓ •• •O ti -D It Z t v v i v v t v 1f W. r m J C r K t r Z J C t r C 11 4 W 11 O 11 U R t r 1 t S7r Sir • x�r if rr ;1 i+ II N° i I N II W + + + . O/zLL+ (.71sLL+ + + + OmLL+ II O2 -xw ,xw t ..xw n r - r w 11 £ ` �Ix - Jrrr m1-Jr if -O II W C Q t r M = t It 11 C 11 r 7 t r t LL (Z 0 z+ In U . m 11 11 0 11 2 0 1 U i J Fx- C 3 ;; : Z im/7 ' W 11 U 11 .+ U U m 4 r a d U 0 J W It � Q O U II 2>E' { C d I H C7 I .2.. I r 1 t7 ; IXU I C II 100 I °� u OII II Qr 112.. II # 'OZ. m � J � � Z > O W r r L 30 t 4 W W•00 �E vent � inQ L t a�+ . x x O -0 C CD m x /- R > > � M M Z I I t to t t m > I < � , L- 0 E E o i A A 3E ;) t t CA i t • ix ti J J >N L I d SN > LL G70, t t v r 7 Q d' 3 C7 � r J •O t2 Y t —> n• 0 r /n 10 x O t.i IY N 1O < lY (N.1 M x r r• � —vlt- N N N W w V J t N f 1Jl K t W N 1 7 N `- i O 1 z0 • � � r o� 1` in s u r r x tl It N U R t r t � 11 W ° w t 11 It W 41 uj It n r :) r. u• z + in 11 Z-• V i U r IY 3 Y I L � I d I N tT > w Q 2 W W N tI II J ' t cm t O 11 CO it ¢ ' J cm ti r> {I II . r• � t c o o o O n a U 11 11 ' 11 II O . NOO�JN •O P•D f` t MNOMPN OM�tm 11 I' U•- t 'TT in �d . (`OMP In P00 �tti MONK 11 I' \r t 10 r-1 Mtn t P Ip 010 t It N0tPCOM . CD SO 11 1 >Q t Or•O.r ter• . a-Oa -� i ��N al tl 1 t t 0 0 0 0 0 0 t O 0 0 0 t 0 0 0 0 0 0 0 0 0 0; ` It 1 It 00000O 0000 0000001o0oofl 1 U. In 0 0 0 Ul In . In o to o f In 0 0 0 in ul t In O In a 11 I ¢ t •OMOM•010 •O r+l •OM • •OMOM•010 • `OM`OM tt I d . r•MM?III t �M�M �MMM�t't r•tn --M 1i I Q 11 1 U , 11 O •• Q It W 'o 'o In O MM1` -OOM . e-•ON 11 (n :D oco NP �� O•`0 f�'O t Jr•�&In 00 MMO 11 K> •- MN3+0n . NNr'tn 2`10O1 to 1; Y- W r II r N Q> t II U LL 11 Q J I Q W t II U W I Zf I •O CO III • M . MM1� 10 II > 1 O OO,N • P10 cO\ . �r•� t I�MM 11 Ow �O . r•MN . NNr• . NJ�T I O> , 11 W 2 of 11 E O 1 nJr it . Cnn J (Y nn r Knn J vnn It >W I r t vrJ + t . vr.. -I !-J + rJ 11 N II 2 1 vv t vv vv 1 vv 11 J Ct II W t r !Y J K • ♦- [Y . r lY J tY t r I7L II ¢ w c f x�r t x�r t x�r • x71- tl rr 6 W O t>G W+ ++ O S W+ i 0 s W + ++ t7 = LU+ 11 n > � w w ... ;; � , mrJrrr t mrJr t trrJrrr t>:t -Jr it ` m It 1; . co • imA W 3 fl m ¢ a 6 U O J I W II I Cl. 10� ;tea 1 � 1 r C7 I Z_ II i r II '. II cr x ;; IY If I I O It LL O J II > 11 I It {t r z 11 °w 6¢r ;; ? m 11 !I > II II II >. •• tt II 11 11 M 1l ¢ I W Iy- O I; i • tl 11 0 O 11 t 4R Q2 11 . • fl {t \ 11 C M • to t It 11 In r 11 J t t ; fI ll O e tn 1; �Q II LLJ I.-L 6 II .dV..0 • `� v t P110 II O H 30 t Q W O 3� 11 r> t O N t r 11 O M i s a .0. O II .,,. t S ; 11 11 11 d r 11 K O. O O . O 11 0 L 1; 11 11 C` t t fn ¢ it U t t , 11 II O � S . � 11 11 O S O r 11 . ; ; t II x t O = I j II O • 10 r` P• It .O.ON . T Ornw •-�T r I�f,aOO n I. 11 U t t7C r J II U•-+ . •O MM•OP�O • �f•tir• • NMtn .t to r• • �p Pr•M 11 l y it \r NMN-.t M-t • Na0P0 . OtO tnMPM � Otn aOP II I 11 1E 1 It t 000000 t NOON t e-0LrI 011 I Or-Or• 11 1 n ma t n•o ti u1 ' „� M �� 000000t0000t000000t000011 l i;Ja� Nt t . r n n r t O 11 >O < ' —> n• >-If t O00000 t 0000 000000 . 0000 It I L. Y to It U • In O O O In Ul • Vl O Vl O • Ul O O O II'1 In • In O Vl O 1[ I O 3 1! Q . 1OMOM1010 • 10 NI.OM • 10 MOM 110.0 . •O in to 11 I OP •^ ` 11 0. • to r •r M• -M • -M MNI its • r•in to 11 I ; v i; m o r r ti /6 11 U' if if 1 CI Eo a11 ` I O it 1: n0 r•A Mx G) 11 . . 110 •• �•O N • Sy 0711 OK . 11 w It 3 E 1 � W `- R 6 Utut , n rt7 2 K 11 rf • Mme• - 4 In 7nP��T P•O%0 In t Ol�tn t� 11 Q•-• -r 11 to • 'r to OON i`O-D `O �O I�•0-.T �- t a-NMM It C. 1.Y 11 LI- 7P •- J N< �C > 11 -�a0 ' `• r-.-N MNe-�O t a-- N��T.t�O t r•tnr'•O 11 >-uxi I N If R t Cie oo -> ' Il N it M t SN N LL N `-F •• 11 Q> t t , 11 x It ' ~' O W 11 if U LL I W 11 N 7 , t t 11 ¢O t L 11 �_ P M M t 2 N W Z 11 J It t t II ¢ J W v v v -� r ;; �W 1I1I1 I 1 { Y U >P • C r N r• 11 .0x.. O 0> t ' I t • 1�f` . t tM o PN r- • t ' P!•�! 1•-0 - 11- tao - 1p 1 r � > r-- co • `O N •O M I Ow In If In Y C 11 II R It W 11 N 11 MO ^ N 11 O Z If r J O < —' t —> 11 t t IF t� J t^ t^ _ J t �+ _ 11 O U I; R 1120 t t • It t 1Y ^^ xr, r, i vvJ + i vvJ 11 >N ppp , �Q 11 r vrJ + t rJ v 11 J O' 11 C 11 O✓ •• •O ti -D It Z t v v i v v t v 1f W. r m J C r K t r Z J C t r C 11 4 W 11 O 11 U R t r 1 t S7r Sir • x�r if rr ;1 i+ II N° i I N II W + + + . O/zLL+ (.71sLL+ + + + OmLL+ II O2 -xw ,xw t ..xw n r - r w 11 £ ` �Ix - Jrrr m1-Jr if -O II W C Q t r M = t It 11 C 11 r 7 t r t LL (Z 0 z+ In U . m 11 11 0 11 2 0 1 U i J Fx- C 3 ;; : Z im/7 ' W 11 U 11 .