HomeMy WebLinkAboutAttach 7 Sections 1.0-4.3Table of Contents
1.0
2.0
2.1
2.2
2.3
2.4
2.5
Summary of Supplemental Impacts and Mitigations ................................. 1-1
Introduction ...................................................................................................... 1
EIR Requirement ............................................................................................ 1
Scope of Supplemental EIR ........................................................................... 2
Legal Basis for Supplemental EIR ................................................................ 3
Organization of Draft Supplemental EIR .................................................... 4
DSEIR Review Process .................................................................................. 4
2.6 Future Environmental Analysis ................................................................... 5
3.0 Project Description ................................................................................................. 6
3.1 Project Location and Context ........................................................................ 6
3.2 Prior Planning Approvals: 1993 Eastern Dublin General Plan
Amendment and Specific Plan ................................................................................ 6
3.3 Project Entitlement Applications ................................................................ 10
3.4 Project Objectives ........................................................................................ 11
3.5 Project Characteristics ................................................................................ 12
3.6 Future Actions Using This Supplemental DEIR ....................................... 13
4.0 Environmental Analysis ...................................................................................... 27
4.1 Air Quality ................................................................................................... 28
4.2 Biological Resources .................................................................................... 37
4.3 Transportation and Circulation .................................................................. 52
5.0 Alternatives to the Proposed Project ............................................................. 83
5.1 Alternatives Identified in the Eastern Dublin EIR .................................... 83
5.2 Alternatives Identified in this Supplemental EIR ..................................... 84
5.3 Alternative 1: No Project ............................................................................. 84
5.4 Alternative 2: No Development ................................................................. 85
5.5 Alternative 3: Redttced Intensity Alternative ............................................ 86
5.4 Alternative 4: Mixed Use Development .................................................... 87
5.7 Environmentally Superior Alternative ...................................................... 88
6.0 Required CEQA Discussion ........................................................................... 89
6.1 Supplemental Cumulative Impacts ............................................................ 89
6.2 Significant and Unavoidable Environmental Impacts ............................. 90
7.0 Organizations and Persons Consulted ......................................................... 91
7.1 Persons and Organizations ......................................................................... 91
7.2 References ..................................................................................................... 91
8.0 Appendices ..................................................................................................... 92
Appendix 8.1 ........................................................................................................... 93
Appendix 8.2 ........................................................................................................... 94
Appendix 8.3 ........................................................................................................... 95
Appendix 8.4 ........................................................................................................... 96
Appendix 8.5 ........................................................................................................... 97
Appendix 8.6 ........................................................................................................... 98
Appendix 8.7 ........................................................................................................... 99
List of Tables
Table
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Table
4.1.1-Federal/State Ambient Standards ..................................................... 34
4.1.2- Livermore Air Quality 2000-02 ......................................................... 35
4.1.3- Project Regional Emissions ............................................................... 36
4.2.1- Special-status Plant Species ............................................................... 48
4.2.2- Special-status Wildlife Species .......................................................... 50
4.3.1- Existing Peak Hour LOS .................................................................... 70
4.3.2- Baseline Park Hour LOS .................................................................... 71
4.3.3- Vehicle Trip Generation, IKEA Store Surveys ................................. 60
4.3.4- Existing, Baseline, Baseline +Project AM Peak Hour LOS ............. 72
4.3.5- Existing, Baseline, Baseline +Project PM Peak Hour LOS .............. 73
4.3.6- Existing, Baseline, Baseline +Project Sat. Peak Hour LOS .............. 74
4.3.7- Buildout with Project+ Campus Office, AM Peak Hour LOS ........ 75
4.3.8- Buildout with Project+ Campus Office, PM Peak Hour LOS ......... 76
4.3.9- Buildout with Project+ Campus Office, Sat. Peak Hour LOS ........ 77
4.3.10- CMA Trip Generation Assessment ................................................. 68
4.3.11- Weekday Average Daily Traffic Forecasts ..................................... 68
4.3.12- Year 2025 Mainline Freeeway Operations, AM Peak ................... 78
4.3.13- Existing, Baseline, Baseline +Project PM Peak Hour LOS ............ 79
List of Exhibits
Exhibit 1-Regional Location .................................................................................. 15
Exhibit 2-Site Context ......: ...................................................................................... 16
Exhibit 3-Site Boundary ......................................................................................... 17
Exhibit 4-Aerial Photo ............................................................................................ 18
Exhibit 5-General Plan/Specific Plan Amendemnt ............................................. 19
Exhibit 6-Tentative Parcel Map ............................................................................. 20
Exhibit 7-Vesting Tentative Parcel Map ............................................................... 21
Exhibit 8-Project Site Plan ...................................................................................... 22
Exhibt 9-IKEA Site Plan ......................................................................................... 23
Exhibit 10-IKEA Elevations ................................................................................... 24
Exhibit Il-Preliminary Landscape Plan ............................................................... 25
Exhibit 12-Retail Center Site Plan ......................................................................... 26
Exhibit 13-Study Area Intersections ..................................................................... 80
Exhibit 14-Existng Peak Hour Traffic Volumes ................................................... 81
Exhibit 15-Buildout Peak Hour Traffic Volumes ................................................. 82
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2.0 Introduction
2.:f EIR Requirement
This Supplemental Environmental Impact Report supplements an earlier Program
Environmental Impact Report prepared to address the impacts of the Eastern Dublin
General Plan Amendment and Specific Plan, which was adopted by the City of Dublin
on May 10, 1993.
The purpose of the Eastern Dublin General Plan Amendment and Specific Plan are to
regulate land use and development for the Eastern Extended Planning Area of the City
of Dublin. This Planning Area encompasses approximately 3,368 acres of land generally
located between the 1-580 freeway and the Alameda-Contra Costa County line, east of
Camp Parks RFTA to east of Fallon Road.
The environmental impacts of the General Plan Amendment and Specific Plan were
addressed in the Eastern Dublin General Plan Amendment and Specific Plan
Environmental Impact Report, consisting of a Draft EIR, Final EIR, and May 4, 1993
addendum, as certified by the City Council in Resolution 51-93 on May 10, 1993. A
second addendum was adopted on August 22, 1994 to update sewer service to Eastern
Dublin. The above CEQA documents are referred to collectively in this DSEIR as the
"Eastern Dublin EIR" or "EDEIR", and are incorporated herein by reference. The State
Clearinghouse Number (SCH) for the Eastern Dublin EIR is 91103064.
The IKEA Development Project ("Project") has been proposed on a 27.54-acre property
within Eastern Dublin. The Project consists of an IKEA store on the west portion of the
property and a separate Retail Center on the east portion of the property, as further
described below in Chapter 3.0, Project Description. Related Project applications include
a General Plan and Eastern Dublin Specific Plan amendment to change the land use
designation from Campus Office to General Commercial, a PD rezoning and Stage 1
and 2 Development Plan, and tentative parcel/vesting tentative parcel maps and
development agreement. A Site Development Review application was also submitted
for the IKEA portion of the Project. Consistent with the City's practice for projects in
Eastern Dublin, the City has prepared an Initial Study to determine if the Project would
require additional environmental review beyond that analyzed in the previous ELR. The
Initial Study is found in Appendix 8.1. The Initial Study determined that many
anticipated impacts of the proposed actions have been adequately addressed in the
Eastern Dublin EIR. This is consistent with the comprehensive environmental analysis
undertaken as part of the Eastern Dublin EIR with a 20-30 year build-out horizon.
Although the Initial Study concluded that the Eastern Dublin EIR adequately analyzed
most of the potential environmental impacts of the proposed Project, it also identified
the potential for a number of new significant impacts or potentially intensified impacts
beyond those analyzed in the EIR. The City of Dublin has determined that the potential
for new and/or substantially intensified impacts required review at an EIR level and
concluded that a Supplemental EIR be prepared.
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Consequently, as required by CEQA, the City prepared and circulated a Notice of
Preparation (NOP) to interested public and private parties. A copy of the NOP is
included as Appendix 8.2 and responses to the NOP are included in Appendix 8.3.
2.2 Scope of Supplemental EIR
Once an EIR is certified for a project, CEQA prohibits Lead Agencies from preparing a
supplemental or subsequent EIR except under specific circumstances. According to
CEQA Guidelines Section 15162, additional EIR-level review may be required only
when substantial changes to the project would cause new or substantially increased
significant effects, or when substantial changes in circumstances would result in new or
substantially increased significant effects, or when substantial new information shows
the project would cause new or substantially increased significant effects, or shows that
previously infeasible mitigation measures would now be feasible but the project
proponent declines to adopt them.
As reflected in the Initial Study (Appendix 8.1), the project proposes urban-intensity
non-residential uses. This is substantially the same as analyzed in the Eastern Dublin
EIR, although there are potential changes in the requested entitlements for
development of the IKEA property that would vary somewhat from the adopted
Eastern Dublin General Plan Amendment and Specific Plan. As identified in the Initial
Study, there are changed circumstances and new information since certification of the
Eastern Dublin EIR that could result in new or intensified significant impacts. These
include:
1. The potential for new or newly designated special status biological species to be
present on the Project site.
2. Traffic patterns and commuting trends since approval of the 1993 General Plan
Amendment and Specific Plan may have substantially increased regional traffic
and congestion beyond that identified in the Eastern Dublin EIR.
3. The potential for supplemental traffic impacts may also cause related regional air
quality impacts.
The Initial Study identifies potential impacts to the categories of air quality, biological
resources, and transportation for further review in an E1R. This Draft Supplemental EIR
("DSEIR") describes the degree to which the Project's potential impacts to these
environmental categories were adequately addressed in the previously certified Eastern
Dublin EIR. It further describes the type and extent of potential significant impacts
beyond those analyzed in the Eastern Dublin EIR, Where supplemental significant
impacts are identified, mitigation measures are proposed to reduce the impacts to a
less-than-significant level.
CEQA requires that an EIR identify a reasonable range of alternatives, which was done
in the Eastern Dublin ELR. One of these alternatives was adopted in modified form in
the 1993 Eastern Dublin General Plan Amendment and Specific Plan. However, to
address the potential for new and/or substantially intensified significant impacts, this
DSELR identifies and analyzes two additional alternatives for the Project Site that could
avoid or potentially lessen the additional impacts identified in this DSEIR.
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The Eastern Dublin EIR and this Draft Supplemental EIR together fully identify and
assess all of the potentially significant impacts of proposed Project. Any need for
additional environmental review for future applications will be determined as
appropriate under CEQA and the CEQA Guidelines.
The Eastern Dublin EIR is available for review at the City of Dublin Community
Development Department, 100 Civic Plaza, Dublin CA 94568.
2.3 Legal Basis for Supplemental EIR
Based on the previous analysis in the Eastern Dublin EIR and CEQA Guidelines Sections
15162 and 15163, the City has determined that additional EIR-level review is required
and that a Supplemental EIR should be prepared for this Project rather than a
Subsequent EIR. Subsequent and Supplemental EIRs are similar in procedural and
substantive respects. Both types of EIRs build on a previously certified EIR. Both types
of EIRs analyze potentially significant changes to a project and/or environmental
circumstances when those changes would result in a new significant impact or would
substantially increase the severity of previously identified impacts. Both types of EIRs
are circulated by themselves, without the previously certified EIR.
With the above similarities, the choice between a Subsequent and Supplemental EIR is a
matter of the degree of additions or modifications to the previous EIR needed to
analyze the new or substantially increased significant impact. Both types of EIRs
analyze the substantial changes from the previous analysis. Based on the Initial Study
prepared for the project, the City has determined that a Supplemental ELR is
appropriate for the following reasons:
1. The Project proposes changes to land use types for a 27.5 acre portion of the
Eastern Dublin General Plan and Specific Plan area from one non-residential use
to another and at similar urban intensities.
2. There are no new impact categories from the previous EIR. All of the potential
additions or modifications involve impact categories that were analyzed in the
previous ELR.
3. Proposed additions or modifications needed to update the previous EIR do not
require a full re-analysis of a particular impact. None of the modifications
introduces an entirely new environmental topic r.ot addressed in the previous
EIR.
4. The proposed Project includes actions explicitly identified in the previously
certified EIR as implementing actions.
For the above reasons, the City has determined that the current Project does not raise
new policy issues as to the type, location, direction or extent of growth. Further, the
range of potential impacts identified in the Initial Study is the same range as previously
analyzed. Finally, the nature of the potential changes identified in the Project Initial
Study requires updating or refinement of the previous EIR analysis, rather than a full
re-analysis. Irrespective of the label, and consistent with both Subsequent and
Supplemental EIR provision of CEQA Guidelines Section 15162 and 15163, the City will
not approve the Project without first certifying an ELR which comprehensively
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addresses the potential for significant environmental impacts of the current Project
beyond those addressed in the previous EER.
2.4 Organization of Draft Supplemental EIR
This Draft Supplemental EIR ("DSEIR") supplements the "Eastern Dublin EIR, and is
organized as follows:
· Section 1: Summary Table. This includes a summary of impacts and mitigation
measures.
· Section 2: Introduction: This section describes the organization of the DSEIR.
Section 3: Project Description. Section 3 describes the proposed Project, project
location and project setting. Project Objectives are also described as well as future
approvals required to implement the proposed project.
Section 4: Environmental Setting, Impacts and Mitigation Measures. Section 4
includes the impact and mitigation analysis for the Project. Each environmental
topic includes existing conditions (the setting); potential supplemental
environmental impacts and their level of significance; and mitigation measures
recommended to reduce identified significant impacts.
· Section 5: Alternatives. This section addresses alternatives to the proposed
Project and a discussion of an environmentally superior altemative
· Section 6: References. Section 6 includes references used in the preparation of
the DSEI1L
· Section 7: Report Authors. Section 7 lists the authors of the EIR and
organizations and persons consulted as part of the environmental analysis.
Appendices. Contained in the Appendices are the Initial Study (8.1), Notice of
Preparation (NOP) (8.2), responses to the NOP (8.3), Resolution No. 53-93
approving the Eastern Dublin EIR, including mitigation findings, overriding
considerations and mitigation monitoring program (8.4), a copy of the air quality
analysis (8.5), biological reconnaissance (8.6), and a copy of the traffic analysis
(8.7).
2.5 DSEIR Review Process
The DSEIR will be circulated for public review and comment pursuant to CEQA.
Written responses will be prepared to all relevant comments on environmental issues
received during the public review period. Public comments and responses will be
compiled in a Final Supplemental ErR (FSEIR). After certification, the City will consider
the requested Project approvals and make appropriate findings based on the certified
SErR.
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2.6 Future Environmental Analysis
Following certification of this Supplemental EIR, the need for any additional
environmental reviews for future applications would be determined pursuant to the
tiering and streamlining provisions of CEQA and the CEQA Guidelines, as appropriate.
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3.0 Project Description
3.1 Project Location and Context
The Project site is located on the north side of the 1-580 freeway, between Hacienda
Drive and Arnold Road and south of a new east-west connector road formerly called
Digital Drive and renamed to Martinelli Drive south of Dublin Boulevard.
Exhibit 1 depicts the location of the Project site in context of the larger City of Dublin
and Exhibit 2 depicts the project site in relation to Eastern Dublin. Exhibit 3 shows the
property boundary.
The topography of the site is relatively flat, but has a distinct slope to the south,
towards the 1-580 freeway. Two small structures are located on site and will remain.
They are a Zone 7 water facility "turnout" structure located at the southwest comer of
the site and a Dublin San Ramon Services District (DSRSD) water chlorination structure,
which is immediately adjacent.
Exhibit 4 is a recent aerial photo of the Project site.
The site is owned by the Alameda County Surplus Prop?rty Authority (ACSPA). IKEA
Property Inc. has entered into an agreement to purchase this site from ASCPA.
In 1993, the City of Dublin adopted a General Plan Amendment and a Specific Plan,
which addressed long-term development of approximately 4,200 acres of land east of
the central portion of Dublin. The entire Project site is located in the westerly portion of
that General Plan Amendment area. The proposed Project would implement land uses
and other programs included in the General Plan and Eastern Dublin Specific Plan to the
extent that it proposes urban, non-residential development. At build-out, the Project
site was planned for Campus Office land uses, which is similar to the General
Commercial designation currently proposed for the Project site.
3.2
Prior Planning Approvals: 1993 Eastern Dublin General Plan
Amendment and Specific Plan
Eastern Dublin General Plan Amendment
In 1993, the City Council approved the Eastern Dublin General Plan Amendment and
Specific Plan (hereafter, "Eastern Dublin project"). The approved Eastern Dublin project
was a modified version of the original General Plan Amendment (hereafter, "GPA") for
a 6,920 planning area generally known as Eastern Dublin. The original GPA proposed to
change commercial land use designations on County property in the southwest portion
of the GPA area and agriculture/open space designations elsewhere in the planning
area to a range of urban uses, as shown on Figure 2-E of the Eastern Dublin Draft EIR.
Within the nearly 7,000 acre planning area, a new Eastern Dublin Specific Plan proposed
land use policy at a greater level of detail in order to "bridge" general plan policy and
individual development projects. Intended for both policy and regulatory use, the
Specific Plan addressed 3,328 acres, supplementing the GPA with more detailed land use
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designations, policies, programs and regulations. (Eastern Dublin Draft EIR, p. 2-4
hereafter, "DEIR.")
The GPA planning area was located east of the City of Dublin. The planning area is
characterized by a relatively flat plain along 1-580, which gives way to rolling foothills
and increasingly steep slopes to the northeast. Apart from facilities on County property
in the southwest portion of the planning area (former Santa Rita Rehabilitation Center,
former U.S. Naval Hospital), the Eastern Dublin project area consisted primarily of
open grasslands used for grazing and dry farming, and with scattered residences.
(DEIR, p. 2-3.)
The original GPA land use plan proposed to replace the undeveloped planning area
with a mixed-use urban community. The planning concept is set forth in the following
excerpt from the Eastern Dublin EIR.
Residential and employment-generating uses will be balanced to enable residents
to live near work. Employment-generating uses include retail, service, office,
governmental, research and development ("R and D"), and light industrial.
Residential designation [sic] range from Rural Residential to High Density multi-
family. Higher density housing has been located near the future BART station
and along a key transit corridor. Higher densities have also been located close to
commercial centers where the concentration of population will contribute to that
center's social and economic vitality.
The project provides a full complement of regional office and retail land uses
located near freeway interchanges, local-serving commercial centers are
envisioned as pedestrian-and transit-oriented mixed-use concentrations which
include retail, service, office, and residential uses, and are carefully integrated
with surrounding residential neighborhoods.
Open space is a major component of the project's land use plan, giving form and
character to the urban development pattern. The open space concept envisions a
community ringed by undeveloped ridgelines. Urban and open space areas will
be linked by an open space network structured along enhanced stream
corridors. The circulation concept calls for an integrated, multi-modal system
that reduces potential traffic impacts by providing area residents with choices for
a preferred mode of transportation. (DEIR pp. 2-4, Eastern Dublin Responses to
Comments, hereafter, "FEIR' p. 66.)
At buildout, the GPA planning area was projected to provide 17,970 new residences,
including 2,672 acres designated for Rural Residential with a 100 acre minimum parcel
size. Approximately 10.6 million square feet of new commercial space, 25 parks on 287
acres, 571 acres of designated open space, and 12 new schools were also planned, all on
6,920 acres of land. (DEIR, p. 2-7.) Buildout was expected to occur over a 20 - 30 year
period from the start of construction. (DEIR, p. 2-6, Eastern Dublin Final EIR p. 8.) The
major policies of the GPA are summarized on pages 2-9 and 10 of the Eastern Dublin
DEIR,
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Eastern Dublin Specific Plan
The Eastern Dublin Specific Plan originally addressed 3,328 acres and now includes 3,301
acres in the western portion of the GPA planning area. Seventy percent of the GPA
residential development and 94% of the new commercial space was planned for in the
Specific Plan area. (DEIR, p. 2-8.) The land use plan calls for compact villages with
residential and neighborhood serving uses. Employment-generating commercial uses
are provided along arterials with transit access. (Id.) The major policies of the Specific
Plan are set forth on pages 2-10 to 2-14 of the Eastern Dublin DEIR.
Eastern Dublin EIR
The City of Dublin prepared the programmatic EIR for the Eastern Dublin project based
on the original 6,920 acre GPA planning area and land use designations, and 3,328 acre
Specific Plan area, both as described above. The EIR also identifies a third component of
Project Implementation. (DEIR, p. 2-4.) This component includes "procedural steps ...
to be undertaken for full implementation of the [GPA and Specific Plan]
Project... [including] review and approval of specific development projects." (Id.)
The City initiated the Eastern Dublin project in 1988 after several separate development
projects were proposed for the area. The goal of the Eastern Dublin project was to
provide comprehensive planning for development types, locations and pattems in
Eastern Dublin, which would be implemented through future individual development
projects. As noted in the Eastern Dublin EIR statement of project objectives, the Eastern
Dublin project was intended to preserve visually-sensitive and biologically-sensitive
habitat areas, encourage development patterns that support transit on local and
regional levels, and maintain balanced employment and housing opportunities to
reduce traffic congestion and air pollution. (DEIR, p. 2-5.)
The Eastern Dublin EIR analyzed the potential environmental effects of adopting and
implementing the GPA and Specific Plan project. The Eastern Dublin EIR also analyzed
the cumulative effects of the Eastern Dublin project, that is, the project "within the
context of regional development." (DEIR p. 5.0-1.) As required by CEQA, the Eastern
Dublin EIR includes a list of ongoing and future development projects that, together
with the Eastern Dublin project, might "compound subregional (i.e., Tri-Valley)
environmental problems." (Id.) Reflecting a surge of development interest at the time,
the cumulative projects in Dublin alone included 924 units, plus another 3,133 units on
3,140 acres in Western Dublin, and the potential intensification of uses at Parks RFTA.
The Dougherty Valley Specific Plan projected 11,000 units; while the City of Livermore
was considering the North Livermore General Plan Amendment with potential a
buildout potential between 3,713 and 16,513 units. The various cumulative projects also
proposed millions of square feet of non-residential development. The list of cumulative
projects from the Eastern Dublin EIR is shown on Figure 5-A of that DEIR. Virtually all
of the potential new development areas in the list of cumulative projects was
undeveloped land, primarily in agriculture and/or open space uses, as evidenced by the
aerial photographs which form the base maps for Figures 2-B and 2-C.
As would be expected for a major general plan level project during a time of dramatic
development activity, the Eastern Dublin EIR identified many potential significant
impacts on both a project (GPA and Specific Plan) level and a cumulative (regional)
level. Mitigation measures were proposed and adopted for most of the significant
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impacts to reduce them to less than significant. The City of Dublin would implement
some of the mitigation measures directly; examples include but are not limited to
adopting a stream corridor restoration program, designating substantial areas within
the Eastern Dublin project area as Open Space or Rural Residential where low density
development will also provide foraging habitat, and continuing to participate in
regional studies of future transportation requirements, improvements and funding.
Other mitigations would be implemented through conditions or development
standards for future development projects; examples include but are not limited to
proportionate-share contributions to roadway improvements and transit service
extensions. Many of the mitigation measures also included policies and action programs
identified in the Eastern Dublin GPA and Specific Plan documents.
Even with mitigation, however, some of the identified significant impacts could not be
reduced to a less than significant level. Several of the these impacts were cumulative
level impacts, such as loss of agriculture and open space, 1-580 and other regional traffic
impacts, and air quality impacts. As required by CEQA, the Draft EIR identified project
alternatives, including No Project and No Development alternatives, a Reduced Land
Use Intensities alternative, and a Reduced Planning Area alternative, and analyzed
whether the alternatives would avoid any of the otherwise unavoidable impacts. As
further discussed below, the City Council adopted a modified version of the Reduced
Planning Area alternative after certifying the Eastern Dublin EIR as adequate and in
compliance with CEQA on May 10, 1993. (Resolution 51-93.) The City Council also
certified an Addendum dated May 4, 1993 which assessed the modifications to the
Reduced Planning Area alternative and concluded that this alternative "will have no
environmental impacts not addressed in the Draft Environmental Impact Report for the
Eastem Dublin General Plan Amendment and Specific Pian.' (May 4, 1993 Addendum,
p. 1.) The Addendum further concluded that no subsequent or supplemental EIR was
required under CEQA Guidelines section 15162 or 15163 for approval of the modified
alternative.
A second Addendum was later prepared. Dated August 22, 1994, the second Addendum
updated plans for providing sewer services to Eastern Dublin. The May 10, 1993
certified EIR, the May 4, 1993 Addendum and the August 22, 1994 Addendum are
collectively referred to hereafter as the Eastern Dublin EIR, or the "EDEIR" and are
incorporated herein by reference.
Eastern Dublin Project Approval
The Eastern Dublin General Plan and Specific Plan planning process spanned some four
years beginning in 1988. The City identified a preferred alternative in 1991 and
prepared a draft GPA for the 6,920- acre planning area and a $1vecific Plan for 3,228 acres
in 1992. A Draft EIR was prepared and circulated for public review in August of 1992.
After numerous Planning Commission and City Council hearings, the City Council
declined to approve the original 6,920-acre GPA. Instead, the City Council approved a
modified version of the Eastern Dublin EIR's Alternative 2: Reduced Planning Area.
(Resolution 53-93, see Appendix 8.4 of this DSEIR.)
Alternative 2 reduced the GPA area by 2,744 acres, a nearly 40% reduction in the
Eastern Dublin project area. More specifically, Alternative 2 provided for buildout of the
Specific Plan area, buildout of the GPA area only within the Dublin Sphere of Influence,
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but no annexation and no GPA for Doolan Canyon. (DEIR p. 4-9.) Intended as a
"midpoint" between development and environmental concerns,
Doolan Canyon would not develop and its current agricultural land uses and
rural character would be maintained. The importance of this area's function as a
"green" community separator between Dublin, Livermore and the Tassajara
Valley would increase as development occurred in eastern Dublin, and North
Livermore, and lands east of San Ramon. (Id.)
Following certification of the Eastern Dublin EIR and approval of the modified Reduced
Planning Area alternative, a lawsuit was filed challenging the validity of the Eastern
Dublin EIR. The Court upheld the Eastern Dublin EIR, finding it in compliance with
CEQA and the CEQA Guidelines. The City has since implemented the mitigation
monitoring program adopted by the Council (Resolutions No. 53-93 and 123-96), as
interpreted by the Court's Memorandum of Decision. Copies of the resolution and the
Court's Memorandum of Decision may be obtained from the City Clerk.
Previous site land use entitlements
In February 2001, the City Council approved the Commerce One Project that allowed
for the development of a four building', 780,000 square feet campus office complex on
the site.
In August 2001 Alameda County Surplus Property Authority informed the City that
Commerce One was no longer in contract with ASCPA to purchase the site.
3.3 Project Entitlement Applications
Overview
Project applications considered in this Draft SEIR include a General Plan/Specific Plan
Amendment to change the land use designation from "Campus Office" to "General
Commercial," a PD-Planned Development Stage 1 and Stage 2 rezoning, Site
Development Review for the IKEA store, subdivision maps and a Development
Agreement. These are described below.
General Plan~Specific Plan Amendment
The 27.54-acre project site has been designated for Campus Office land uses in the
General Plan and Eastem Dublin Specific Plan. The existing Campus Office land use
classification is intended to provide an attractive, campus-like setting for office and
other non-retail land uses that do not generate nuisances related to noise pollution,
odors or outdoor storage of material. Maximum Floor Area Ratio allowed under the
Campus Office designation is 0.25 to 0.80.
The requested General Commercial land use designatio:.~ accommodates a wide range
of regional and community serving retail, service and/or office type uses within floor
area ratios between 0.20 to 0.60.
Exhibit 5 depicts the proposed General Plan and Specific Plan Amendment requests.
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PD-Planned Development Rezoning
Existing zoning is PD-Planned Development (Campus Office), reflecting the existing
General Plan and Specific Plan land use designations. A request has been filed to rezone
the site to PD-Planned Development (General Commercial) with an associated PD
Development Plan, which would be consistent with the proposed General Plan and
Specific Plan Amendment. The proposed rezoning includes a Stage 1 and Stage 2 PD-
Planned Development rezoning to plan for coordinated development of the entire 27.54
acre site, and to establish regulations for the use, development, improvement and
maintenance of the site, to be implemented through the Project.
Site Development Review (SDR)
A Site Development Review (SDR) application has been filed for the IKEA portion of
the project site. SDR applications allow for review of project design characteristics,
including but not limited to the layout of structures on a site, architectural design of
structures, landscaping, provision of parking and related improvements. It is
anticipated that a future SDR application will be submitted for the Retail Center portion
of the project site.
Tentative and Parcel Maps
A Tentative Parcel Map has been filed that would subdivide the entire 27.54 acre parcel
into two parcels, one for the IKEA site and a second parcel to the east for the proposed
Retail Center. The Tentative Parcel Map would be acted upon by the Community
Development Director with the Final Map approved by the Dublin City Council. Exhibit
6 shows the Tentative Parcel Map for the entire site.
Vesting Tentative and Parcel Maps
A Vesting Tentative Parcel Map with multiple Parcel Maps would subdivide the IKEA
portion of the Project site into four smaller parcels. The future owner of the Retail
Center may also seek a Vesting Tentative Parcel Map in the future. Vesting Tentative
Parcel Map(s) would be acted upon by the Community Development Director. The
IKEA Vesting Tentative Parcel Map is depicted on Exhibit 7.
Development Agreement
The Eastern Dublin Specific Plan requires that developers enter into a development
agreement prior to developing property. It is anticipated a development agreement will
be required for the Project. The development agreements would serve to "lock in"
approved development on the Project site for a specified number of years.
3.4 Project Objectives
The objectives of the Eastern Dublin Specific Plan are set forth in the Eastern Dublin EIR.
(DEIR p. 2-5.) All of the identified objectives for the Eastern Dublin Specific Plan remain
objectives of the proposed Project. Additional objectives of the proposed project include
the following.
Develop a destination retail experience located on a visually prominent site
adjacent to and accessible from the confluence of major regional traffic
corridors that carry high volumes of daily commuter and non-commuter
traffic.
IKEA Draft Supplemental EIR
City of Dublin
PA 02-034
Page 11
November 2003
· Develop a flagship IKEA store for the Tri-Valley Area on an immediately
developable site of sufficient size within the Project Site.
· Develop the site in a landscaped and "pedestrian-friendly" fashion with
restaurants and related leisure services in order to heighten the shopping
experience.
· Offer a shopping experience that complements the nearby Hacienda
Crossings retail center and other retailers in the area by adding to the range
of retail and restaurant opportunities available to the shopper in Dublin.
· Develop in an area of compatible and complimentary existing and plarmed
land uses.
· Provide for greater employment opportunities within the Eastern Dublin
Specific Plan and enhanced local revenues for the City of Dublin.