+ U U m 4 r a d U 0 J W It � Q O U II 2>E' { C d I H C7 I .2.. I r 1 t7 ; IXU I C II 100 I °� u OII II Qr 112.. II # 'OZ. Y I L � I d I N tT > w Q 2 W W N tI II J ' t cm t O 11 CO it ¢ ' J cm ti r> {I II . r• � t c o o o O n a U 11 11 ' 11 II O . NOO�JN •O P•D f` t MNOMPN OM�tm 11 I' U•- t 'TT in �d . (`OMP In P00 �tti MONK 11 I' \r t 10 r-1 Mtn t P Ip 010 t It N0tPCOM . CD SO 11 1 >Q t Or•O.r ter• . a-Oa -� i ��N al tl 1 t t 0 0 0 0 0 0 t O 0 0 0 t 0 0 0 0 0 0 0 0 0 0; ` It 1 It 00000O 0000 0000001o0oofl 1 U. In 0 0 0 Ul In . In o to o f In 0 0 0 in ul t In O In a 11 I ¢ t •OMOM•010 •O r+l •OM • •OMOM•010 • `OM`OM tt I d . r•MM?III t �M�M �MMM�t't r•tn --M 1i I Q 11 1 U , 11 O •• Q It W 'o 'o In O MM1` -OOM . e-•ON 11 (n :D oco NP �� O•`0 f�'O t Jr•�&In 00 MMO 11 K> •- MN3+0n . NNr'tn 2`10O1 to 1; Y- W r II r N Q> t II U LL 11 Q J I Q W t II U W I Zf I •O CO III • M . MM1� 10 II > 1 O OO,N • P10 cO\ . �r•� t I�MM 11 Ow �O . r•MN . NNr• . NJ�T I O> , 11 W 2 of 11 E O 1 nJr it . Cnn J (Y nn r Knn J vnn It >W I r t vrJ + t . vr.. -I !-J + rJ 11 N II 2 1 vv t vv vv 1 vv 11 J Ct II W t r !Y J K • ♦- [Y . r lY J tY t r I7L II ¢ w c f x�r t x�r t x�r • x71- tl rr 6 W O t>G W+ ++ O S W+ i 0 s W + ++ t7 = LU+ 11 n > � w w ... ;; � , mrJrrr t mrJr t trrJrrr t>:t -Jr it ` m It 1; . co • imA W 3 fl m ¢ a 6 U O J I W II I Cl. 10� ;tea 1 � 1 r C7 I Z_ II i r II '. II cr x ;; IY If I I O It LL O J II > 11 I It {t r z 11 °w 6¢r ;; ? m 11 !I > II II II >. •• tt II 11 11 M 1l ¢ I W Iy- O I; i • tl 11 0 O 11 t 4R Q2 11 . • fl {t \ 11 C M • to t It 11 In r 11 J t t ; fI ll O e tn 1; �Q II LLJ I.-L 6 II .dV..0 • `� v t P110 II O H 30 t Q W O 3� 11 r> t O N t r 11 O M i s a .0. O II .,,. t S ; 11 11 11 d r 11 K O. O O . O 11 0 L 1; 11 11 C` t t fn ¢ it U t t , 11 II O � S . � 11 11 O S O r 11 . ; ; t II x t O = I j II O • 10 r` P• It .O.ON . T Ornw •-�T r I�f,aOO n I. 11 U t t7C r J II U•-+ . •O MM•OP�O • �f•tir• • NMtn .t to r• • �p Pr•M 11 l y it \r NMN-.t M-t • Na0P0 . OtO tnMPM � Otn aOP II I 11 1E 1 It t 000000 t NOON t e-0LrI 011 I Or-Or• 11 1 n ma t n•o ti u1 ' „� M �� 000000t0000t000000t000011 l i;Ja� Nt t . r n n r t O 11 >O < ' —> n• >-If t O00000 t 0000 000000 . 0000 It I L. Y to It U • In O O O In Ul • Vl O Vl O • Ul O O O II'1 In • In O Vl O 1[ I O 3 1! Q . 1OMOM1010 • 10 NI.OM • 10 MOM 110.0 . •O in to 11 I OP •^ ` 11 0. • to r •r M• -M • -M MNI its • r•in to 11 I ; v i; m o r r ti /6 11 U' if if 1 CI Eo a11 ` I O it 1: n0 r•A Mx G) 11 . . 110 •• �•O N • Sy 0711 OK . 11 w It 3 E 1 � W `- R 6 Utut , n rt7 2 K 11 rf • Mme• - 4 In 7nP��T P•O%0 In t Ol�tn t� 11 Q•-• -r 11 to • 'r to OON i`O-D `O �O I�•0-.T �- t a-NMM It C. 1.Y 11 LI- 7P •- J N< �C > 11 -�a0 ' `• r-.-N MNe-�O t a-- N��T.t�O t r•tnr'•O 11 >-uxi I N If R t Cie oo -> ' Il N it M t SN N LL N `-F •• 11 Q> t t , 11 x It ' ~' O W 11 if U LL I W 11 N 7 , t t 11 ¢O t L 11 �_ P M M t 2 N W Z 11 J It t t II ¢ J W v v v -� r ;; �W 1I1I1 I 1 { Y U >P • C r N r• 11 .0x.. O 0> t ' I t • 1�f` . t tM o PN r- • t ' P!•�! 1•-0 - 11- tao - 1p 1 r � > r-- co • `O N •O M I Ow In If In Y C 11 II R It W 11 N 11 MO ^ N 11 O Z If r J O < —' t —> 11 t t IF t� J t^ t^ _ J t �+ _ 11 O U I; R 1120 t t • It t 1Y ^^ xr, r, i vvJ + i vvJ 11 >N ppp , �Q 11 r vrJ + t rJ v 11 J O' 11 C 11 O✓ •• •O ti -D It Z t v v i v v t v 1f W. r m J C r K t r Z J C t r C 11 4 W 11 O 11 U R t r 1 t S7r Sir • x�r if rr ;1 i+ II N° i I N II W + + + . O/zLL+ (.71sLL+ + + + OmLL+ II O2 -xw ,xw t ..xw n r - r w 11 £ ` �Ix - Jrrr m1-Jr if -O II W C Q t r M = t It 11 C 11 r 7 t r t LL (Z 0 z+ In U . m 11 11 0 11 2 0 1 U i J Fx- C 3 ;; : Z im/7 ' W 11 U 11 .+ U U m 4 r a d U 0 J W It � Q O U II 2>E' { C d I H C7 I .2.. I r 1 t7 ; IXU I C II 100 I °� u OII II Qr 112.. II # 'OZ. m 4 r a d U 0 J W It � Q O U II 2>E' { C d I H C7 I .2.. I r 1 t7 ; IXU I C II 100 I °� u OII II Qr 112.. II # 'OZ. 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U, U[ J 1- K 3 0o I M 1 I I O f 11 r + r It J r pp II *U- O M CD P 11 H> > , r r O r O IX r O r O+ O r O 11 O M��rr11O + M•O PP In 0-0O II L) OMMN1 r N�7 in , OCO MP 11 \I-r- 00, mO= In ,'T 10 co MW 1PII > Q r CD 0 , 0 0 0 0, C , . + .9 O O O r 0 0 0 0 C. 0 0 0, 0 0 0 0 1 r r r, I 0 0 0: 0 0 0 0 0 0 0 0, 0 0 0 0 1 v r to to to to to to to In In to to N u1 to to 1 �O �0 Z0 1 .O •O �0 �2 1 Z2P.0P . �O O•�OP 1 [ d, e- + rr -e-e- r w- mot'. -�i + 1 I hw-'M [ NNIA [ O'O r.1 10 r ON/0N + CD In NIA I I N O , N a'- •0 , to N IA r I- O O M r IA M I, co I O -P P P f O > [ I 1 Q , o 1 1 Q W I Zi , �t'Nlo , O�OM , ON00 + OION I •.