3.5 Project Characteristics
The proposed Project involves construction of a retail commercial complex on a 27.54-
acre site. The westerly portion of the site would include an IKEA home furnishing
facility and the easterly portion of the site would include a Retail Center under separate
ownership and management. Exhibit 8 shows the proposed site plan for the project site.
These are described below.
IKEA facaity
The westerly 14.34 acres of the site would be devoted to a two-story IKEA home
furnishing facility that would sell a wide range of furniture and furnishing products in a
317,000 square foot building. The building would include approximately 217,000 square
feet of retail sales, a 21,000 square foot restaurant, 62,000 square feet of warehouse
space and 17,000 square feet of office space. The building would be elevated above
grade with parking provided under the building at grade. The building would have a
roof height of 51 feet and a maximum parapet height of approximately 70 feet and
would be oriented eastward, toward the proposed Retail Center.
The IKEA store would have a peak employment of 400 employees and would be open
to the public seven days per week during the hours of 10:00 a.m. to 9:00 p.m., Monday-
Saturday, and 10:00 am through 8:00 pm on Sundays.
A total of 1,130 on-site parking spaces would be provided, including 502 open, full size
spaces, 567 spaces under the building, 20 handicapped accessible spaces, and 41
customer loading spaces.
Landscaping would be provided within setbacks along adjacent streets and within the
open parking area.
Exhibit 9 shows the proposed site plan for the IKEA portion of the Project site. Exhibit
10 presents the proposed building elevations of the IKEA facility. Exhibit 11 shows the
proposed preliminary landscaping plan for the entire Project site.
IKEA Draft Supplemental EIR Page 12
City of Dublin November 2003
PA 02-034
Retail Center
The easterly portion of the project site, encompassing 13.2 acres of land, would be
devoted to the Retail Center, consisting of multiple buildings totaling 137,000 square
feet of floor area. Included within this total would be 27,400 square feet of potential
restaurant floor space. A total of 665 parking spaces would be provided to serve the
Retail Center. Exhibit 12 shows the proposed site plan for the Retail Center portion of
the Project site.
The proposed concept for the retail space is a "lifestyle center," which is a specialty retail
center with small and medium sized tenants organized like a modified city block with a
main street through the center of the project. No specific users or hours of operation
have been identified for the Retail Center as of this writing. The Retail Center would
have a different owner and would be developed separately from the IKEA store. There
would be an estimated 400 employees for the Retail Center.
Access and circulation
Access to both the IKEA and Retail Center developments fr°m Marfinelli Way
would be provided by one new signalized drive approach and one unsignalized
fight- only exit drive from the IKEA site. Multiple customer and delivery truck
access points would also be provided along Arnold Road, the westerly boundary
of the project site.
Construction activities and timing
IKEA project design, engineering and entitlement processes are currently in
progress and are scheduled for completion in late 2003. Project construction for
the IKEA Store will require approximately one year to complete. The Retail
Center developer plans to submit a Site Design Review application early in 2004
and plans to be under construction later in the same year.
Other actions
Grading activities would occur on the site to accommodate planned buildings, roads
and utility connections. Water, sewer and recycled water services would be provided by
Dublin San Ramon Services District (DSRSD) in accord with DSRSD's Eastern Dublin
Facilities Master Plan.
Sewer service for the project would be accommodated through connection to the
existing sewer system owned and maintained by the DSRSD. When and where
available, recycled water from DSRSD would be used for irrigation purposes, reducing
the need for potable water.
The Project would also include placement of onsite business identification and
directional signs.
3.6 Future Actions Using This Supplemental DEIR
This Draft SEIR supplements the certified Eastern Dublin EIR pursuant to Sections 15162
and 15163 of the CEQA Guidelines for the following achons related to the proposed
Project.
· City action on the requested General Plan/Specific Plan Amendment
IKEA Draft Supplemental EIR
City of Dublin
PA 02-034
Page 13
November 2003
· City action on the PD Rezoning, including Stage 1 and Stage 2 PD rezonings for
the proposed IKEA facility and Retail Center
· City actions on the Tentative Parcel Map and Vesting Tentative Parcel
Map applications
· City actions on Site Development Review (SDR) applications for both 1KEA and
the Retail Center
· City actions on a Development Agreement(s)
In addition to the above approvals, the DSEIR may also be used by state or regional
agencies in their review of other permits required for the Project (e.g. Water Quality
Certification or waiver by the Regional Water Quality Control Board under the Clean
Water Act).
IKEA Draft Supplemental EIR
City of Dublin
PA 02.034
Page 14
November 2003
San
Milli
Valley
Richmond
Berkeley
Martinez
Concord
Walnut
;reek
San Francisco
Hayward
DUBLIN
Pleasanton
Livermore
San Mateo
Fremont
Newa~
Half
Moon
Bay
Redwood
Pak)
Alto
Sunnyvale
Santa Clara
San
Jose
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
N
Exhibit 1
REGIONAL LOCATION
0 2 4 6 8 10 miles
[~11.I¢ OX A~.~O¢i.lt¢~, Belkeley. Colifoulio 10-3 t 2003
[CITY OF SAN
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
RAMON]
PARKS RESERVE FORCES
TRAINING AREA
1
FEDERAL i SANTA RITA
CORRECTIONAL ~ REHABILITATION
INSTITUTION [ CENTER
SITE
Dublin
Transit
Center
[CITY OF PLEASANTON]
N
Exhibit 2
PROJECT CONTEXT
WITHIN CITY OF DUBLIN
City Limit
Project Site
0 !/4 1'2 3/4 1 mile
J~Jlle ~.)x /ks~o[i,lJc~., Berkeley. Colilomic] 103l 2003
YA RrlNELL I Ilia y
PARCEL 2
PARCEL MAP 7714
260 PM $0-$$
APN NO. 986-0005-040
II I G H PJ A Y
SOURCE: JMH Weiss, Inc., Civil Engineering, Surveying, Land Planning, 18 July 2003.
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 3
SITE BOUNDARY
SOURCE: JMH Weiss, Inc., Civil Engineering, Surveying, Land Planning, 18 July 2003,
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 4
AERIAL PHOTOGRAPH
DUBLIN BLVD.
Campus
Office
Campus Office
MARTINELLI WAY (future)
Existing General Plan/
Specific Plan Designation: Campus Office
Proposed General Plan/
Specific Plan Designation: General Commercial
Existing Zoning: PD-Campus Office
Proposed Zoning: PD-General Commercial
Eastern Extended
Planning Area Boundary
INTERSTATE 680
General
Commercial
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 5
EXISTING AND PROPOSED
GPA ! SPA ! ZONING
Project Site
I
II
SOURCE: JMH Weiss, Inc., and Ware Malcomb, 17April2003.
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 6
TENTATIVE PARCEL MAP
SOURCE: JMH Weiss, Inc., Civil Engineering, Surveying, Land Planning, undated.
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
N
Exhibit 7
IKEA VESTING TENTATIVE PARCEL MAP
SOURCE'. Ware Malcomb, 22 July 2003.
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 8
PROJECT SITE PLAN
SOURCE: Ware Malcomb, 22 July 2003.
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 9
IKEA SITE PLAN
WEST ELEVATION
.... I1., ot,o~1 ltlli[ll*, °to ¢
NORTH ELEVATION
E~AST ELEVATION
SOURCE: Ware Malcomb, 22 July 2003.
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 10
IKEA ELEVATIONS
.Ll:lOd=lbl J.OVd~l 'IVJ. N:IINNOtJIAN:I 'lVJ. N:IIN=i-lddI'IS
~o~lroad V=l~ll
NI'IGI'I(] -I0 A.LIO
i ..t..
L
~eeeoo
I
SOURCE: Ware Malcomb, 22 July 2003.
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 12
RETAIL CENTER SITE PLAN
4.0 Environmental Analysis
Topics Addressed in the DSEIR [Jerry: Check headings---inconsistent in various
chapters]
This section of the Supplemental DEIR identifies the specific, focused environmental
areas identified in the Initial Study as having the potential for new or substantially
increased significant impacts. The supplemental impact areas are discussed individually
in subsections 4.1 through 4.3:
4.1
4.2
4.3
Biological Resources
Transportation and Circulation
Each topic area is covered in the following manner:
go
Environmental Issues
An overview of issues related to the topic area.
Environmental Setting
A discussion of existing conditions, facilities, services and general
environmental conditions on and around the project sites.
C. Impacts and Mitigation Measures from the Eastern Dublin EIR
So
Supplemental Environmental Impacts
An identification and evaluation of whether the potential impacts on the
environment identified in the Initial Study, should the Project be
constructed as proposed would result in a significant substantially
increased manner beyond the analysis in the Eastern Dublin EIR based on
the standards of significance set forth therein.
D°
Supplemental Mitigation Measures and Impacts After Mitigation
An identification of specific efforts and measures which can be
incorporated into the project to reduce identified supplemental
environmental impacts to a level o£ insignificance.
IKEA Draft Supplemental EIR
City of Dublin
PA 02-034
Page 27
November 2003
4.1 AIR QUALITY
Air quality was analyzed in Chapter 3.11 of the Eastern Dublin EIR. This supplement to
the EIR examines compliance with applicable sigrdficance thresholds, utilizes updated
methods of analysis, and is based on current traffic forecasts that reflect changes in
roadway improvements and travel patterns that have occurred since certification of the
Eastern Dublin EIR. This supplement also examines changes in the regulatory standards
since the Eastern Dublin EIR.
ENVIRONMENTAL SETTING
The project is within the Livermore-Amador Valley. The Livermore-Amador Valley
forms a small sub-regional air basin distinct from the larger San Francisco Bay Area Air
Basin. The Livermore-Amador Valley air basin is surrounded on all sides by high hills
or mountains. Significant breaks in the hills surrounding the air basin are Niles Canyon
and the San Ramon Valley, which extends northward into Contra Costa County.
The terrain of the Livermore-Amador Valley influences both the climate and air
pollution potential of the sub-regional air basin. As an inland, protected valley, the area
has generally lighter winds and a higher frequency of calm conditions when compared
to the greater Bay Area.
The occurrence of episodes of high atmospheric stability, known as inversion
conditions, severely limits the ability of the atmosphere to disperse pollutants vertically.
Inversions occur during all seasons in the Bay Area, but are particularly prevalent in the
summer months when they are present about 90% of the time in both morning and
afternoon.
According to the Bay Area Air Quality Management District, air pollution potential is
high in the Livermore Valley, especially for ozone in the summer and fall (BAAQMD,
1999). High temperatures increase the potential for ozone, and the valley not only
traps locally generated pollutants but also can be the receptor of ozone and ozone
precursors from upwind portions of the greater Bay Area. Transport of pollutants also
occurs between the Livermore Valley and the San Joaquin Valley to the east.
During the winter, the sheltering effect of terrain and its inland location results in
frequent surface-based inversions. Under these conditions, pollutants such as carbon
monoxide from automobiles a_nd particulate matter generated by fireplaces and
agricultural burning can become concentrated.
IMPACTS AND MITIGATIONS FROM THE EASTERN DUBLIN EIR
The Eastern Dublin EIR identified significant impacts related to construction, mobile
source and stationary source emissions (Impacts 3.11/A, B, C, E). Mitigation measures
were adopted to control construction dust and exhaust emissions, and to minimize
mobile and stationary source emissions through, among other things, cooperative
transportation and air quality planning and transportation demand management. All
mitigation measures adopted upon approval of the Eastern Dublin GPA/SP continue to
apply to implementing actions and projects such as the proposed project. Even with
IKEA Draft Supplemental EIR
City of Dublin
PA 02-034
Page 28
November 2003
mitigation, however, significant cumulative construction, mobile source and stationary
source impacts remained. (Impacts 3.1lA, 3.11B, 3.11C, and 3.11E). Upon approval of
the Eastern Dublin GPA/SP, the City adopted a Statement of Overriding
Considerations for these significant unavoidable impacts. (Resolution No. 53-93.)
SUPPLEMENTAL IMPACTS AND MITIGATION MEASURES
The proposed Project would change land uses and development intensity from those
analyzed in the Eastern Dublin EIR. The project would increase daily traffic generation
over that assumed in the Eastern Dublin EIR.
Since preparation of the Eastern Dublin EIR there have been several regulatory changes
and methods for air quality analysis as well as applicable thresholds of significance have
changed. Pursuant to CEQA Guidelines section 15162 and 15163, this supplement
assesses whether new or intensified air quality impacts will result from increased
regional traffic and changed regulatory standards.
Current Ambient Air Quality Standards. The federal and California ambient air quality
standards are summarized in Table 4.1.1 for important pollutants These standards have
changed since certification of the Eastern Dublin EIR in 1993, becoming more stringent.
The federal and state ambient standards were developed independently with differing
purposes and methods, although both federal and state standards are intended to avoid
health-related effects. As a result, the federal and state standards differ in some cases. In
general, the California state standards are more stringent. This is particularly true for
ozone and PM10.
The U.S. Environmental Protection Agency established new national air quality
standards for ground-level ozone and for fine particulate matter in 1997. The existing 1-
hour ozone standard of 0.12 PPM microns or less) is to be phased out and replaced by
an 8-hour standard of 0.08 PPM. Implementation of the 8-hour standard was delayed
by litigation, but was determined to be valid and enforceable by the U. S. Supreme
Court in a decision issued in February of 2001. However, the new federal ozone
standard is not yet in effect pending final resolution of this litigation and adoption of
implementing regulations.
In 1997 new national standards for fine Particulate Matter (diameter 2.5 microns or less)
were adopted for 24-hour and annual averaging periods. The current PM10 standards
were to be retained, but the method and form for detemdning compliance with the
standards were to be revised. Implementation of this standard was delayed by litigation
and will not occur until the U. S. Environmental Protection Agency has issued court-
approved guidance.
The State of California regularly reviews scientific literature regarding the health effects
and exposure to PM and other pollutants. On May 3, 2002, the California Air Resources
Board (CARB) staff recommended lowering the level of the annual standard for PM10
and establishing a new annual standard for PM2.$ (particulate matter 2.5 micrometers in
diameter and smaller). The new standards became effective on July 5, 2003.
In addition to the criteria pollutants discussed above, Toxic Air Contaminants (TACs)
are another group of pollutants of concern. Toxic Air Contaminants (TACs) are
IKEA Draft Supplemental EIR
City of Dublin
PA 02-034
Page 29
November 2003
injurious in small quantities and are regulated despite the absence of criteria documents.
The identification, regulation and monitoring of TACs is relatively recent compared to
that for criteria pollutants.
Current Air Quality. The project is within the nine-county Bay Area Air Basin. The Bay
Area Air Quality Management District (BA. AQMD) operates a network of air quality
monitoring sites in the region. The closest to the site is located in central Livermore on
Old First Street. Table 4.1.2 shows a summary of air quality data for this monitoring site
for the period 2000-2002. Data are shown for ozone, carbon monoxide, PM10, and
nitrogen
Table 4.1.2 shows that concentrations of carbon monoxide and nitrogen dioxide at the
Livermore monitoring site meet state/federal standards. Ozone concentrations exceed
both the state and federal standards, and exhibit wide variations from year-to-year
related to meteorological conditions. Years where the summer months tend to be
warmer than average tend to have higher average ozone concentrations while years
with cooler than average temperatures tend to have lower average ozone
concentrations.
Levels of PM10 and PM2.5 at Livermore meet the federal ambient standards but exceed
the more stringent state standards.
Attainment Status. The federal Clean Air Act and the California Clean Air Act of 1988
require that the California Air Resources Board (CARB), based on air quality
monitoring data, designate air basins within the state where the federal or state
ambient air quality standards are not met as "non-attainment areas." Because of the
differences between the federal and state standards, the designation of non-attainment
areas is different under the federal and state legislation.
In 1995, after several years of minimal violations of the federal one-hour ozone
standard, the U.S. Environmental Protection Agency (EPA) revised the designation of
the Bay Area Air Basin from "non-attainment" to "attainment" for this standard.
However, with less favorable meteorology in subsequent years, violations of the
one-hour ozone standard again were observed in the basin, particularly at the
Livermore monitoring station. Effective August 1998, the EPA downgraded the Bay
Area's classification for this standard from a "maintenance" area to an "unclassified
non-attainment" area. Also in 1998, after many years without violations of any carbon
monoxide (CO) standards, the attainment status for CO was upgraded to "attainment."
The San Francisco Bay Area Air Basin is currently non-attainment for ozone (state and
federal ambient standards) and PM10 (state ambient standard). While air quality plans
exist for ozone, none exists (or is currently required) for PM10. The Revised San
Francisco Bay Area Ozone Attainment Plan for the 1-Hour National Ozone Standard
(BAAQMD, 2001) is the current ozone air quality plan required under the federal Clean
Air. The state-mandated regional air quality plan is the Bay Area 2000 Clean Air Plan
(BAAQMD, 2000). These plans contain mobile source controls, stationary source
controls and transportation control measures to be implemented in the region to attain
the state and federal ozone standards within the Bay Area Air Basin.
IKEA Draft Supplemental EIR Page 30
City of Dublin November 2003
PA 02-034
Standards of Significance. The BAAQMD has revised recommended thresholds of
significance since publication of the Eastern Dublin EIR (BAAQMD, 1999). The
document, BAAQMD CEQA Guidelines was published subsequent to the publication of
the Eastern Dublin EIR. These guidelines provided recommended mitigati~)n practices
during construction based on the size of the project and expanded recommended
mitigations for operational impacts of commercial projects. BAAQMD CEQA Guidelines
establishes the following impact criteria:
A significant impact on local air quality is defined as an increase in carbon
monoxide concentrations that causes a violation of the most stringent ambient
air quality standard for carbon monoxide (20 ppm for the one-hour averaging
period, 9.0 ppm for the eight-hour averaging period).
A significant impact on regional air quality is defined as an increase in emissions
of an ozone precursor or PM10 exceeding the BAAQMD thresholds of
significance. The current significance thresholds are 80 pounds per day (or 15
tons/year) for ozone precursors or PM10.
Any proposed project that would individually have a significant air quality
impact would also be considered to have a significant cumulative air quality
impact.
· Any project with the potential to frequently expose members of the public to
objectionable odors would be deemed to have a significant impact.
Any project with the potential to expose sensitive receptors or the general public
to substantial levels of toxic air contaminants would be deemed to have a
significant impact.
Despite the establishment of both federal and state standards for PM2.5 (particulate
matter, 2.5 microns), the BAAQMD has not developed a threshold of significance for
this pollutant. For this analysis, PM2.5 impacts would be considered significant if project
emissions of PM10 exceed 80 pounds per day.
The current BAAQMD significance threshold for construction dust impact is based on
the appropriateness of construction dust controls. The BA_AQMD guidelines provide
feasible control measures for construction emission of PM10. If the appropriate
construction controls are to be implemented, then air pollutant emissions for
construction activities would be considered less-than-significant.
Supplemental Impact AQ-I: Construction activities would have the potential to cause
nuisance related to emission of dust and PM~0.
The current BAAQMD significance threshold for construction dust impact is based on
the appropriateness of construction dust controls. If the appropriate construction
controls are to be implemented, then air pollutant emissions for construction activities
would be considered less-than-significant. Mitigation Measure MM 3.11/1.0 in the East
Dublin EIR implements most, but not all, of the currently recommended measures.
IKEA Draft Supplemental EIR Page 31
City of Dublin November 2003
PA 02-034
SM-AQ-I: In addition to measures identified in MM 3.11/1.0 of the East Dublin EIR, the
City of Dublin shall:
a. Require construction contractors to water or cover stockpiles of debris, soil, sand
or other materials that can be blown by the wind.
b. Require construction contractors to sweep daffy (preferably with water
sweepers) all paved access road, parking areas and staging areas at construction
sites.
c. Require construction contractors to install sandbags or other erosion control
measures to prevent silt runoff to public roadways.
According the current BAAQMD CEQA guidelines, implementation of these mitigation
measures would reduce construction period air quality impacts to a less-than-
significant level.
Supplemental Impact AQ-2: Project emission increase that would exceed the
BAAQMD significance thresholds for ozone precursors.
Vehicle trips generated by the Project would result in air pollutant emissions affecting
the entire San Francisco Bay Air Basin. The Project's contributions to regional emissions
associated with project vehicle use have been calculated using the URBEMIS-2002
emission model. (Note: this is also a cumulative impact, see Supplemental Impact AQ-3.)
The incremental daffy emission increase associated with Project operational trip
generation is identified in Table 4.1.3 for reactive organic gases and oxides of nitrogen
(two precursors of ozone) and PM10. The Bay Area Air Quality Management District's
thresholds of significance for these pollutants are also shown. Proposed Project
emissions shown in Table 4.1.3 would exceed these thresholds of significance for ROG
and NOx, so the proposed project would have a significant effect on regional ozone air
quality.
SM-AQ- 2: In addition to measures identified in MM 3.11/5.0-11.0 of the East Dublin
EIR, the City of Dublin shall require that the following be implemented as part of the
Transportation Demand Management program for the proposed project:
a. Provide transit facilities, e.g., bus bulbs/turnouts, benches, shelters, etc.
b. Provide bicycle land and/or paths, connected to community-wide network.
c. Provide sidewalks and/or paths, connected to adjacent land uses, transit stops,
and/or community-wide network.
d. Provide secure and conveniently located bicycle storage.
e. Provide preferential parking for electric or alternatively-fueled vehicles.
f. Provide conduit for potential electrically powered vehicle charging station.
g. Implement feasible TDM measures including a ride-matching program.
coordination with regional ridesharing organizabons and provision of transit
information to the extent allowed by law.
Implementation of the mitigation measures in the Eastern Dublin EIR (Mitigation
Measures 3.11/5.0-11.0 together with the above measures will not achieve the 30%
reduction in Project-related emissions that would be needed to reduce emissions below
IKEA Draft Supplemental EIR
City of Dublin
PA 02-034
November 2003
the BAAQMD thresholds of significance. Ozone air quality impacts would remain
significant and unavoidable.
Supplemental Impact AQ-3: Exceedances of the BAAQMD thresholds of significance
for ozone precursors, resulting in a significant cumulative impact.
According to BAAQMD significance criteria, any proposed project that would
individually have a significant air quality impact would also be considered to have a
significant cumulative air quality impact as well. Since the proposed Project, after
mitigation, would exceed the BAAQMD thresholds of significance for Reactive Organic
Gases and Nitrogen Oxides, both of which are ozone precursors (see Supplemental
Impact AQ-2), the Project would have a significant cumulative impact on regional air
quaUty.
SM-AQ-3: Same as Supplemental Mitigation AQ-2.
Supplemental Impact AQ 4: The Project would change traffic volumes and
congestion levels, changing carbon monoxide concentrations.
On the local scale, the Project would change traffic on the local street network, changing
carbon monoxide levels along roadways used by Project traffic. Carbon monoxide is an
odorless, colorless poisonous gas whose primary source in the Bay Area is automobiles.
Concentrations of this gas are highest near intersections of major roads. New vehicle
trips add to carbon monoxide concentrations near streets providing access to the site.
The Bay Area Air Quality Management District's BAAQMD CEQA Guidelines
recommends estimation of carbon monoxide concentrations for projects where project
traffic would impact intersections or roadway links operating at Level of Service D, E,
or F or would cause Level of Service to decline to D, E, or F.
The analysis of intersection Level of Service (LOS) prepared for the Project found that,
of the 18 signalized intersections studied, only two would operate at LOS D or worse
before addition of project traffic in either the AM or PM peak traffic hour. However, the
Project would not change intersection operations at one of the two intersections (I-580
Eastbound offramp/Hopyard Road) and would actually improve the LOS at the other
intersection (Dublin Boulevard/Dougherty Road). Therefore, the BAAQMD threshold
trigger level for estimating carbon monoxide modeling of concentrations would not be
exceeded, resulting in a less-than-significant impact.
Considering that the proposed Project is in an attainment area for carbon monoxide
(the state and federal ambient standards are met) and that Dublin has relatively low
background levels of carbon monoxide compared to other parts of the Bay Area and
that Levels of Service at intersections affected by Project traffic would remain relatively
good, the Project would have a less-than-significant impact on local carbon monoxide
concentrations.
IKEA Draft Supplemental EIR
City of Dublin
PA 02-034
Page 33
November 2003
Table 4.1.1.
Federal and State Ambient Air Quality Standards
Pollutant Averaging Federal State
Time Primary Standard
Standard
Ozone 1-Hour 0.12 ppm 0.09 ppm
8-Hour 0.08 ppm --
Carbon Monoxide 8-Hour 9.0 ppm 9.0 ppm
1-Hour 35.0 ppm 20.0 ppm
Nitrogen Dioxide Annual 0.05 ppm --
1-Hour -- 0.25 ppm
Sulfur Dioxide Annual 0.03 ppm --
24-Hour 0.14 ppm 0.05 ppm
1-Hour -- 0.25 ppm
PM10 Annual 50 ug/m3 20 ug/m3
24-Hour
150 u~:/m3 50 u~:/m3
PM2.5 Annual 15 ug/m3 12 ug/m3
24-Hour
65 ug/m3 --
Lead 30-Day Avg. -- 1.5 ug/m3
3-Month
Avg.
1.5 ug/m3 --
)pm = parts per million
ug/m3 = Micrograms per Cubic Meter
Soume: Donald Ballanti
IKEA Draft Supplemental EIR
City of Dublin
PA 02-034
Page 34
November 2003
Table 4.1.2. Air Quality at Live~more Monitoring Site, 2000-2002
Pollutant Standard Days Standard Exceeded During:
2000 2001 2002
Ozone Federal 1-Hour 1 0 2
Oz'one State 1-Hour 7 9 10
Ozone Federal 8-Hour 2 2 6
PM10 Federal 24-Hour 0 0 0
PM10 State 24-Hour 2 3 0
PM2.5 Federal 24-Hour 0 1 0
Carbon State/Federal 0 0 0
Monoxide 8-Hour
Nitrogen State 1-Hour 0 0 0
Dioxide
Source: CARB, 2003
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Table 4.1.3. Project Regional Emissions in Pounds Per Day
Reactive Nitrogen PM10
Organic Oxides
Gases
Project 115.2 104.9 71.6
BAAQMD Significance
Threshold 80.0 80.0 80.0
Source: Donald Ballanti
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4.2 BIOLOGICAL RESOURCES
Biological Resources were analyzed in Chapter 3.7 of the 1993 Eastern Dublin EIR. This
DSEIR is a project-level environmental impact report. It is intended to supplement the
Eastern Dublin EIR with respect to the Project site.
This DSEIR also examines potential habitat types that were not previously
anticipated to occur in the Project area and regulatory changes since certification
of the Eastern Dublin EIR which have resulted in the identification of new
sensitive species not addressed in the Eastern Dublin EIR.
The potential for supplemental impacts with respect to the IKEA Project was
assessed by the finn of LSA Associates in September, 2003. A copy of the LSA
report is located in Appendix 8.6 of this DSEIR.
ENVIRONMENTAL SETTING
Project site characteristics
The Project site occurs in a wide expanse of open field along the southerly boundary of
the Eastern Dublin project area. The Project site was previously developed for a U.S.
military facility, which has since been removed. Property immediately east of the site
has been developed for a retail commercial project, known as Hacienda Crossings.
North of the site and north of Dublin Boulevard, property has been developed for a
major office complex by Sybase. Properties west of the Project site are partially fallow
and partially developed with a surface parking for a BART station.
The Project site itself is relatively flat with a gentle slope from north to south. No
unique topographic features or trees are located on the site.
Project area habitat types and locations
The Eastern Dublin EIR identified the Project site as containing non-native grassland.
This vegetation type supports a wide array of native and non-native grasses and herbs.
Characteristic introduced grass species include slender wild oat (Avena barbata), ripgut
grass (Bromus diandrus), soft chess (Bromus rnollis), farmer's foxtail (Horde, urn leporinum),
and rattail fescue (Vulpia rnyuros). Occasional stands of the native bunchgrass, nodding
stipa (NaseIla pulchra), were observed on the north-facing slopes of some of the rolling
hill~.
Special status species
Special status plants and wildlife with potential to occur on the Project site are described
below and summarized in Tables 4.2.1 and 4.2.2. The descriptions also include
information from background research and studies conducted since certification of the
Eastern Dublin EIR.
Special status species: botanical
The Eastern Dublin EIR evaluated 12 special-status plants. Of those 12 species, the great
valley gumplant is no longer listed as a California Native Plant Society (CNPS) rare
plant species and is therefore not considered in this Supplement. Based on a review of
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the California Natural Diversity Data Base (CNDDB 2000) and the CNPS (2001) for this
Supplement, 13 special status plant species not addressed in the Eastern Dublin EIR may
have some potential to occur on the IKEA Project site. This potential is based on suitable
habitat present onsite and/or proximity to known occurrences in the area. These
additional species include two rare plants, the San Joaquin spearscale (Atriplex
joaquiniana) and Congdon's tarplant (Hemozonia parryi ssp. congdonii). The Livermore
tarplant (Deinandra bacigaIupiO is a newly described rare plant species that has been
observed in two areas in Alameda County. Alkali grasslands throughout the Eastern
Dublin area provide potentially suitable habitat for this new species (CNPS 2000). Based
on reported occurrences of these species near the Project site, these special-status
species may occur on the Project site and have been evaluated in this DSEIR (see LSA
report, Appendix 8.6). Based on previous biological surveys conducted in the Eastern
Dublin area, the following plant species may occur on the Project site: big-scale
balsamroot (Balsamorhiza rnacroIepis var. macroIepis), large-flowered fiddleneck (Amsinckia
grandiflora), San Joaquin spearscale (AtripIex joaquina), Mt. Diablo manzanita
(Arctostaphylos auricuIata), Mt. Diablo fairy-lantern (Calochortus pulcheIlus), hispid bird's-
beak ( CordyIanthus mollis ssp. hispidus), palmate-bracted bird's beak ( Cordylanthis
paImatus), Congdon's tarplant (Centromadia parryi ssp. Congdonii), Livermore tarplant
(Deinandra bacigalupii), round-leaved filaree (Erodium macrophyllum), diamond-petaled
California poppy ( Eschscholzia rhorabipetala ) , Diablo helianthella ( Heliant hella castanea ) ,
Brewer's western flax (Hesperolinon breweri), saline clover (Trifolium depauperatura var.
hydrophilum), heartscale (AtripIex cordulata), brittlescale (AtripIex depressa), and alkali
milk-vetch (Astragalus tener var. tener), based on available habitat.
Botanically sensitive habitats
The alkali grasslands habitat type within the Eastern Dublin area is described above. It is
not recognized by the CDFG Natural Diversity Database (CNDDB 2000a) as rare and
declining in the state. No alkali grasslands are found on the IKEA site.