•O , 01•-10 , 4A N , P-10 O r IAA^ I N O [ , i O 1 r it 1 C'nn � d'nn 1 znn � mnn II r . vvv , vvv vvv ' vvv ii S, 1-- c, I.- w a II W , C7KLL t OKLL t + O4t LL f [ C71'LL } II > , r-. 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'0O [ N__N P- 0' r nO -O 1 U.-� , OMM r Nt�MO + N't' r PP'OM I \1- r OOr' r OON 1 C, C3 [ OI�.O aO t >Q + 000 r 0000 r v -e-O.- + 0000 1 oo:000010000 0000i r , t + I ..,. t 000 r 0000 , 0000 r 0000 I U r to to 10 , %010101 , 10MNto r In In fo 0' I In I Q + �O %O 10 [ �O �0 �O 1O [ 1O P ,O P , � P 'O P I ��.— � �•—� � •—�` —� 1 ¢ + I + I I 1 0 �% 1 Iw-S Uj I OVIN I OM"OM 1 t�.-�m `00A C) 1» N r N� M r .06ON� ; �1P0� i I r 1 2f OtfIN 1 OM 10 1 tip•' 1 `O In 01 1 + N , N•- , 1001 , �O.O N r rn 1 K > tY�- II F r vvJ r v!-J II Z 1 y r vv ; vv r v ad t S x71- r Ski- + x�l- r x71- 11 W r (> (YLL 1 C'�CLL t r C70CLL t . 2IX 1L } It !, x W r •-r x w , r-• S W r S w II S w FJ , d'l -JF- r C I--J I + tY�Ji- u ul to W 3 a H a U N O J I • W II I x Q I O U 1 Z> ce a I H C7 1 Z 1 S !- t � N 1 1 C X 1 W ce 11 f0J 1 LL> 1 O I N .. VI �W ( Oil II Q1 It .Z.. n it E + ,a • U. r') Q 1 I O 1 I O 1 I W I I Q > I I K> I t CL I 1 Y W I 1 QJ I O W I N 1 I W Z I ? O [IOU I > W 1I N I J K I Q !-- W II O Z m Q 1- G. d U N O J W II cc 0- I Q I zv z f I K Q I H C7 I Z I ex X 1 O J ! LL> 1 LOU H i = 1 -Ij W 1 O it It Q? 11 *1 m LJ L✓ C? r W co K K Z I' LU 3� I 3CD i Q pM r S W -+ L 1 r p. rO.+ O I O i IA 0 N O N 1 L H 1 y p+ S ce H I x U .+ x U.1 1 Y r ad t- J 1 a. r 0 01 o ..- rn r I I I m CD r < r r —> M I M r Q l Q O , N 1 7 0 • A A 0 C7 L- ...�- r r W e- d I /U h- r O M J O 1P1 O O I C7 r 1- O 1- •• LU 1'00 i CZN Z NW 2 y v V J I C07N 1 tY W W 1 co 9z M N 1 M i 1 OC r I eel A i 1 ZLL 1 O , O [ r O H41+, x N O �O I lft I N O r S+ s w i w c¢ i r t U, W = Z t N 1 2 0 it •.• U U+ J r .0.. K 3 O Q I � 1 O I 1 O r• I W I K> I K Y I W I r N ' 140 1 CL Q J U W I O W I 1-- J I J F- 1 > W 1 N 1 Q W 1 O 2 11 11 II ' 11 � 11 11 J ol 11 11 C O 11 O O r O 1 O 11 U , + f , r I [ + 1 O , OOM [. O. '0O [ N__N P- 0' r nO -O 1 U.-� , OMM r Nt�MO + N't' r PP'OM I \1- r OOr' r OON 1 C, C3 [ OI�.O aO t >Q + 000 r 0000 r v -e-O.- + 0000 1 oo:000010000 0000i r , t + I ..,. t 000 r 0000 , 0000 r 0000 I U r to to 10 , %010101 , 10MNto r In In fo 0' I In I Q + �O %O 10 [ �O �0 �O 1O [ 1O P ,O P , � P 'O P I ��.— � �•—� � •—�` —� 1 ¢ + I + I I 1 0 �% 1 Iw-S Uj I OVIN I OM"OM 1 t�.-�m `00A C) 1» N r N� M r .06ON� ; �1P0� i I r 1 2f OtfIN 1 OM 10 1 tip•' 1 `O In 01 1 + N , N•- , 1001 , �O.O N r rn 1 K > tY�- II F r vvJ r v!-J II Z 1 y r vv ; vv r v ad t S x71- r Ski- + x�l- r x71- 11 W r (> (YLL 1 C'�CLL t r C70CLL t . 2IX 1L } It !, x W r •-r x w , r-• S W r S w II S w FJ , d'l -JF- r C I--J I + tY�Ji- u ul to W 3 a H a U N O J I • W II I x Q I O U 1 Z> ce a I H C7 1 Z 1 S !- t � N 1 1 C X 1 W ce 11 f0J 1 LL> 1 O I N .. VI �W ( Oil II Q1 It .Z.. n it E + ,a • U. r') Q 1 I O 1 I O 1 I W I I Q > I I K> I t CL I 1 Y W I 1 QJ I O W I N 1 I W Z I ? O [IOU I > W 1I N I J K I Q !-- W II O Z m Q 1- G. d U N O J W II cc 0- I Q I zv z f I K Q I H C7 I Z I ex X 1 O J ! LL> 1 LOU H i = 1 -Ij W 1 O it It Q? 11 *1 m LJ L✓ „ 11 i 11 II n J r r O O N O i — 11 1• > , O , C) o o f o r U f � I , 1 O , O O e- a- ' "01 1 O O I- O , t� .00 C0 1 U+-• , MMP�O r coM00N f 01 �- tnWr'O 1 > Q r 0 0 0 0 1 0 0 0, O O N r O O N 1 1 0 0 0 0 0 0 0 0, 0 0 0 0, 0 0 0 0 1 r I O O O O O O O O f 0 0 0 0 0 0 0 0 1 U , 0NinN , Un in r inN1nto , In In 10 Ill I ¢ , .0 .0 •O ,O , .p .O ,O 1O , 10011001 ' •O P 1O P I U ' d=* I rf r tiN P'OPtn , P�OOtn + a0'oand =J Nin 2 f PPO�P 1 in co P 1 � ' 1 , , f ' 1 zE ti r PLOP ' P O W10tn I cz tiffs r N2 ri , 0,w � • 1/Y MCO I O > i f v -I--j f m.... � m.... m.... I Z� v vvv � vvv i v v v II = Lu , SOrx , x01- -+ , SOrm x0rm It W , O S W+ 120i- > S W. f 0 2 W+ t O 2 t31 t ll ; Kr Jr r wr Jr r 2�r Jr t tY r Jr is co m m 11 Z , cn r W r 3 f J f f ¢ •. r ii ¢ W "Q H e 11 CM • in Z 11 00 LU "R, f> Z t z I I •- ii ii c o f io Q ¢ 11 Il to 11 � co Zm K X > tl 11 It O 11 �O W If C 11 vw 11 3 0 i 6 W 3 D 11 LU :31 I �. 11 tl N-• 1f1 . r r 7 11 O O CA) W fn II L' ce r J 11 11 YO 1 = W 11 11 11 U f II II Y f ' CL 1 t 6 ; In ': 11 II d • M Ln 0 1 11 v ^00 ml 1 O tg I r C ii If It - d i iQ r r Z 1 ss.. W II y II m Y < C, •O 1 -> .. II O 11 O C ! •Y 1 O O 1 0 it •O ' 11 r M N L I I K N J s. it .fl U II II 00 , a- ' .0. K in 1 11 O 11 \ ^ 10cx A I Q'.' 