Special-status species: wildlife
The Eastern Dublin EIR evaluated 27 spedal-status wildlife spedes. Fifteen of these
species still have state or federal special status, as identified in Table 4.2.2. Nine of these
species no longer have state or federal special status, or there is no suitable habitat on
the IKEA Project site. These species include American badger, Ricksecker's water
scavenger beetle, curved-foot hygrotus diving beetle, bay checkerspot butterfly,
Callippe silverspot butterfly, Bridges' coast range shoulderband, San Francisco forktail
damselfly, Lure's micro-blind harvestman and California linderiella. Four new species
have been given state and/or federal special status since the Eastern Dublin EIR was
certified: white-tailed kite, Ferruginous hawk, loggerhead shrike and Califomia homed
lark. These species will not be addressed further in this Supplement as discussed below.
The following wildlife species identified as possibly occumng in the Eastern Dublin area
are also not addressed in this Supplemental EIR based on lack of suitable habitat on the
IKEA project site and failure to observe such species during the field observation
conducted by LSA Assodates as part of this environmental document: California
homed lizard, bald eagle, peregrine falcon, prairie falcon, sharp-shinned hawk,
Cooper's hawk, short-eared owl and Bridges' coast range shoulderband.
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Threatened and Endangered Wildlife Species
Invertebrates. The Eastern Dublin EIR identified potentially significant impacts for
special status invertebrates such as the longhorn fairy shrimp and the vernal pool fairly
shrimp. Since then, these species as well as the conservancy fairy shrimp and the vernal
pool tadpole shrimp have become federally-listed as Endangered under the
Endangered Species Act (ESA). These species live within strict habitat requirements, and
can be found in vernal pools and other small seasonal bodies of water that allow the
appropriate desiccation of the cysts (eggs).
Vernal pool fairy shrimp have been reported approximately six, seven and 13 miles east
of the Project site (CNDDB 2000). Longhorn fairy shrimp have been reported
approximately nine and ten miles east of the Project site (CNDDB 2000). No such
habitat exists on the IKEA Project site.
California Red-Legged Frog (Rana aurora draytonii). The Eastern Dublin EIR identified
impacts to the California red-legged frog (CRLF) as potentially significant (IM 3.7/F).
Since certification of the Eastern Dublin EIR, CRLF has been federally listed as
Threatened under the ESA. In addition, on March 13, 2001 the U.S. Fish and Wildlife
Service (USFWS) designated critical habitat for CRLF. The Project site was included
within the designated critical habitat. This decision was reversed in November 2002 and
is no longer in effect. The USFWS published a draft Recovery Plan for the CRLF in
January 2000. The Project site is located within the Mt. Diablo core area Unit 23 (Draft
Recovery Plan for the CRLF (USFWS 2000a). The CRLF is a California species of special
concelTl.
Additional surveys conducted between 1993 and 2000 detected CRLF in several
locations throughout the Eastern Dublin planning area and adjacent to the Project site
(H.T. Harvey and Associates 2000b). Seventeen reported CRLF observations within five
miles of the GPA/SP area encompassed by the Eastern Dublin EIR were reported
between 1981 and 1997 (CNDDB 2000). Specific locations of frogs, especially along linear
waterways, vary from year to year, and season to season, as habitat quality and
availability fluctuate. On the IKEA Project site itself, the potential for the presence of
CRLF is considered low due to absence of wetlands and other bodies of water.
Alameda W1Mpsnake (Masticophus lateralis euryxanthus). The Eastern Dublin EIR
· identified impacts to Alameda whipsnake as less than significant due to the lack of
suitable habitat (IM 3.7/E). Since certification of the Eastern Dublin EIR, the Alameda
whipsnake has been Federally-listed as Threatened under the ESA. The species has been
listed as Threatened under the California Endangered Species Act since 1971. In October
2000, the USFWS designated critical habitat for this species, however, the project area
does not occur within the designated critical habitat. This designation was voided in
May, 2003. Primary habitats for Alameda whipsnake include east, southeast, south and
southwest facing slopes containing coastal scrub and chaparral, with rock outcrops
(Eastern Dublin Property Owner SEIR, 2002). Several observations north of the Eastern
Dublin area have been reported between 1972 and 1999. However, appropriate habitat
does not occur in Eastern Dublin, including the IKEA Project site. Based on the above
information, this species is not considered to occur on the project site.
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Peregrine Falcon (Falco peregrinus anatum). The Eastern Dublin EIR identified impacts
to peregrine falcon as insignificant due to the lack of appropriate habitat (IM 3.7/E).
Since certification of the Eastern Dublin EIR this species was federally de-listed (August
25, 2000) but remains state-listed as Endangered. Historic nesting locations are known
from the region north of the Eastern Dublin area. Peregrine falcons have been
reintroduced to these historic sites on Mt. Diablo and are known to be nesting on Mt.
Diablo (Sproul, pers. comm.). The Project site does not contain suitable cliffs for nesting
and does not represent important foraging habitat for the peregrine falcon.
Bald Eagle {Haliaeetus leucocephalus). Since certification of the Eastern Dublin EIR, the
bald eagle was reclassified from federally Endangered to Threatened. It remains state-
listed as Endangered, as identified in the Eastern Dublin EIR. The bald eagle also is
protected under the federal Bald Eagle Protection Act. The historic breeding range of
the bald eagle in California extended f-rom southern coastal areas through much of the
central and northern portions of the state. Bald eagles nest approximately 12 miles
southeast of the Project site at Lake Del Valle (CNDDB 2000). The Project site does not
provide suitable nesting habitat for bald eagles because there are no appropriate cliffs
or trees for nesting and no foraging habitat. Several birds are known to winter in the
Altamont area and thus may occasionally pass through the Project site.
San Joaquin Kit Fox (Vulpus macrotis mutica). The Eastern Dublin EIR identified impacts to
the kit fox as potentially significant (IM 3.7/D). The San Joaquin kit fox remains
federally-listed as Endangered and state-listed as Threatened. Since certification of the
Eastern Dublin EIR, the USFWS has updated its recommendations for survey protocols
and protection measures (USFWS 1997 and 1999).
A number of surveys for kit fox have been conducted in the Eastern Dublin area (H.T.
Harvey & Associates 1997a) and the adjacent North Livermore Valley (H.T. Harvey &
Associates 1997b). None of these surveys detected kit fox with the exception of a single
kit fox detected on two separate nights while spotlighting approximately 7 miles east of
the IKEA Project site and five miles north of the Project site in Contra Costa County on
Morgan Territory Road.
Despite more intense efforts to detect kit fox in the Eastern Dublin and North
Livermore Valley areas since 1997, none has been detected. Based on negative results
within the Eastern Dublin area and the surrounding areas, kit fox appear to be absent
from the Eastern Dublin area (see analysis presented in H.T. Harvey & Associates
1997c).
§everal surveys of gan Joaquin kit fox have been conducted in the Eastern Dublin area,
as noted above. No kit fox or sign of kit fox presence has been detected during these
surveys and there are no verified incidental observations of kit fox in the Eastern
Dublin area. The likelihood of lit fox presence on the IKEA Project site is very low,
given the amount of surrounding development, the disturbed nature of the site and
lack of burrows,
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Federal candidates proposed for listing - wildlife species
California Tiger Salamander (Ambystoma califomiense). The Eastern Dublin EIR
identified impacts to the California tiger Salamander (CTS) as potentially significant (IM
3.7/G). The CTS is a candidate for listing under the ESA. No CTS have been observed
on the site; no suitable CTS habitat is present on the KEA Project site, and no potential
breeding ponds occur on or near the Project site, an no potential breeding ponds occur
on or near the Project site.
California Species of Special Concern and Other Special-Status Wildlife Species
Western Pond Turtle (Clemmys marmorata). The Eastern Dublin EIR identified impacts
to the western pond turtle as potentially significant (3.7/H). Since certification of the
Eastern Dublin EIR, western pond turtle was removed from the federalist of candidate
species. It is a California Species of Special Concern, as identified in the Eastern Dublin
EIR, this species also is protected under California Fish and Game Code Section 5050.
Western Pond turtle species are not present on the Project site primarily due to lack of
suitable aquatic habitat.
California Homed Lizard (Phrynosoma coronatum frontale). The Eastern Dublin EIR
identified impacts to the California homed lizard as insignificant due to the their
extensive distribution (3.7/R). Since certification of the Eastern Dublin EIR, the homed
lizard has been included as a fully protected species under the California Fish and Game
Code. Homed lizards have been documented approximately 11 and 12 miles south and
approximately 15 miles east of the Project site (1994) (CNDDB 2000). Marginal habitat
for the lizard probably occurs on portions of the Project site. However, the California
homed lizard is unlikely to occur on the Project site based on the marginality of on-site
habitat and the lack of contiguity with occupied habitat off-site.
Northern Harrier (Circus cyaneus). The Eastern Dublin EIR identified impacts to the
Northern Harrier as potentially significant due to the potential loss of habitat (3.7/0).
Marginally suitable foraging habitat occurs in the grassland portions of the Project site.
However, the potential for occurrence of this species on the Project site is considered
low.
Burrowing Owl (Athene cunicularia hypugea). The Eastern Dublin EIR identified
impacts to the burrowing owl as potentially significant tIM 3.7/M). In addition to being
a California Species of Special Concern, as indicated in the Eastern Dublin EIR, this
species is protected under the federal Migratory Bird Treaty Act and Fish and Game
Code Section 3503.5.
Since certification of the Eastern Dublin EIR burrowing owls have been observed within
Eastern Dublin (Biosystems Analysis 1989, H.T. Harvey & Associates 2000b). No
burrowing owls have been observed on the IKEA Project site and no burrows suitable
for their use are present.
Short-eared owl (Asio flammeus). The Eastern Dublin identified impacts to the short-
eared owl as insignificant due to the lack of appropriate habitat (IM 3.7/Q), In addition
to being a California Species of Special Concern, as indicated in the Eastern Dublin EIR,
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this species is protected under the federal Migratory Bird Treaty Act and Fish and Game
Code Section 3503.5. No short-eared owls have been observed on the IKEA Project site.
Cooper's Hawk (Accipiter cooperii). The Eastern Dublin EIR identified impacts to the
Cooper's hawk as potentially significant (IM 3.7/P). In addition to being a California
Species of Special Concern, this spedes is protected under the federal Migratory Bird
Treaty Act and Fish and Game Code Section 3503.5.
Since certification of the Eastern Dublin EIR, Cooper's hawk have been observed within
Eastern Dublin, (Eastern Dublin Property Owner SEIR, 2002), however Cooper's hawk
nesting or foraging habitat occurs on the Project site. (LSA, 2003)
Golden Eagle (Aquila chrysaetos). The Eastern Dublin EIR identified a significant impact
to a nesting site for a pair of breeding eagles (IM 3.7/J), potentially significant project
and cumulative impacts to foraging habitat (3.7/K), and a potentially significant impact
due to electrocutions (3.7/L). Since certification of the Eastern Dublin EIR, an active
eagle's nest has been identified adjacent to the Dublin Ranch Phase 1 and Area A, north
of the project area (H.T. Harvey & Associates 2000c). There are no suitable nest sites on
the Project site.
Prairie Falcon (Falco mexicanus). The Eastern Dublin EIR identified impacts to the
prairie falcon as potentially significant (IM 3.7/0). Since certification of the Eastern
Dublin EIR, Prairie falcons have been found to nest several miles north of Eastern
Dublin on Mt. Diablo and to the northeast in Morgan Territory, near Brushy Peak
(Eastern Dublin Property Owner SEIR, 2002). No suitable nesting habitat occurs in the
Eastern Dublin area; however, most of the area is high quality potential foraging
habitat. Prairie falcons have been commonly observed during the winter in recent years
within Eastern Dublin (Eastern Dublin Property Owner SEIR, 2002) and likely forage on
or near the project site.
Sharp-shinned Hawk (Accipiter striatus). The Eastern Dublin EIR identified impacts to
the sharp-shinned hawk as potentially significant (IM 3.7/P). Since certification of the
Eastern Dublin EIR, it has been determined that suitable winter foraging habitat may
occur within the arroyo willow riparian habitat. Since this habitat type does not exist on
the project site, no impacts to sharp-shinned hawks are anticipated from the proposed
IKEA Project.
Tricolored Blackbird (Agelaius tricolor). The Eastern Dublin EIR identified impacts to the
tricolored blackbird as potentially significant (IM 3.7/I). The species has been reported
to the north and south of the Eastern Dublin area (CNDDB 2000). No t-ri-colored
blackbirds have been observed on the project site.
The next four species are not identified on Table 3.7-2 within the Eastern Dublin EIR, the
listing of potentially occurring special-status wildlife in the Eastern Dublin GPA and SP
areas. These species have been subsequently listed by state and/or federal agencies.
Loggerhead Shrike (Lanius ludovicianus). Loggerhead shrike is a wide-ranging species
that occupies open habitats including grassland, scrub and open woodland
communities. The spedes typically nests in densely vegetated, isolated trees and shrubs
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and occasionally man-made structures. Loggerhead shrikes feed on a variety of small
prey including arthropods, mammals, amphibians, reptiles and birds. In California, the
species does not migrate and is resident year-round. Declines in numbers have been
noted across a broad geographical range in the United States.
Nesting habitat for this species occurs near riparian habitat and coyote brush habitat in
Eastern Dublin. Since this habitat type does not exist on or near the project site, no
loggerhead shrike are anticipated to be impacted with this project.
California Homed Lark (Eremophila alpestris actia). This species, a California Species of
Special Concern, breeds in open grasslands throughout the Central Valley and adjacent
foothills and along the central and southern California coast region. It is a ground-
nesting species that prefers shorter, less dense grasses and areas with some bare
ground.
No California homed lark have been observed on the Project site
Ferruginous Hawk. The Ferruginous hawk is a California species of special concern. It
has no federal status. It breeds in interior grasslands and desert scrub of western North
America including, in very small numbers, the extreme northeastern portion of
California, Wintering birds are found in a variety of open habitats throughout
California, including open grasslands of the Eastern Dublin area. They would make
only incidental use of the IKEA Project site due to the amount of surrounding lands
which have already been developed.
White-tailed kite. Kites are common to uncommon year-long residents of coastal and
valley lowlands, generally occurring west of the Sierra Nevada mountains and southern
deserts. Black-shouldered kite populations declined in California prior to the 1940's.
White-tailed kites ir&abit open areas of grassland, agricultural fields, marshes and
roadsides where rodents are common. No white-tailed kites have been observed on the
Project site.
Other Protected Species
Red-tailed Hawk (Buteo jami acensis), Red-shouldered Hawk (Buteo Iineatus), white-tailed kite
(Elanus caeruleus) (referred to as black-shouldered kite in the Eastern Dublin EIR), American
Kestrel (Falco sparverius), Great Horned Owl (Bubo virginianus), barn owl (Tyto aIba), and
Western Screech Owl (Otus kennicottii). With the exception of the white-tailed kite, these
species were not evaluated in the Eastern Dublin EIR. These raptors are federally
protected under the Migratory Bird Treaty Act (MBTA) and under California
Department of Fish and Game Code Section 3503.5. Often edge species, these raptors
will forage in grasslands, open meadows, and emergent wetlands adjacent to
woodlands, forests or riparian areas. Nesting substrates for these species vary between
dense riparian foliage near permanent water to isolated trees and human structures. All
are year-round residents. Some of these species are expected to forage on the Project
site, although there is no suitable nesting habitat present on the project site for any of
these species.