0 i3 • LL N O• to ^ = C7 1 L I {; 0 11 11 11 Dill ce LLI _ r _I� LO Y11 —�mU- ¢ i f 51100 o pp Y 11 Y 11 Nr , 0'0 J O E `t. L it N 11 O , QQ it -`�> W J < �h = Q 11 lIt 11 -+ S LL O fr r •• II X 11 C_ f r W W to 11 W 11 II L f - 0, } 11 -0 O' z w z 00 100, V V J O it, 1Y _ r W f It L 11 Qom ' O f-11Y 11PK t 10 � f- ii 11 m M M N (1) r A r IN CL 11 0 W ' 11 11 U f O' If W J I¢ r t• 0 = p L li it O S f 11 11 1Y f ' O 10 01 Z{ N 3 11 C i1 r Y 00 P •O• ^ C 3 1 Y- 11 11 L O ' W ' O 11 Y 11 N ' m ' W u n w c , ¢ N II C Il r W = O 11 O 11 Z O U J If U it — U U • -1 „ 11 i 11 II n J r r O O N O i — 11 1• > , O , C) o o f o r U f � I , 1 O , O O e- a- ' "01 1 O O I- O , t� .00 C0 1 U+-• , MMP�O r coM00N f 01 �- tnWr'O 1 > Q r 0 0 0 0 1 0 0 0, O O N r O O N 1 1 0 0 0 0 0 0 0 0, 0 0 0 0, 0 0 0 0 1 r I O O O O O O O O f 0 0 0 0 0 0 0 0 1 U , 0NinN , Un in r inN1nto , In In 10 Ill I ¢ , .0 .0 •O ,O , .p .O ,O 1O , 10011001 ' •O P 1O P I U ' d=* I rf r tiN P'OPtn , P�OOtn + a0'oand =J Nin 2 f PPO�P 1 in co P 1 � ' 1 , , f ' 1 zE ti r PLOP ' P O W10tn I cz tiffs r N2 ri , 0,w � • 1/Y MCO I O > i f v -I--j f m.... � m.... m.... I Z� v vvv � vvv i v v v II = Lu , SOrx , x01- -+ , SOrm x0rm It W , O S W+ 120i- > S W. f 0 2 W+ t O 2 t31 t ll ; Kr Jr r wr Jr r 2�r Jr t tY r Jr is co m m 11 Z , cn r W r 3 f J f f ¢ •. r ii ¢ W "Q H e 11 CM • in Z 11 00 m OQC� C', Z 11 ' N r C Q 11 II OM f 6S. OWCd 00 11 r 7 11 O O in I Y O x i 2 = W 1 U ce r J Y, 1 O P to 1 y ' CL 1 t 6 ; In mo < —r , —> n• 0 1 t=o , v ml 1 O tg I p 0 f 1 10 C5 1 10 to N L I I K N J z a- ' .0. K 'O li i A E I Nr , ON J �< 10cx A I Q'.' 1 � l a l r o r W U LO —�mU- ¢ i f 51100 o 1 r t.7 •0 to z V a- v V W J Z Ea r • o .- W P cc M } 1 m N 1 0 n _ Il f O f 10 O 10 1 It r r S Y M ^ M [IUill t r �1 r It in ° , E ' W If W J I¢ r t• 0 = IX Z{ N 11 2 0 f U t II .•• U U r W J r •O• ^ C 3 Ib ¢ I � 1 O 1 1O••I t W I ¢ > I GL > I Of 1 > W I r to ¢ to. o i G¢.1 w I Cr J 1 3 It O U u >w It N 11 6 w Il r r II O Z II r «+ n n , I � t I N O I U \ r r >' O O r O i J p O O r O II U , � f 1 It O OO t��Y to f .O In PO r �P00 �t NNM•O l' u1PPtn t�W%Iii ' CQ r%I -'!'OO a- 1 \r f OWN r MNN•O f co PNN , 10OMN 1 >� 0000 r 0000 OOOa- r Oe-Oe- 1 ,00000000�00000000l � � I � ♦ l , I 0OOO o0aCD 1OOOO 0OOOI U r 2 In in in , In IA In to f v1 1n u1 to r to N Ir U, 1 ¢ f �0 •O •O P 10 P f •0 0-0 P 1 ¢ . e-�e -� r e- r•� r ��T��7 I GU FW--Y , •O .O NN , NN 10 � 1 100.0.0 , 10 %0ON N.-MJ ' 10 �t "tO r MI-MO , OPInO 1 0 J � � a- r a- �Y 10 , a•- S •O 1 , 1 ' 1 1 ¢ W ' 1 Zf 1010N NiV 1D , 10010 r 0. Lin 10 �7 �? r � JM � O JLf1 1 r •• f 1 f C.•�n r ln2 , tr n2 1 r f vrJ f vrJ r vrJ f vrJ t Z vv r vv vv r vv t W r a r r w r tr f r K I f, x 0 r c x 0 r 1 x 0 r c 2 0 r '.1 W , U1•ll} f' CJ 1YLL} 1 i:J fY 1L } 1 C.7KLLt .I > f •••. 2 W , .+ = W ' ••+ S W t .. S W is Jr , w Jr f mr Jr r 1Yr Jr i m m ; w 3 II r 2 N m Q r a I ¢ U N I O I J 1 1°ii It 11Y a 1 Z V =a 1 r C'J 1 Z 1 67 N A J C X 1 K Ili 11°0 it I W 1- I rZ 11 CA II It W If ° 11 11 II ac ? n n n i 13 6 1 1 N 1 1 O t 1 1 I 1 1 I ! I �p..l W I 6 •-• I I tY > I 1Y I IrWI I l'- CAI i ¢o i ¢ J 1 O W I i I?O iou > in I ¢ W i Oz m a U O J W tI I cc ¢ 0. IzOU I > ice¢ I r i; ire i ix7 N 1 � X mow iLLo> I ° W r If jZ II D W I oil II Qr JTC 4 o° \ 11 \ 11 O 11 ; c . It tt t £ ; ..If I li r r , II 11 C• , Z . .. o r r r p 0 , F �_ Z Z C t tl r C M i N a a m K i ii J i M M, W m K P O O II \ 11 \ II O 11 m Q F I Q I U I O I J 1 1 W 11 l C CL x I Z f O> Izf t => I F O IxF 1 1 C X I W I C It I -O I > I W F i F Z It = r 11 , W 11 oil II Q F It Z 11 # it 11 g Q •• �I 11 II 11 N L II r II 11 � r II 11 , tl 11 M• N Z m • it J r r It I O, W C> 11 Q • N, M M :` it •O 4 1 3 C7 , V) F C 4 11 it U U , It , O r M P li M t W •- 3 .O 11 •-• U • O r 'O , to M 11 I LU 13, L It F> , O, C , tt O I F 7 •••• = 11 C r O r O r O O 11 1 if O L i CC7 on 0 r 11 f 1.7 r F II , r It I If 1 x, y C ,i fl , r , r it 1 U , x w 11 O r �O.t1� N •OtiM t hMn , ot`m It 1 Y r C F J II U.-+ • Mr-j , 00.0 • •00•N1N , OP 1n 11 1 Q , Z 11 \F • 0000 r NN�O , dC, InM , OMB 11 1 07 r 11 > Q r CD C) 4= OHO it I • ar+a •O N li C , 0000 r 000 r 0000 , 000 11 I , •^ 11 11 I II N cc CD ; < , r r —> M �. tt .