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IMPACTS AND MITIGATIONS FROM THE EASTERN DUBLIN EIR
The Eastern Dublin EIR included a comprehensive assessment of habitat and wildlife
resources in the GPA/SP planning area. Table 4.2.1 shows special status plant species
and Table 4.2.2 [shows special status wildlife spedes the Eastern Dublin ElY( identified as
potentially occurring in Eastern Dublin (also see Eastern Dublin EIR Tables 3.7-1 and 3.7-
2. The Eastern Dublin EIR identified potential impacts related to the general effects of
potential development in Eastern Dublin including direct habitat loss, indirect habitat
loss due to vegetation removal for construction and development activities, and loss or
degradation of sensitive habitat (Impacts 3.7/A, B, and C). The Eastern Dublin EIR also
identified potential impacts related to wildlife species such as San Joaquin kit fox,
California red-legged frog, California tiger salamander, and others (Impacts 3.7/D - S).
Mitigation measures were adopted to, among other things, provide for resource
management plans, avoid development in sensitive areas and revegetate disturbed
areas (generally Mitigation Measures 3.7/1.0 - 28.0).
All mitigation measures adopted upon approval of the Eastern Dublin GPA/SP
continue to apply to the Project. Even with mitigation, the City concluded that the
cumulative loss or degradation of botanically sensitive habitat was significant and
unavoidable. Upon approval of the Eastern Dublin GPA/SP, the City adopted a
Statement of Overriding Considerations for this significant unavoidable impact
(Resolution No. 53-93).
SUPPLEMENTAL IMPACTS AND MITIGATION ME~~S
The proposed Project includes approximately the same intensity of land use on the site
as was identified in the Eastern Dublin EIR, although the type of land use is now
proposed as General Commercial rather than Campus Office. The Initial Study for this
Project notes that there have been new special status species identified since certification
of the Eastern Dublin EIR that could be affected by proposed development on the
Project site.
Methodology. Prior to conducting field work, LSA biologists searched the Cahfomia
Natural Diversity Data Base (CNDDB) (CNDDB 2003) to locate records of special-status
species and sensitive communities/habitats in the general region of East Dublin. Using
information from these sources and LSA biologists knowledge of plants and wildlife in
the Livermore/Amador Valley, lists of potentially occurring special-status species and
sensitive habitats were developed.
LSA biologists visited the Project site on September 16, 2003 and walked the entire site
recording information on the habitat types present and searching for sensitive plant
communities/habitats and evidence of special-status species or habitats that could
support such species. Plants and animals observed during the survey were recorded in
field notes.
Significance Criteria. The proposed Project would have a significant supplemental
impact on biological resources if the following impacts would occur but were not
analyzed in the Eastern Dublin EIR or are substantially more severe than analyzed in
the Eastern Dublin EIR:
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· Substantially diminish habitat for fish, wildlife, or plants or threaten to eliminate
a plant or animal community;
· Substantially affect a rare, threatened, or endangered plant or animal species
(including those species that meet the definition of rare and endangered
according to CEQA), or the habitat of such species;
· Interfere substantially with the movement of any resident or migratory fish or
wildlife species;
· Cause a fish or wildlife population to drop below self-sustaining levels; or
· Create runoff that significantly impacts wildlife habitat.
Regulatory Context. Biological resources are regulated by the following.
Federal Endangered Species Act. The federal Endangered Species Act (FESA) protects
listed species from hatxz~ or "take" which is broadly defined as to harass, harm,
pursue, hunt, shoot, wound, kill, trap, capture, collect, or attempt to engage in any
such conduct. Take can also include habitat modification or degradation that results
in death or injury to a listed species. An activity can be defined as "take" even if it is
unintenQonal or accidental. Listed plant species are provided less protection than
listed wildlife species. Listed plant species are legally protected from take under
FESA if they occur on federal lands or if the project requires a federal action, such as
a Section 404 fill permit.
The U.S. Fish and Wildlife Service (USFWS) has jurisdiction over federally-listed
threatened and endangered species under the FESA. The USFWS also maintains lists
of proposed and candidate species. Species on these lists are not legally protected
under the FESA, but which may become listed in the near future and are often
included in their review of a project.
California Endangered Species Act. The California Endangered Species Act (CESA)
prohibits the take of any plant or animal listed or proposed for listing as rare (plants
only), threatened, or endangered. In accordance with the CESA, California
Department of Fish and Game (CDFG) has jurisdiction over state-listed species
(California Fish and Game Code 2070). Additionally, the CDFG maintains lists of
"species of special concern" that are defined as species that appear to be vulnerable
to extinction because of declining populations, limited ranges, and/or continuing
threats.
California Environmental Quality Act. Section 15380Co) of the California Environmental
Quality Act (CEQA) Guidelines provides that a spedes not listed on the federal or
state lists of protected species may be considered rare or endangered if the species
can be shown to meet certain specified criteria. These criteria have been modeled
after the definitions in FESA and CESA and the section of the California Fish and
Game Code dealing with rare or endangered plants or animals. This section was
included in the guidelines primarily to deal with situations in which a public agency
is reviewing a project that may have a significant effect on a species that has not yet
been listed by either the USFWS or CDFG.
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Clean Water Act. Under Section 404 of the Clean Water Act, the U.S. Army Corps of
Engineers (Corps) is responsible for regulating the discharge of fill material into
waters of the United States. Waters of the U.S. and their lateral limits are defined in
33 CFR Part 328.3 (a) and include streams that are tributary to navigable waters and
their adjacent wetlands. Wetlands that are not adjacent to waters of the U.S. are
termed "isolated wetlands" and, depending on the circumstances, may also be
subject to Corps jurisdiction. There are no steams or wetlands on the Project site.
California Water Quality and Waterbody Regulatory Programs. Pursuant to Section 401 of
the federal Clean Water Act, projects that are regulated by the Corps must obtain
water quality certification from the Regional Water Quality Control Board
(RWQCB). This certification ensures that the Project will uphold state water quality
standards. The RWQCB may impose mitigation requirements even if the Corps
does not.
The CDFG exerts jurisdiction over the bed and banks of watercourses and
waterbodies according to provisions of Section 1601 to 1603 of the Fish and Game
Code. The Fish and Game Code requires a Streambed Alteration Agreement for the
fill or removal of material within the bed and banks of a watercourse or waterbody.
There are no watercourses or waterbodies on or adjacent to the Project site.
Other Statutes, Codes, and Policies. The federal Migratory Bird Treaty Act (16 U.S.C.,
Sec. 703, Supp. I, 1989) prohibits killing, possessing, or trading in migratory birds
except in accordance with regulations prescribed by the Secretary of the Interior.
This act encompasses whole birds, parts of birds, and bird nests and eggs. Most
native bird species on the Project site are covered by this Act.
The California Native Plant Society (CNPS), a non-governmental conservation
organization, has developed lists of plant species of concern in California. Vascular
plants included on these lists are defined as follows:
List lA
List lB
List 2
List 3
List 4
Plants considered extinct.
Plants rare, threatened, or endangered in California and
elsewhere.
Plants rare, threatened, or endangered in California but
more common elsewhere.
Plants about which more infom-mtion is needed - review list.
Plants of limited distribution-watch list.
Although the CNP§ is not a regulatory agency and plants on these list~ have no formal
regulatory protection, plants appearing on List lB or List 2 are, in general, considered to
meet CEQA's Section 15380 criteria and adverse effects to these species are considered
significant.
Supplemental Impact BIO-l: Project impacts on newly identified biological
resources.
As discussed in Table 4.2.1 it is moderately likely that only one newly identified
special-status plant, the Congdon's tarplant, might occur on the Project site. No
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Congdon's tarplant, however, were found during the site visit by LSA staff.
Table 4.2.1 further shows that it is highly unlikely that any other special-status
plant or wildlife species occur on the Project site and none were found during the
site visit by LSA staff. Based on the site visit by LSA staff, the proposed Project is
expected to result in no supplemental impacts to rare, threatened, endangered or
special-status plants or animals or their respective habitats, including Congdon's
tarplant. The site is currently surrounded by a human-modified environment
and does not comprise a significant portion of any regional wildlife movement
corridors. Therefore, since the proposed Project would not result in any
significant supplemental biological resource impacts, no supplemental mitigation
is required.
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City of Dublin November2003
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Table 4.2.1. Special-status Plant Species Potentially
Occurring on or Near IKEA Project Site
Species Status H ab it a t Potential for Occuzrence
(Fed/State/
CNPS)
Amxinckia grandiflora FE/SE/1B Valley and foothill grassland LOw: Disturbed nature of site
large-flowered fiddleneck in various soils. O'aly likely precludes occurrence.
known from 3 native
Atriplex cordulata -/-/lB Chenopod scrub, valley and Low: No alkaline or sandy
heartscale foothill grassland, meadows, soils on site.
Alkaline flats and sandy
soils.
Atriplex depressa -/-/lB Chenopod scrub, meadows, Low: No alkaline substrates
brittlescale playas, valley and foothill on site.
grassland, vernal pools.
Alkali scalds or clay.
Atriplexjoaquinaiana -/-/lB Chenopod scrub, alkali Lq>w: No alkaline substrates
San Joaquin spearscale meadow, valley and foothill on site.
grassland.
Arctostaphylos auriculata -/-/lB Chaparral. Known only from None: Out of species' range.
Mt. Diablo manzanita the Mt. Diablo area. No suitable habitat.
Astragalus tener var. tener -/-/lB Alkali playa, valley and Low: No alkaline substrates
alkali milk vetch foothill grassland, vernal on-site.
pools.
Balsamorhiza macrolepis -/-/lB Valley and foothill Low: Disturbed nature of site
var. macrolepis grassland, cismontane likely precludes occurrence.
big-scale balsam_root woodland.
Calochortus pulchellus -/-/lB Chaparral, cismontane None: Out of species' range.
Mt. Diablo fairy-lantern woodland, riparian woodland, No suitable habitat.
valley and foothill grassland.
Wooded and brushy slopes.
Centromadia parryi ssp. -/-/lB Valley and foothill Moderate: Species has been
congdonii grassland, found previously on
Congdon's tarplant disturbed sites, including
near project site to north.
Cordylanthus mollis ssp. -/-/lB Meadows, playas, valley and LOW: Disturbed nature of site
hispidus foothill grassland. Damp and lack of alkali soils likely
hispid bird's-beak alkaline soils, precludes occurrence.
Cordylanthus palmatus FE/SE/IB Chenopod scrub, valley and LOw: No alkaline substrates
palmate-bracted bird's beak foothill grassland. Alkaline on site.
clay.
Deinandra bacigalupii -/--/lB Meadows and seeps. None: No suitable habitat
Livermore tat'plant Alkaline meadows. {mesic sites).
Erodium macrophyllum -/-/2 Cismontane woodland, Low: Disturbed nature of site
round-leaved filaree valley and foothill grassland, likely precludes occurrence.
Eschscholzia rhombipetala -/-/lB Valley and foothill Low: Disturbed nature of site
diamond-petaled California grassland. Most sites are likely precludes occurrence.
poppy historical.
Helianthella castanea -/-/lB Upland forest, chaparral, None: No suitable habitat.
Diablo helianthella cismontane woodland,
coastal scrub, riparian
woodland, valley and foothill
grassland. Usually in rocky,
azonal soils.
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Hesperolinon breweri -/-/lB Chaparral, cismontane None: No serpentine or
Brewer's western flax woodland, valley and foothill rocky soils on site.
grassland. Rocky serpentine
soils.
Trifolium depauperatum -d-/lB Marshes and swamps, valley None: No suitable habitat
var. hydrophilum and foothill grassland, vernal (mesic sites).
saline clover pools. Mesic, alkaline sites.
Status:
FE ~ Federally listed as an endangered species.
SE = State listed as an endangered species.
=California Native Plant Society (CNPS) list of plants rare or endangered in California and
elsewhere.
2 = CNPS list of plants ram or endangered in California but more common elsewhere.
- = No status
Source: LSA Associates
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Table 4.2.2. Special-status Wildlife Species Potentially
Occurring on or Near IKEA Project Site
Species Status Habitat Potential for
(Fed/State/ Occurrence
CDFG)
Invertebrates
Longhorn fairy shrimp FE/-/- Vernal pools. None.: No vernal pools on
Branchinecta longiantenna site.
Vernal pool fairy shrimp FT/-/- Vernal pools. None: No vernal pools on
Branchinecta lynchi site.
Amphibians
California tiger FPT/-/CSC Grasslands with seasonal None: Disturbed nature of
salamander ponds for breeding, site, lack of a breeding
Ambystoma californiense site and surrounding
development preclude
occurrence.
California red-legged frog FT/-/CSC Ponds, streams, drainages, None: Disturbed nature of
Rana aurora draytonii and associated uplands, site and lack of aquatic
habitat preclude
occurrence.
Reptiles
Western pond turtle -/-/CSC Ponds, streams, drainages, None: Disturbed nature of
Clemmys rnarmorata and associated uplands, site and lack of permanent
water source preclude
occuI'~nce.
Alameda whipsnake FT/ST/- Chaparral, scrub, aiid None: No suitable habitat
Masticophis lateratis associated grasslands, on site.
euryxanthus Usually occurs near rock
outcrops.
Birds
White-tailed kite -/-/CFP Open grasslands, meadows, Low: Occasional foraging
E/anus leucurus or marshes. Require likely.
isolated, dense-topped trees
or shrubs for nesting and
perchinl~.
Northem harrier -/-/CSC Nests in wet meadows and Low: Occasional foraging
Circus cyaneus marshes, forages over open likely.
grasslands and agricultural
fields.
Fermginous hawk --/-/CSC (wintering) Open grasslands, low Low: Surrounding
Buteo regalis foothills surrounding development and small
valleys, agricultural fields, size of area likely limit
foraging.
Golden eagle -/-/CSC Rolling foothills and LOW: Surrounding
Aquila chrysaetos mountain areas. N~sts in development and small
cliff-walled canyons or large size of area likely
trees in open areas, preclude occurrence.
Burrowing owl -/-/CSC Open, dry grasslands or None: Lack of ground
Athene cunicularia agricultural areas that squirrel burrows and dense
contain abundant ground vegetation preclude
squirrel burrows, occurrence.
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Loggerhead shrike -/-/CSC Open grasslands and Moderate: No nesting
Lanius ludovicianus woodlands with scattered habitat but dispersing or
shrubs, fence posts, utility migrating individuals
lines, or other perches, could occur for brief
Nests in dense shrubs and periods.
lower branches of trees.
California homed lark -/-/CSC Open grasslands. Prefers LOw: Surrounding
Eremophila alpestris actia areas with patches of bare development and small
ground interspersed with size of site likely preclude
short grasses, occurrence.
Tricolored blackbh'd -/-/CSC Nests in dense vegetation None: Lack of foraging
AgeIaius tricolor near open water, forages in and nesting habitat
grasslands and agricultural precludes occurrence.
fields.
Mammals
San Joaquin kit fox FE/S TI- Annual grasslands with None: No suitable dens.
Vulpes macrotis mutica scattered shrubby Site is isolated from
vegetation. Loose-textured potentially occupied areas
soils required for digging to east.
burrows.
Status:
FE =
FPT =
ST =
CSC =
CFP =
Federally listed as an endangered species.
Federally listed as a threatened species.
Federally proposed as a threatened species
State listed as a threatened species.
California Species of Special Concern
California Fully Protected Species
Soume: LSA Associates
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4.3 Transportation and Circulation
(Note: Supplemental transportation and drculation impacts of the proposed Project
have been analyzed by Fehr and Peers Transportation Consultants. A complete copy of
their report, Final Report: IKEA Retail Center Transportation Study, August 2003 ("the
Traffic Study"), is found in Appendix 8.Z)
Traffic and Circulation was analyzed in Chapter 3.3 of the Eastern Dublin EIR. This
Supplemental DEIR examines compliance with the City of Dublin's established
standards for intersection levels of service (LOS) in light of increases in regional traffic
and changes in commute patterns since certification of the Eastern Dublin EIR in 1993.