-• , 0000 , 000 r 0000 , 000 II V Y tQ to U r In O NO r In in a) r In OOO r In O in II C O O O r It 1 I<-0Ml M M O M •pMM•O II L Il G r It W 10 II U r r r It 7 0 A _ A F d tt r it �ti F� , O , .OS d II i 11 O •• >. , -00 N e � , C7 C1 m 0/ , W I&— N W - , —� •-• J 11 W 1 3, E r J Z C II Fg ,'O wN.T , .t P.-- , �O (M CD , O •O 11 d•-• l Y •� r Q -• (1 In 0 , , M �T W , 1`- •O •O M , •O N 11 w > OP O J r COO II OJ , �7 , M�3 r 11 C r i It h dL ! O i F O F U.1 11 I tT ii ¢ o ISO, SN , O •r �W Q11 • , , 110. 1 O r t7� , Z r W Z 11 J V W I -+ O, 2 v v V J I1 I N • C F 11 Z_S , '0 co r NPR , MONO , �O�'O it , > , W If O , a- , N S m , f� •O �O , P •O N it O W �. , O W 11 C;JJ , , �t 1 M— �� 11 FJ IOC, C11 �..0 , • , t r j , N N y 11 O> r , r It W Z II f O I C , A 11 , , , , 11 0... I m , < — , r 1 —> II , .-. 11 1 I I II ZF W tl. r , , • , • , , lli i CC �/� r C�� , , Cv Y �F S O U W J N 2N p O N \ O C 41 10 10 11 W , I- C , F , t- C , F 11 Q W 1 U O , F , ,•- M II 'E , xOF , SOF , S O F , x0 F tl FF I WO , W , it W , C7 CLL t , C7C W , OCtL t , C7C 1L tt OZ 1 N , $ r I1 > , �•• S W •-+ x W , .-+ S W •-• x W 1 C 4.1 F W t it W C, Q, F O Z II g r IF7 , 1- , 1L C (D Z t to 11 , II I z o , -u • w x .-r 11 , m : m m m 11 I ••-• U, , J F C 3 it , Z , N , W + 3 It m 6 F I d I Q t o I J I ! p 1 W 11 t C d 1 O U t za 1 F C7 t Z ! xF II ail C W II O J It > I O II W l- it y •--• ll O It � W it p it I I Q F n n# R, 7 F, m 6 F I d I Q t o I J I ! p 1 W 11 t C d 1 O U t za 1 F C7 t Z ! xF II ail C W II O J It > I O II W l- it y •--• ll O It � W it p it I I Q F n n# R, 7 F, O 1I N II \ ll O f U U i _ OMO VOi N it P O 11 F> + M M II r 11 O+ O ' O 1 O 11 O + ain I-O + t-1+1MN + Do ain r Mf�M tl U ,... + {- c0 P.- + N CO OO \F + 1P t! M t.O 0 + uM I P P M W) 10 O N P > ONNM O 1I1 I 11 + 0 0 0 O r O O O O+ O O O+ O O O 'I r • ' 1 F 0000 a a a a aOOr000l U + MOOO + In 11110 in + inain ' inaa 1 Q + .O MOM + •OPOP + •OM10 + •OMa I Il + .-MMM + a -'1M-t + •-Ma- + min i U r + I I qc r # I I I�UI W I I l- 7: 1 ONif1N I w + •OV1N� r ll'IMV1O + N�Tr I co .O\ 1 OJ + —0,r- + tpMO + In M•r' I NN t + I Zi r ONtf% + JMIn + OOM in P ti r M M P M N N N II + v ^^ + � ^^ r v ^^ r Kr•. .•. 11 z. vv +"vv r vv�"vv F ii f I =0F� xoF II >+ O x W+ U S W+ r 0 2 W O S W 11 O t CN F J F 1 d' F J F.- + IY h- J; 1' F J tl f + + r 11 r m + m + m + m It r 2 r V) + W r 3 4., II O 11 ' J Y II Z 1 Q V7 L i 'Ij F 3 Il a Z ce 11 tl CM + N Z OC ¢ 6 t;4 Lu to C Y 11 �o i ¢ w • O W 3� wY F II U�7O t Q C 3� II 0 O O + fn n U.1 J W11 II L r 11 OM ' S t d I N_ O . C7 O I I S + = x LL N ji U r o-0-I F J Y to f7C Z ' CL Cj 11 tl { 11 � ` ^ � N I r _ N N 1 + tZ 1 O + J CO (R O O O •N O I C •O r N N t I Z I as � a I �Oi AO >•I I��1LLin �+ Ox 1O LI 41 1,41 In N W �A , t l I N E I J Z t d' im t o •.. I C'F r OM O r CMS -> N< O + 1 01= O ll m 0 r 41 O f0 1 W 1 L '4.+ it ^ P' O r C\I a O I OC I O W 4 Z V r V J U 13 I O ' IY A A F 'J1 It D It O O O W II - • iV •t+ F 11 11 < LL' N � 11 C II tt1 E J It ••- 11 O ••- OF r O O + mN r' tJi.. M 11 N S r It U m + F ' e.. M P I�114 II 4 > F xN 11 X 11 ' � LU 11 N f ' F W tl 11 W C r Q 1 ti ^+ e- O' F E It 1•- 7 r F 1 i0 L C, Z t on N+ If ? cot u � Fx- 3 11 7 11 7 r U U i _ OMO VOi N it P O 11 F> + M M II r 11 O+ O ' O 1 O 11 O + ain I-O + t-1+1MN + Do ain r Mf�M tl U ,... + {- c0 P.- + N CO OO \F + 1P t! M t.O 0 + uM I P P M W) 10 O N P > ONNM O 1I1 I 11 + 0 0 0 O r O O O O+ O O O+ O O O 'I r • ' 1 F 0000 a a a a aOOr000l U + MOOO + In 11110 in + inain ' inaa 1 Q + .O MOM + •OPOP + •OM10 + •OMa I Il + .-MMM + a -'1M-t + •-Ma- + min i U r + I I qc r # I I I�UI W I I l- 7: 1 ONif1N I w + •OV1N� r ll'IMV1O + N�Tr I co .O\ 1 OJ + —0,r- + tpMO + In M•r' I NN t + I Zi r ONtf% + JMIn + OOM in P ti r M M P M N N N II + v ^^ + � ^^ r v ^^ r Kr•. .•. 11 z. vv +"vv r vv�"vv F ii f I =0F� xoF II >+ O x W+ U S W+ r 0 2 W O S W 11 O t CN F J F 1 d' F J F.- + IY h- J; 1' F J tl f + + r 11 r m + m + m + m It r 2 r V) + W r 3 4., II O 11 ' J •. 11 11 V7 L {I II O 11 ¢ r t'.7 W a 11 N 11 O + S > Z OC ¢ 11 II co 111!1 it O 11 It • O W wY ll II U�7O t Q C 3� II U.1 J W11 L 11 11 OM ' S t d CIC .O C7 O I I NO N 11 II It 11 O~ O 11 L O ~ 11 tl 11 11 ILLJ 11 11 + F J 0 Z t I as � a It ' 1 , t r + 1 Il O ll m 0 r V O O O f0 1 y it '4.+ it ^ P' N N a O I OC I 5 y % I U 11 O 11 a '. 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'p II -r-• + 0000 r 0000 r 0000 r 0000 fl 1 ii It C O r V N m 11 U r to In In IA r 1n to to IA r IA IA In N r an In O 1r1 111, I O it Q r .O In IO .O �O ,0 1 �O P 'O P 1� 1 M� I is li O. r r' r tea- • ��.rs M N It U r t r r 1 I OL N W 11 7 0 r � att °o A A F a n r a 11 ur..O ' ° n r r Nx 11 , , II �tyj I L It C -i r It r U I is It C E_ It, J� r Z e- r P C 'B 1t h E N 1- co P N 0o �1' O '0 1-- '0 M+ M tp O e- fl Q •-• IC II NO r PNOr- r `O Ip C) in • •00`on r MN-O 10 1 C >' 13•+ 11 Nr co �-- t•� E R �J r NCO P a - {`NCO H YW {^ 11 N r C CO —> Iy �< �N S a 11 O 7 t r r 11 r N 1 11 � • x r- , r r 11 I X 11 C. r r O !- • it Q I W II t W II , 11 QO 1 1{ L I F N -� ^' O O, ' p tri 6 I r r r r II d I •. tl O r S c0 Z ' r W Z II J r r r 11 Q J t 7 11 NP i .O+ ` r i tl U W 1 O 11 EP r C V v V J r 11 Zi r NI.- CO . 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I U ' It ll d I ' it 0 in r r 11 U I rx r �01M 1. r PPtiW r �tNO�O r .00a -.O 11 C►• tl C� 1 N7 r co r NtA`DW r f`��`- r Oa-IO aR it C> It W 1 �J r NN r �� r e-M �1f1 r NCO U'1O II C 11 C n Yw 11 II r N 11 O 1 Q > t c It d Q O It Z U 1 • , ' ' 11 U W 11 F m 1 ZY i - �0 t!'1 i PPt� r �TNO '0a r- 11 r > it 0. li •-• • P CO �• r N I[1 r ti J .- r O ^- 10 11 O W it F in 0-10 r NCOtlI It rJ 11 xa- II O r r r 11 11 t.9 t II O r r Il � I-- II W r ' ' ' 11 J F it 0 ll It r ' r 11 O U tl O J r n r J II in 11 r r v r J r v F J r v F v F J II > 11 Z r vv vv r vv vv II JC II C {I W r F C r F C r r IY r r Ix tt Q W II W I.- 11 f r x O F r S 7 F , x O r • x O F Il r r fl r Z II W . C:JCu..+ r UCLL t r t7 OCLL+ r C72'LL t 11 OZ 11 N•-+ ,,,, x W r .... S W .•.• x W 11 r •-• It I! O r CrJr r C r J r r CF_JF r CrJF 11 11 '7 LL 11 g r r r II 11 oil It 11 Q F It 2 co r co 3 tt It it Y 11 r t{ II O 11 \ Il Q r � •• N L 11 11 11 CO 11 W YS F 7 11 11 fl \ It CM • N 11 II 11 It J Il 11 O II CO r W W f= 3 11 U\ r r P i P � it 1 Q It 11 JO i Q w� L 11 �> • O r O r 11 l0 Il 11 D M x H 0 .0.. m It C r O n . a o r o r o n u u� ti r r it n ii It O It r CO N O N t 1 11 11 11 >.7 r H r r r r Il 11 II O = O �'• 11 11 11 It x O_ = W II O r tX1J tA� r `OMOP r Nib CO to r .0r1-P 11 11 It 11 tl UY r C r J II U•-• r NCO IAN r I�MMO r O�1-T + 1:1 II 11 It lV 1 Z 11 \ r r IA � %01� r M N %0 P r •O'T N P r CO �Y' t70 1` 11 tl 11 >Q r 0000 r C, r �e-C � O�O� It I C•• M CO O 11 C r . r . r ♦+ 11 C. 1 +,M ^ N 1{ r 0000 r 0000 r 0000 r 0000 II 1 O {I p 1 •Q 11 r r r r 11 1 i • ll mO r r r fl 1 < —, , ' —� p. 'p II -r-• + 0000 r 0000 r 0000 r 0000 fl 1 ii It C O r V N m 11 U r to In In IA r 1n to to IA r IA IA In N r an In O 1r1 111, I O it Q r .O In IO .O �O ,0 1 �O P 'O P 1� 1 M� I is li O. r r' r tea- • ��.rs M N It U r t r r 1 I OL N W 11 7 0 r � att °o A A F a n r a 11 ur..O ' ° n r r Nx 11 , , II �tyj I L It C -i r It r U I is It C E_ It, J� r Z e- r P C 'B 1t h E N 1- co P N 0o �1' O '0 1-- '0 M+ M tp O e- fl Q •-• IC II NO r PNOr- r `O Ip C) in • •00`on r MN-O 10 1 C >' 13•+ 11 Nr co �-- t•� E R �J r NCO P a - {`NCO H YW {^ 11 N r C CO —> Iy �< �N S a 11 O 7 t r r 11 r N 1 11 � • x r- , r r 11 I X 11 C. r r O !- • it Q I W II t W II , 11 QO 1 1{ L I F N -� ^' O O, ' p tri 6 I r r r r II d I •. tl O r S c0 Z ' r W Z II J r r r 11 Q J t 7 11 NP i .O+ ` r i tl U W 1 O 11 EP r C V v V J r 11 Zi r NI.- CO . 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It \ 11 d + Z •• N •• to L 11 r . + It F II O 11 t iJ IlN It W •10 1-• 7 Il I + 1 + it i it L__ 11 ti Lf1 11 •� •• I 11 1 I I , it 11 Z m d' It J + I IE t 11 O it V1 + W I'll Q 1 I N H C N ti d + .O , i+•1 + I� It O p i {i .fl 1 I fo It it 7 o I d F- C w •� d II 3 II U U I 1 N I I In ill ••• \ 1 CO I O I O tl P 1 11 t tl R OM + x W-+ L W-+ L {I !-> 1 N I N I M •- 11 O 1 II It I d ti 11 •� S I II 11 O 1 00 K .L2 N p l'D O N II •-•• I 1 II Ix r o 1 O+ o i O fl U If f 11 1 it I 11 11 L 1 11 11 T 7 I 1- ti II � t I 11 I ti t it it • S I O Y ti 11 • , r 11 I Il It U I ••+ 2 x W II O, IA Z M O• , COO M •O 1 In M 0 . 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Z F � 000 I r r O r ►. I � a I r w 1 r F , F ex 1 O . O_ nt0 r I > r t-Na0 r N 1> r O Ix .w 0 i 1 � O Z ' d� I w d S K IX uj I U I I w r s0 ~1- > 1 tD i=:) x J C. LL on.w II Y 1 >QJC it A i i1 x 11 y L x 1 i LLM W W Q z c lY 3 O � N r r r- S 1 x M I- (, LL W �S r J •O O co N I I r V • , tl , , u OO N r 1i I r •O M r I' 3 o O O Z 1 . O 1 r r I r it is t F- 1 ID w r O O r 1 . S I � H 1 i N O r 1 w I r w N I N r O N O O r F 1 i s C I r C _ r N I r O OIn , GC 1 Z ! a) CD N r , r O t M M W r"t , X r 11 M . E r OMO(D ZQ t , gx r H r O 00 0- II Z s N 00 r LL . Z F � 000 I r r O r ►. I � a I r w 1 r F , F ex 1 O . O_ nt0 r I > r t-Na0 r N 1> r O Ix .w 0 i 1 � O Z ' d� I w d S K IX uj I U I I w r s0 ~1- > 1 tD i=:) x J C. LL on.w II Y 1 >QJC it 1 i M-• M � O - N 11 1 1 r x� . o • r LL 1 I C7 V v V J I r � 1 I 1 1 , n t In � r 1 r r 1 F w 1 Q i t~t C C7 Z+ N I rY r W S o.oQQLL11 J , u , II , 11 Q + J r NM 11 W r N 11 p r tl r n � } Ii U r ON.00. 