The analysis also considers the cumulative (year 2025) growth of the entire region by
utilizing the Tri-Valley Transportation Model to examine future conditions with the
proposed Project and cumulative conditions. The Tri-Valley Transportation Model was
developed with and adopted jointly by the Tri-Valley cities after certification of the
Eastern Dublin EIR. It assumes General Plan build-out for the Tri-Valley cities and
completion of each of the city's road networks to their ultimate geometries.
ENVIRONMENTAL SETTING
The Project area is located on the eastern edge of the City of Dublin's planned
urbanized area and almost in the middle of the Livermore-Amador Valley's Interstate
580 (I-580) corridor. 1-580 is a major Bay Area east-west commuter route from
communities as far east as the San Joaquin Valley to job centers as far west as San
Francisco and Redwood City and more local job centers in Walnut Creek, Bishop Ranch
(San Ramon), Dublin and Pleasanton. 1-580 also provides commuter access to Interstate
680 (1-680). 1-680 lies west of the IKEA Project area and is a major north-south freeway
and commuter route from the Tri-Valley area and communities farther north to the
technology job centers in Santa Clara County and San Jose (the "Silicon Valley").
Existing Roadway Network
Interstate 580 (I-580) is an east-west freeway extending from U.S. 101 in San Rafael to
Interstate 5 (1-5) south of Tracy. Through Dublin, 1-580 carries approximately 183,000
vehicles per day within six travel lanes. Local interchanges are provided at
Dougherty Road/Hacienda Drive and Tassajara Road.
Interstate 680 (I-680) is a north-south freeway that extends from Interstate 80 (I-80)
in Solano County south to San Jose. Through Dublin, 1-680 carries approximately
147,000 vpd across eight travel lanes. Local access to 1-680 is provided at an
interchange located north of 1-580.
Dublin Boulevard is a major east-west arterial that extends from just west of
Brigadoon Way at the western city limit, through Dublin parallel to 1-580, to Keegan
Street in eastern Dublin. Dublin Boulevard has six travel lanes between San Ramon
Road and Village Parkway and between Dougherty Road and Tassajara Road. This
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roadway (east of San Ramon Road) is clas,sified as a Metropolitan Transportation
System (MTS) roadway under the county s Congestion Management Program.
Pedestrian and bicycle facilities are provided on this roadway within the project
vicinity.
Hacienda Drive, bordering the project site on the east, is a major north-south arterial
that extends from Gleason Drive in Dublin to West Las Positas Boulevard in
Pleasanton. Hacienda Drive has six travel lanes between 1-580 and Dublin Boulevard.
Pedestrian and bicycle facilities are provided on this roadway within the project
vicinity.
Arnold Road is a two lane, north-south roadway that extends from Gleason Drive to
Dublin Boulevard. In the future, this roadway will extend south past the future
Martinelli Way intersection and along the western boundary of the project site. This
roadway is proposed to provide access between the project site and Dublin
Boulevard.
Martinelli Way is a planned, future east-west roadway extending from the Hacienda
Crossing traffic signal on Hacienda Drive to Arnold Road and eventually through
the transit center area. The main entrance to the LKEA Store will be on Martinelli
Way. Pedestrian and bicycle facilities will be provided along the roadway.
Transit Service
Fixed-route transit, DART (Direct Access Responsive Transit), paratransit and BART
(Bay Area Regional Transit) are available in Dublin. "Wheels" is the fixed-route transit
service provided by the Livermore Amador Valley Transit Authority (LAVTA) for the
Tri-Valley communities of Dublin, Livermore, and Pleasanton. The "Wheels" routes
that provide service near the Project site include Routes 1, 3, and 54. Each route is
described below.
Route 1: Route 1 is separated into Routes lA and lB. Route lA operates clockwise
and Route lB operates counter-clockwise. These routes connect the Dublin Bay
Area Rapid Transit (BART) station with the Santa Rita jail, Hacienda Crossing, and
the Rose Pavilion. Service is provided from 6:00 AM to 7:30 PM on weekdays with
30-minute headways.
Route 3: Route 3 is separated into Routes 3A and 3B. Route 3A operates clockwise
and Route 3B operates counter-clockwise. These routes connect the Dublin BART
station and Stoneridge Mall along Dublin Boulevard and Foothill Road. They also
connect these sites to downtown Dublin and Alcosta Boulevard in San Ramon. The
routes cover most of Dougherty Road within the city limits of Dublin. Service is
provided during peak weekday periods from 6:00 to 9:30 AM and 2:00 to 7:00 PM
with 1-hour headways.
Route 54: This Altamont Commuter Express (ACE) shuttle provides service between
the Dublin BART station, Pleasanton Fairgrounds, and ACE train. Service is
provided along Dublin Boulevard and Hacienda Drive near the project site. This
route operates on weekdays during peak periods from 5:30 to 8:30 AM and 4:00 to
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City of Dublin November 2003
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8:00 PM with headways of more than 1-hour. The ACE train provides service
between Stockton and San Jose, including stations in Liverrnore and Pleasanton.
DART provides service during off-peak hours when most fixed-route buses are not in
operation. Weekday service runs between 9:00 AM and 2:00 PM and 7:30 to 9:30 PM.
Saturday service runs from 8:30 AM to 6:30 PM. With a reservation, a DART van will
provide passengers with the most direct transportation service possible. Dial-a-Ride
para-transit is also available seven days a week for passengers with disabilities.
BART provides regional raft transit access from the Dublin/Pleasanton station. BART
runs at 15- to 20-minute headways between 4:00 and 12:00 AM on weekdays. Saturday
service is available every 20 minutes between 6:00 and 12:45 AM. Service is also
available on Sunday from 8:00 to 12:45 AM with 20-minute headways.
IMPACTS AND MITIGATIONS FROM THE EASTERN DUBLIN EIR
Freeways
The Eastern Dublin EIR identified significant, significant cumulative, and significant
unavoidable adverse impacts related to daily traffic volumes on 1-580 with and without
build-out of the Eastern Dublin Specific Plan and General Plan Amendment and under a
Year 2010 cumulative build-out scenario (Impacts 3.3/A, B, C, D, and E). The
significance criteria for freeway segments was operations that exceed level of service
(LOS) E. Mitigation measures (3.3/1.0 and 3.3/4.0) were adopted which reduced impacts
on 1-580 between Tassajara Road and Fa[Ion Road and on 1-680 north of 1-580 to a level
of insignificance. Other mitigations (3.3/2.0, 2.1, 3.0 and 5.0) were adopted to reduce
impacts on the remaining 1-580 freeway segments and the 1-580/680 interchange. Even
with mitigations, however, significant cumulative impacts remained on 1-580 freeway
segments between 1-680 and Dougherty Road and, at the build-out scenario of 2010, on
other segments of 1-580. Upon certification of the Eastern Dublin EIR and approval of
the Eastern Dublin GPA/SP, the City adopted a Statement of Overriding
Considerations (Resolution No. 53-93), for these significant unavoidable cumulative
impacts (Impacts 3.3/B and E).
All mitigation measures adopted upon approval of the Eastem Dublin EIR continue to
apply to implementing actions and projects such as the proposed IKEA Project.
Intersections and roads
The Eastern Dublin EIR evaluated levels of service and PM peak hour traffic volumes at
18 intersections with roads and 1-580 ramps for cumulative build-out without the
Eastern Dublin project and cumulative build-out with the Eastern Dublin project. The
significance criteria for intersections were operations that exceed LOS D. Mitigation
measures were identified for each intersection that was projected to exceed the LOS D
standard in each scenario. Mitigation measures (3.3/6.0 -9.0 and 11.0) for Impacts
3.3/F, G, H, I and K were adopted to reduce impacts toache of these intersections to a
level of insignificance. These mitigations include construction of additional lanes at
intersections, coordination with Caltrans and the neighboring cities of Pleasanton and
Livermore to restripe, widen or modify on-ramps and off-ramps and interchange
intersections, and coordination with Caltrans to modify certain interchanges.
Development projects within the Eastern Dublin project area contribute a proportionate
IKEA Draft Supplemental EIR Page 54
City of Dublin November 2003
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share to the multi-jurisdictional improvements through the Eastern Dublin traffic
impact fee program and the Tri-Valley Transportation Development Fee program
(discussed below).
Other mitigations (3.3/13.0 and 14.0) were adopted to reduce impacts on other
identified intersections with Dublin Boulevard and Tassajara Road (Impacts 3.3/M, N).
All mitigation measures adopted upon approval of the Eastern Dublin GPA/SP and
Eastern Dublin EIR continue to apply to implementing actions and projects within
Eastern Dublin, such as the IKEA Project. Individual development projects within the
GPA/SP contribute a proportionate share to fund these improvements through
payment of traffic impact fees or construction of the required improvements for a
credit against payment of such fees. Even with mit-igaticns, however, significant
cumulative impacts remained on several identified intersections: Santa Rita Road/I-580
Eastbound ramps (Impact 3.3/I), Dublin Boulevard/Hacienda Drive and Dublin
Boulevard/Tassajara Road (]_mpact 3.3/M). Upon certification of the Eastern Dublin EIR
and approval of the Eastern Dublin GPA/SP, the City adopted a Statement of
Overriding Consideration (Resolution No. 53-93), for these significant unavoidable year
2010 and cumulative impacts.
Transit, Pedestrians and Bicycles
The Eastern Dublin EIR identified significant impacts related to transit service extensions
and the provision of safe street crossings for pedestrians and bicycles (Impacts 3.3/0
and P). Mitigation measures 3.3/15.0 - 15.3 and 16.0 - 16.1 were adopted which reduced
these impacts to a level of insignificance. These mitigations generally require
coordination with transit providers to extend transit services (for which the GPA/SP
projects contribute a proportionate share through payment of traffic impact fees) and
coincide pedestrian and bicycle paths with signals at major street crossings. All
mitigation measures adopted upon approval of the Eastern Dublin GPA/SP and eastern
Dublin EIR continue to apply to implementing actions and projects such as the
proposed IKEA Project.
Fee Programs
Prior to approval of any development in Eastern Dublin, in January 1995 the City
adopted (and has since updated) the Eastern Dublin Traffic Impact Fee which consisted
of three "categories": Category 1 was, in general, to pay for required transportation
improvements in the SP/GPA project area; Category 2 was, in general, to pay for
required improvements in other areas of Dublin; and Category 3 was to pay for
regional improvements to which development in Eastern Dublin should contribute.
The improvements for which the fee is collected included those improvements assumed
in the Eastern Dublin EIR, those improvements necessary for Eastern Dublin to
develop, and those improvements identified in the Eastern Dublin EIR as mitigation
measures. In June 1998, the City adopted the Tri-Valley Transportation Development
Fee, in conjunction with the cities of Pleasanton, Livermore, San Ramon and Danville
and the Counties of Alameda and Contra Costa to fund regional improvements. This
fee replaced the Category 3 fee. In addition, the City has adopted a Freeway
Interchange Fee to reimburse Pleasanton for funding construction of certain
interchanges on 1-580 that also benefit Eastern Dublin. All development projects in
IKEA Draft Supplemental EIR
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November 2003
Eastern Dublin are required to pay these fees at building permit or construct the
improvements included in the fee programs.
SUPPLEMENTAL IMPACTS AND MITIGATION MEAS~
As described in more detail in the Project Description, the IKEA Project includes retail
land uses for the site that were not anticipated in the Eastern Dublin Specific Plan or the
Eastern Dublin EIR, which designated the site for Campus Office. The Initial Study
noted that retail use on the site could result in different peak-hour impacts and in
conjunction with changes in regional traffic patterns could result in significant impacts
beyond those identified in the Eastern Dublin EIR. Pursuant to CEQA Guidelines Section
15162 and 15163, this section of the Supplemental EIR assesses whether significant new
or intensified traffic impacts may result from changes in the land use designation of the
Project site and increased regional traffic.
Significance Criteria.
Intersections
An impact would be significant if an intersection previously mitigated to an acceptable
level would now exceed acceptable levels. In addition, an impact would be significant if
a newly proposed intersection is identified as exceeding acceptable levels and if such
intersection was not previously identified in the Eastern Dublin EIR as a study
intersection. The General Plan standard requires that the City strive for LOS D at
intersections (General Plan Circulation and Scenic Highways Guiding Policy F).
Roadway segments
With respect to routes of regional significance, an impact would be significant if a road
has been identified since certification of the Eastern Dublin EIR as such a route and such
a route would fail to comply with the applicable standard of the General Plan or if a
segment previously mitigated to an acceptable level would now exceed acceptable
levels. The General Plan requires the City to make a good faith effort to maintain LOS D
on arterial segments and intersections of routes of regional significance (i.e., Dublin
Boulevard, Dougherty Road, Tassajara Road and San Ramon Road), or implement
transportation improvements or other measures to improve the service level. If such
improvements are not possible or sufficient, and the Tri-Valley Transportation Council
cannot resolve the matter, the City may modify the LOS standard if other jurisdictions
are not physically impacted (General Plan Circulation and Scenic Highways Guiding
Policy E [LOS D]).
The maximum average daily traffic (ADT) threshold standards of the General Plan for
four-lane roadways (30,000 vpd), six-lane roadways (50,000 vpd) and eight-lane
roadways (70,000 vpd) are used to determine street widths.
Existing traffic volumes and lane configurations. The City retained Fehr and Peers to
complete a traffic study for the IXEA Development Project. Fehr and Peers prepared a
document entitled Final Report: IKEA Retail Center Transportation Study, August 2003
("the Traffic Study"), which is included in the Appendix to this SDEIIL The Traffic Study
analyzed intersection traffic operations under weekday AM and PM peak hour
conditions and Saturday mid-day peak hour conditions for 18 .key intersections in the
IKEA Draft Supplemental EIR Page 56
City of Dublin November 2003
PA O2-O34
Project area ("the study intersections"). Exhibit 13 shows the location of the study
intersections in relation to the Project site. Peak hour conditions were determined from
peak period intersection turning movement counts. Weekday AM and PM turning
movement counts were conducted on February 11, 19, and 20, 2003, from 7:00 to 9:00
AM and from 4:00 to 6:00 PM. Saturday turning movement counts were conducted on
July 13, 20, and August 24, 2002 from 3:30 to 5:30 PM. The raw traffic count data for the
AM, PM, and Saturday peak periods is provided in Appendix A oi: the Traffic Study.
The peak hour represents the highest traffic-volume hour during the peak period traffic
counts. From the data collection effort, weekday peak hours were determined to be
7:30 to 8:30 AM and 5:00 to 6:00 PM, and the Saturday peak hour was 3:30 to 4:30 PM.
Exhibit 14 presents the existing peak hour turning movement counts.
Level of Service Methodology. The concept of level of service (LOS) is commonly used
to determine the operating conditions of an intersection or roadway. The LOS grading
system is a rating scale ranging from LOS A to LOS F, where LOS A represents free-
flow conditions and LOS F represents jammed conditions. A unit of measure, such as
the volume-to-capacity (V/C) ratio or average delay, generally accompanies a LOS
designation. The City of Dublin General Plan states that a service level of LOS D or
better is considered acceptable; LOS E or LOS F standards are considered undesirable.