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N I , < ^ —> II O O r O It r 4, M � II Ll m r r r 11 W D t W , It W It = 0 Z+ N Z O V i II .-r C.l r cU r w J O 11 Cl II N II \ 11 O ill n n J , O O 11 MQ 11 Q •U•„ \ , 0 , , p O 11 II U it lc� U e O r O O , O 11 11 � it It 11 11 , O r O�1OM r 000 , 0070 , 0000 II Il Q U•-• r O O r O.T �t r OMO•M , OInO 11 II U \1- , 0000 , C, r 00,-0 , O1A0 it 11 >Q t o00o r o�.- r o� .-; , o0o it II ��0000 000 0000 000�� n n. r II t1 W II 11 W Y V- ~ r 0000 r 000 , 0000 000 11 11 + U r IA O In O r in In O , L!l l!1 N to r IA O ul 11 II > a r 10 IM 10 m t '0 •0 O O �O •O i `o M `r II It m It It u vl 11 O •• It W Q it r W W r r I r Il r U It > I r x r p CO 0 CO , O N N O O N O r O O tl 4^ It O S co co r NIA , ~MN r 11 �ce II K� I S O , r � � <- � � 11 Y w tl N 1 0> , r r u r_cn n Z0 U1- If OtY O If 2 d 11 d It K + x —1 It IJ , r ; IIUWItrf [ Zf r 0000 t e-NN r OON ` 11 , > 11 d. r t�N r \M , O� 11 O W 11 r I c:J J r N r N to , .- r N 11 1- J 11 S 11 , 11 it z > , it E O ii z QE II O , r 11 ►• It w II • ' ` r I I J r 11 K 11 O U II O J II • tY ^^ fl > W II LLO II r t vrJ , vrJ r vrJ r vrJ 11 Vl 11 > Il Z It JK 11 II w r r fY r r t 1-- x, r II 6 W 11 W r r It r r n r z 11 W r G.7 CLL t r IO d'U- r C7CLL t , C7�U- II OZ 11 >, SW r.- .xw,•-+xW r xw 11 r�+8� 11 O r tl'► -JF� + CCrJ , KI-- _S I- tYrJ 11 tl W Il r i cc 11 tl Q M It i CO N co r 3 It 11 it A _ A r d I r LL0 r 0 N � t Ot7 L I ce m N r r O O• O J< ---•O Q N S I C r r O F" •• t W I O i= ti , O• O O• i —O W Q LLJ V J t A r V W t 6 I , C c I � 1 , A r < r 1 d r O r 00 O t U A i F r tin i w 0 t W r 1 N 8 w C = w ar3, r LL Z c� 2 +V1 � rs- at 3 r J r r r If M ' ^ r 0 i 0• It O CD r> , ' ' O r 11 U , O O r OMOM r NN1� r 00.00• , OHO II U�-+ r 0000 r 00� • CDC a m r OOPO 11 \r r ONON r MC, r OM OM r OMO 11 > �.00 r OOOO r O , tl r0000r000 0000 000ll t r r , r 1 r 0 0 0 0, 0 0 0, 0 0 0 0 r 0 0 0 1 y r v1 o a2 o r 'o 0 o r a0 IA ,0,0 r an o v1 1 6 , •O M •O M r •O •O O r .O .O •0 .O • •O M •O 1 a, �Ma-M 1 W- w I E t OI�OI- t MO•IA r 0�0In t 0In N O 10 •O • 0 J 0 N•I In i \t I �O r • S r r I , O.DO , I. N O CD C0 , In , �UO J r t � 1 �> � r ad , r J r v l- J r v r J 1 Z , vv t vv r vv II 1 w, r OC r r r r sr 11 f r r Sir II w r C7KLL+ r C7 cc , C7KLLt r C7K,L n > r xw r sW I x w sW Cyr Jr CrJ CI --J1- r �F•�J R m rm �m m II r Z r N W :9 M ¢ 1 O 1 1 �w I rU I cc > C I >- w I r 1 6 O IL i U j 1 O 1 r W J I �O t ov I > N It J w II 6 W II rr I4 O Z II r r-• co Q r G. Q U O J it d 6 a w LL a r U) a CC a I N I00 1 � It d' Q E II W 11 sit II LL> II � III W r I- t 2 f I N 11 � • 11 W II O Ff If It it x = 5 4 17 Z N N L 1 11 r O W W Y ! !•� 7 1 11 to Z Z U Z ZQ CC 1 11 Z . C . I tl W d 3 3 I It j r Q W Q x U U•1 L L I II G L N N N 1 It L 0 II L) LLI U Y fY x J t Y r tli (D O . 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In 11 Q W tl r >- n O z r r r n 11 it 0, Ill co r r r r r J r r r: 7 11 O O r O 11 � r r r r 11 O r M•OOh r In OMN r 14) t2 Ncm r �OMU 11 01�1`N r EONa -0 r Ors r \F to Mtn r vMIt OP r 01 M1M >6 • �NNM r ON�N r OHO � OHO 1� t 0 0 0 0 r O 0 0 0 r O 0 0 0 0 0 t r r 1 I I r 0 0 0 0 r O 0 0 0 r O 0 0 r 0 0 0 1 I U r In 000 r in NON r in Otn In 12, 0 1 E Q r •OMOM r •O OPOP r •O M•O r HOO 1 in It I U r r r r I 1 r r • r f I O* 1 IW,_WS r 003 N i O'o1•0 • P pew M in OOPNI,- r In •O • �t 1 � ; r r r r I Q W r r II Zf r CO �1'� r O1O�t r MMM r �OMI� 11 t7J i N1�� r �.t 1t1 d' NMI r It Il r r r r 11 r Znn r x�� r K�� r tY nn 11 L.. r v I- J r v l'- J r v l•- J r v F- J It LLS tl Z r �+v r vv r vv r vv It E ' 1-- tY r t- G.' r F- r 1- r xmI.- r 'S = I- r x =1- t x =F 11 W 1 67SW f 1 OSW+ i 02W r 02W 11 > r ;,t-J I.- r W. -JH r �i-•J • ll'HJ it f r co r 1 m ' m 3 11 r Z r to W r uj 0 to W cc a J W O x > d W W [L' LL d H I y I Q t Lu nom. t 0 tY Imc t a CI It O t II K Qt 11 K LU 11 O > 11 D 11 W F 11 N •�+ n O u It � Nom. U tl O Ili I � LUU 1 rr~. N 16 O 1 J f O II 3, ;: iill o v w > II Q W 11 O Z F- O N W Ix 4 r O > 4 W d' LL 7 Q II i-- I W ix 6 1 ow 1 i lit tx9 I II K W` u C, it ill 8 11 LL> 11 W 1- t! In 11 W 11011 11 Q I-- I1 Z 11 it 5ZTV u o r n n 1 O 1\ II d 2 11 \ t CM i N Q Q c 11 II P it m c 1 ad Lu a It 11 70 Q I I] It 11 on • 2 � _ 11 itw� r r N NC N N It 11 11 O L 11 L c 11 II 11 O = = O F F 1 II {t d t, L LU I II d I me ~ It 2 2 11 ^ 1 C. •O M i in 11 %t 1 O 11 fA It 7 If 1 11 -- Y 11 y y r i r r Z Z 1 11 CD I \ 1I \ {I O 11 N 1 cc 1 C i 1 � 1 O t Q I vi I O I I �I I I 1 � t 'x 1 W 1 t t v u a II W It ° ll Y II Il U r r t � c O i M ti tt �U r to � N M M r P r M i O It N O II U O M•rMt+O r 000I, 'o r MMO i O<Oti II U"+ r MNtn CO r tn3NN r M_MM r O.!'l� 11 \1- t �1tOP r In aOPO r NO r CQ 0. tl >6 r �In cm In r CD � MN� � -I r 0 0 0 0 t O 0 0 0 r O 0 0 0 0 0 t It ~:o000 o00o 0oOro001 U r In • Intnoln r tnotn r Inoo 1 Q r .OMOM r "0 POP r •OM•0 r 1OMO 1 G. M�t -Mr- ; r-MM .c rF r P•P•O o 'co in f�1M�0 i CM M �J tANCO r PPinn0 r In�� r 10 N 1 r l Z_Z r r— 0-0 Nr-t+0 • tOhO r �OMM 1 O r LO N P`-n 00rr- r 10 1 t7 J .- 'co r P In r P r- r In •0 N t r 1 O> r 1 , t I r n r n r I h J vvv r vI-J t 1-J r vl- III Z � vv � vv r vv t f- It S • SOt-� � x0!-� r x01- r x01-- 11 W r t7�LLt t7xut r OxLL r OIYLL II > r .-.x W r 'w r S W 11 K►-J f- K1--JF W=w r 6'HJ 11 cc W i W t 3 ti Z ' J . II II E r Q rn i u IY II Cf. to Zm OQC 11 C W 11 II_UI •.C- :Bo 11 L 11 OM • F .O..O It h r • I. 0 O L; pp N 0 N t. 1 T 7 I I.7 K LL I U 1 y � K l= J I l0 r Z 1 d i Yti P_ I 1 I r r r r < — e V r —> m I O O O to C r O N N y cc 1:5 r T 1 0 yy; tI_i. N r N W i —.�.i 0 t 11,9 J � z IY 3 I KO'er • 'Q"i �<= 1 F O`O r R'P��> O LL N ti� i N gel M O W 1 iOO r O 0 C r r- U- t IA r t7 a r 2 N r 1- W Z i C V v V J W j 0 r O O O w n oc II r r N � N r < r r r ii o r ' p 11F -aO+r n c, to r I- I It In tl In c i f ' 11 Cc Y r t F W 11 W C t Q x IlZO V W 2 t7 Zito u.+Utu J t- cz 3 1T W 11 t Co 11 IO••I W t izce 1 F N t "Qo 1 Q J i1 O W 1 E O II It -3 J 1� 11 :0:. In 11 Q W tl r >- n O z r r r n 11 it 0, Ill co r r r r r J r r r: 7 11 O O r O 11 � r r r r 11 O r M•OOh r In OMN r 14) t2 Ncm r �OMU 11 01�1`N r EONa -0 r Ors r \F to Mtn r vMIt OP r 01 M1M >6 • �NNM r ON�N r OHO � OHO 1� t 0 0 0 0 r O 0 0 0 r O 0 0 0 0 0 t r r 1 I I r 0 0 0 0 r O 0 0 0 r O 0 0 r 0 0 0 1 I U r In 000 r in NON r in Otn In 12, 0 1 E Q r •OMOM r •O OPOP r •O M•O r HOO 1 in It I U r r r r I 1 r r • r f I O* 1 IW,_WS r 003 N i O'o1•0 • P pew M in OOPNI,- r In •O • �t 1 � ; r r r r I Q W r r II Zf r CO �1'� r O1O�t r MMM r �OMI� 11 t7J i N1�� r �.t 1t1 d' NMI r It Il r r r r 11 r Znn r x�� r K�� r tY nn 11 L.. r v I- J r v l'- J r v l•- J r v F- J It LLS tl Z r �+v r vv r vv r vv It E ' 1-- tY r t- G.' r F- r 1- r xmI.- r 'S = I- r x =1- t x =F 11 W 1 67SW f 1 OSW+ i 02W r 02W 11 > r ;,t-J I.- r W. -JH r �i-•J • ll'HJ it f r co r 1 m ' m 3 11 r Z r to W r uj 0 to W cc a J W O x > d W W [L' LL d H I y I Q t Lu nom. t 0 tY Imc t a CI It O t II K Qt 11 K LU 11 O > 11 D 11 W F 11 N •�+ n O u It � Nom. U tl O Ili I � LUU 1 rr~. N 16 O 1 J f O II 3, ;: iill o v w > II Q W 11 O Z F- O N W Ix 4 r O > 4 W d' LL 7 Q II i-- I W ix 6 1 ow 1 i lit tx9 I II K W` u C, it ill 8 11 LL> 11 W 1- t! In 11 W 11011 11 Q I-- I1 Z 11 it 5ZTV 1T W 11 t Co 11 IO••I W t izce 1 F N t "Qo 1 Q J i1 O W 1 E O II It -3 J 1� 11 :0:. In 11 Q W tl r >- n O z r r r n 11 it 0, Ill co r r r r r J r r r: 7 11 O O r O 11 � r r r r 11 O r M•OOh r In OMN r 14) t2 Ncm r �OMU 11 01�1`N r EONa -0 r Ors r \F to Mtn r vMIt OP r 01 M1M >6 • �NNM r ON�N r OHO � OHO 1� t 0 0 0 0 r O 0 0 0 r O 0 0 0 0 0 t r r 1 I I r 0 0 0 0 r O 0 0 0 r O 0 0 r 0 0 0 1 I U r In 000 r in NON r in Otn In 12, 0 1 E Q r •OMOM r •O OPOP r •O M•O r HOO 1 in It I U r r r r I 1 r r • r f I O* 1 IW,_WS r 003 N i O'o1•0 • P pew M in OOPNI,- r In •O • �t 1 � ; r r r r I Q W r r II Zf r CO �1'� r O1O�t r MMM r �OMI� 11 t7J i N1�� r �.t 1t1 d' NMI r It Il r r r r 11 r Znn r x�� r K�� r tY nn 11 L.. r v I- J r v l'- J r v l•- J r v F- J It LLS tl Z r �+v r vv r vv r vv It E ' 1-- tY r t- G.' r F- r 1- r xmI.- r 'S = I- r x =1- t x =F 11 W 1 67SW f 1 OSW+ i 02W r 02W 11 > r ;,t-J I.- r W. -JH r �i-•J • ll'HJ it f r co r 1 m ' m 3 11 r Z r to W r uj 0 to W cc a J W O x > d W W [L' LL d H I y I Q t Lu nom. t 0 tY Imc t a CI It O t II K Qt 11 K LU 11 O > 11 D 11 W F 11 N •�+ n O u It � Nom. U tl O Ili I � LUU 1 rr~. N 16 O 1 J f O II 3, ;: iill o v w > II Q W 11 O Z F- O N W Ix 4 r O > 4 W d' LL 7 Q II i-- I W ix 6 1 ow 1 i lit tx9 I II K W` u C, it ill 8 11 LL> 11 W 1- t! 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