The City of Dublin uses the intersection LOS methodology outlined in Technical
Procedures (Contra Costa County Transportation Authority [CCTA], 1997), which
relates service level grade to a V/C ratio. The V/C ratio relates the total traffic volumes
for critical opposing movements to the theoretical capacity for those movements. This
methodology is only applied to signalized intersections. For unsignalized intersections,
methods are based on the Highway Capacity Manual (HCM) (Transportation Research
Board, 2000). This method determines the service level for each movement based on
the average control delay per vehicle. Control delay includes deceleration delay, queue
move-up time, stopped delay, and acceleration delay.
Existing Intersection Levels of Service. The existing lar.e configurations and peak hour
turning movement volumes were used to determine service levels for the study
intersections. These results are shown in Table 4.3.1. The measure of effectiveness (V/C
ratio) for signalized intersections and LOS are presented. As indicated in the table, all
study intersections operate at acceptable LOS C or better during the AM, PM, and
Saturday peak hours.
Baseline Traffic Estimates. Fei'ur and Peers developed baseline conditions by adding
existing traffic (calculated as described above) with traffic generated by approved
projects other than this Project. A list of approved but not yet constructed or fully
occupied developments was provided by the City of Dublin. The City also provided
traffic studies that were completed for many of the approved projects. The amount of
traffic generated by these developments during weekday AM and PM and Saturday
peak hours was estimated from the Institute of Transportation Engineers (ITE) Trip
Generation (6th Edition) and the respective project traffic studies. A complete hst of
approved projects, including trip generation in.formation, is provided in Appendix C of
the Traffic Study. Approved projects in Dublin are estimated to generate between 2,000
and 2,500 net new peak hour trips, as follows:
IKEA Draft Supplemental EIR
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November 2003
· 2,070 (820 inbound and 1,250 outbound) for the AM peak hour
· 2,410 (1,320 inbound and 1,090 outbound) for the PM peak hour
· 2,080 (1,100 inbound and 980 outbound) for Saturday peak hour
Fehr & Peers contacted the City of Pleasanton and Contra Costa County in July 2002 to
investigate probable projects, both north and south of the City of Dublin that
potentially could impact the study intersections. The City of Pleasanton provided both
land use forecasts and expected build-out traffic forecasts from their traffic model.
Contra Costa County provided information related to Dougherty Valley development.
Appendix C (located in the Traffic Study) contains a summary of the baseline traffic
estimates for Pleasanton and Dougherty Valley including land use type, size and
resulting trip generation. Combined, development in Dougherty Valley and the City of
Pleasanton is likely to generate about 2,550 AM peak hour trips, 2,950 PM peak hour
trips, and 1,720 Saturday peak hour trips.
The directional distribution of the trips generated by th~ developments in Dublin,
Pleasanton, and Dougherty Valley were developed using a combination of distribution
characteristics from the Tri-Valley traffic model, previously completed traffic studies,
and knowledge of local travel patterns.
Traffic generated by the developments in Dublin, Pleasanton, and Dougherty Valley
was assigned to the roadway system using the software TRAFFIX. The assigned traffic
was added to the existing turning movement volumes to obtain the Baseline conditions
traffic forecasts.
Baseline roadway changes. There is a planned roadway improvement currently trader
construction within Project area that was included in the Baseline conditions analysis:
· Tassajara Road/Santa Rita Road /1-580 Interchange Reconstruction - This project
includes interchange improvements such as: (1) one westbound right-turn lane
and an exclusive overpass lane leading to the northbound free right-turn lane at
the 1-580 westbound off-ramp/Tassajara Road intersection; and (2) adding one
eastbound left-turn lane, one westbound left-tunL lane, and one northbound
overpass through lane at the 1-580 off-ramp/Pimlico Drive/Santa Rita Road
intersection.
Baseline conditions intersection levels of service. Levels of service were calculated for
the study intersections. Table 4.3.2 presents the LOS results for Baseline conditions. LOS
calculation worksheets are included in Appendix D of the Traffic Study.
As shown in Table 4.3.2, all intersections operate at an acceptable LOS D or better
during the AM, PM, and Saturday peak hours.
Notable differences between the Existing (which includes traffic volumes recently
counted as part of this SDEIR) and Baseline conditions (which includes existing traffic
volumes plus traffic anticipated to be generated from approved but not yet built
projects excluding the proposed IKEA Project) include:
· The change from LOS A to LOS B at the 1-580 eastbound off-ramp/Pimlico
Drive/Santa Rita Road intersection during the weekday PM peak hour. LOS
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November 2003
degradation occurs despite the roadway improvements assumed at this study
intersection.
The 1-580 eastbound off-ramp/Hopyard Road intersection is anticipated to
deteriorate from LOS B to LOS D during the weekday AM peak hour and from
LOS A to LOS B during the PM peak hour.
The Dublin Boulevard/Dougherty Road intersection is expected to deteriorate
from LOS C with Existing conditions to LOS D with Baseline conditions during the
weekday PM peak hour.
Project traffic estimates. The amount of traffic associated with a project is estimated
using a three-step process:
1) Trip Generation - the amount of traffic entering and exiting a project site is
estimated on a daily and peak-hour basis.
2) Trip Distribution - the directions of trips to approach and depart the site are
estimated.
3) Trip Assignment - the traffic assigned to specific roadway segments and
intersection-turning movements is determined.
The results of this process are described in the following sections.
Trip generation
The AM and PM peak hour traffic added to this roadway system by the proposed IKEA
store was estimated based on traffic volume data collected at existing IKEA stores in
Emeryville, California in December 2001, and in Woodbridge, Virginia in November
2002. The survey findings are presented in Table 4.3.3.
Other factors considered in the trip generation development process included the
relative locations of the approved East Palo Alto store (recently opened) in Santa Clara
County and the existing IKEA store in Erneryville. The regional attraction of these
stores creates a situation where a third similar-type establishment is not expected to
generate new trips at the same rate as the initial establishment. According to the
market projections conducted by IKEA Property, Inc., when fully operational, IKEA
Dublin will generate about 61 percent of the current sales at IKEA Emeryville.
IKEA Draft Supplemental EIR
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Table 4.3.3. Vehicle Trip Generation, IKEA Store Surveys
Survey Location ~ AM Peak Hour PM Peak Hour Saturday Peak Hour
Vehicle Trips Vehicle Trips Vehicle Trips
In Out ~n Out In Out
Emeryville 2 29 32 266 298 630 549
Woodbridge a 19 9 119 148 733 795
Notes:
1. These survey sites are similar in size, visitor activity, and are the only IKEA stores in their respective
markets.
2. Vehicle trips obtained from driveway volumes counted at the existing IKEA location in Emeryville,
California during December 2001.
3. Vehicle trips obtained from driveway volumes counted at the existing IKEA location in Woodbridge,
Virginia during November 2002.
Source: Fehr & Peers, June 2003
Considering the survey data from Table 4.3.3 and sales projections discussed above,
Fehr & Peers, in consultation with City staff, determined the Dublin IKEA would likely
generate about 25 percent fewer weekday trips than was generated at the existing
Emeryville IKEA. Appropriate adjustments were made for pass-by IKEA traffic during
the weekday PM peak hour. For Saturday data, trip estimates were based solely on the
Woodbridge IKEA store trip generation survey results as this facility is located at a
shopping destination similar to the Dublin site.
The amount of traffic generated by the Retail Center was derived from ITE's Trip
Generation (6th Edition) for a Shopping Center (Land Use Code 820) and Restaurant
(Land Use Code 832) with appropriate adjustments made for pass-by traffic. Trip rates
for the shopping center were based on the regression equation (and not average value)
from Trip Generation, according to the guiding principles stated in the Trip Generation
Handbook (October 1998). The same publication indicates that restaurant rates should be
based on average values. Table 6, contained in the Traffic Study, shows the projected
trip generation for the IKEA Project.
At build-out, the IKEA Project is projected to generate approximately 16,100 daily trips
during a typical weekday. During the AM peak hour, about 460 net new trips (250
inbound and 210 outbound) would be generated. Net new PM peak hour traffic
generated by the site is anticipated to be about 880 trips (440 inbound and 440
outbound). Net new Saturday peak hour traffic is estimated to be approximately 2,510
trips (1,310 inbound and 1,200 outbound).
Table 5, contained in the Traffic Study, compares the trip generation of the IKEA Project
with the Campus office use currently approved for the Project site. Trip generation
information was obtained from the traffic impact study prepared for the previously
approved Commerce One office development. As shown, net new PM peak hour trips
generated by campus office use and the IKEA Project developments are similar (i.e.,
within 5 percent). During the AM peak hour, campus office use would generate
substantially more traffic than the IKEA Project, while the reverse is true for the
Saturday peak hour.
IKEA Draft Supplemental EIR
City of Dublin
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November 2003
'Trip distribution and assignment
Traffic distribution for the IKEA Project was derived frc.m the primary trade areas
(PTAs) established by IKEA Property, Inc. PTAs were established using zip code sales
surveys at the existing Emeryville IKEA, 2006 population projections, and the relative
locations of the three stores (i.e., existing store in Emeryville, store opening in East Palo
Alto, and proposed DubLin store) within the Bay Area.
Using irtformation provided by IKEA, Fehr & Peers derived the following regional trip
distribution for IKEA Project trips:
· 35 percent of trips to/from the south along 1-680
· 30 percent of trips to/from the north along 1-680
· 10 percent of trips to/from the west along 1-580
· 11 percent of trips to/from the east along 1-580
· 14 percent of trips to/from the Dublin, Pleasanton, and San Rarnon areas
The distribution percentages shown and listed above were applied to the (-rip
generation estimates shown in Table 6 within the Traffic Study. The resulting trips were
then assigned to the roadway system through the study intersections. The assignment
process was completed using the assignment software TRAFFIX. The traffic
assignments used the closest proximity interchange (i.e., Hacienda Drive) to access the
freeway. Pass-by traffic assignments were applied according to the inter-relationship
between traffic levels on Dublin Boulevard and Hacienda Drive.
Planned roadway improvements to be completed in the Project area. The intersection
of Dublin Boulevard/Dougherty Road would consist of lane configurations based
on the interim improvements planned for this intersection. These improvements are
included in the City of Dublin's 5-Year Capital Improvement Program (CIP) and are
expected to be implemented by the time the proposed IKEA Development Project is
fully developed. The current CIP project to install the interim improvements at Dublin
Boulevard/Dougherty Road is funded by project developers who are required to pay
their pro-rate share of the cost to construct these improvements through payment of
the Eastern Dublin Traffic Impact Fee.
Ultimate improvements at this intersection are expected to occur at build-out with the
development of the Dublin Transit Center project, located immediately west o£ the
Project site.
Planned roadway improvements to be completed with the Project. Roadway
improvements assumed within the study area and constructed with the Project include:
MartinelIi Way
· Construct Martinelli Way between Hacienda Drive and Arnold Road.
· Modify the traffic signal at the Martinelli Way/Hacienda Drive/Hacienda
Crossings intersection to accommodate the Martinelli Way extension
· Design Martinelli Way to accommodate the triple northbound to westbound
left-turn lanes from Hacienda Drive onto Martinelli Way.
IKEA Draft Supplemental EIR
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· Construct two left-turn lanes on Martinelli Way at the Project site main
entrance.
· Signalize the Project main entrance at Martinelli Way.
· Construct a secondary site access right-turn in and out only driveway on
Martinelli Way east of Arnold Road.
Arnold Road
· Construct the Arnold Road extension south from Dublin Boulevard to the
Altamirano Avenue intersection with the southern most project site access.
· Modify the traffic signal at the Arnold Road/Dublin Boulevard intersection to
accommodate the Arnold Road extension south from Dublin Boulevard to
the Altamirano Avenue intersection with the southernmost project site
access.
· Signalize the newly constructed intersection of Arnold Road/Martinelli Way.
· Design the project access on Arnold Road (midway between Martinelli Way
and Altamirano Avenue) for the future irtstall.~tion of a traffic signal at this
location.
Buildout impacts. The following impacts are anticipated under Existing and Buildout
conditions with the proposed Project.
Supplemental Traffic Impact TRA-I: Impacts to study intersections under
Baseline and Project conditions.
With the addition of Project trips, most intersections would generally continue to
operate at similar service levels as identified for Baseline conditions. Some notable
differences in intersection Levels of Service caused by the proposed Project are noted
below None of the following changes would exceed the significance criteria for
supplemental impacts and are therefore considered to be less-than-significant.
· Martinelli Way/Hacienda Drive-Intersection service level would change from LOS
A to LOS C during the Saturday peak hour as a result of additional Project traffic
and the construction of Martinelli Way, which results in the need to convert the
existing traffic signal operations from a 3-phase to an 8-phase system.
· 1-580 Eastbound Off-ramp/Hacienda Drive-Intersection operations would change
from LOS A to LOS B for the weekday PM and Saturday peak hours.
· 1-580 Westbound Off-ramp/Hacienda Drive-Intersection operations would change
from LOS A to LOS B for the Saturday peak hour.
· Dublin BouIevard/Dougherty Road-Weekday PM peak hour intersection operations
would change from LOS D to LOS A with project traffic and planned road
improvements assumed in this study
Although intersections near the site would experience additional traffic from the
proposed Project, LOS would not be decreased below City of Dublin standards of
significance for intersections. This would therefore be a less-than-significant impact.
Table 4.3.4 summarizes Existing, Baseline and Baseline Plus Project impacts during AM
IKEA Draft Supplemental EIR
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Page 62
November 2003
peak hour conditions. Table 4.3.5 summarizes traffic under the same conditions but
under PM peak hour conditions. Table 4.3.6 summarizes traffic under the same
conditions under Saturday conditions
Cumulative Build-out Analysis. Build-out conditions include existing traffic, Baseline
traffic, and traffic generated by planned long-term development. The City of Dublin
provided Fehr and Peers with a list of potential projects representing the build-out of
Dublin. The amount of traffic generated by these developments during weekday AM-,
PM-, and Saturday-peak hours was estimated from ITE's Trip Generation (6th Edition)
and project traffic studies.
Fehr & Peers (in conjunction with T~KM Transportation Consultants) developed the
build-out TRAFFIX model used in this study to represent the conditions of approved,
pending, and build-out projects in Dublin with and without the IKEA Project, as well as
the development potential within the cities of Pleasanton and Dougherty Valley. The
model quantifies the relative impact of Dublin build-out on the local road system. The
model distributes, assigns, and analyzes traffic at local city intersections. The model was
developed to better understand City of Dublin traffic on a local leveI, such as at key
intersections and local streets, which a regional model (for example, the 2025 Th-Valley
Model) does not fully consider. While the TRAFFIX model uses a local focus approach
to forecast traffic within Dublin, the model also takes into account regional traffic
patterns by considering potential traffic diversions from 1-580 to adjacent surface streets
within the 1-580 corridor.
The build-out projects in Dublin (including the Transit Center development just west of
the Project site) are estimated to generate approximately 273,000 trips during a typical
weekday. AM peak hour net new trip generation is expected to be 22,000 trips (13,700
inbound and 8,300 outbound). Net new trip generation for the PM peak hour is
expected to be 27,300 (11,100 inbound and 16,200 outbound). The build-out scenario is
expected to generate 24,400 net new Saturday peak hour trips (12,800 inbound and
11,600 outbound).
The build-out traffic estimates for Pleasanton and Dougherty Valley are summarized in
Appendix C of the Traffic Study by land use type, size and the resulting trip generation
estimates. Combined Pleasanton and Dougherty Valley development assumed in this
study is estimated to generate about 6,110 trips during the AM peak hour. Trip
generation is expected to be 9,510 trips during PM peak hour. Saturday peak hour
traffic is expected to be 7,990 trips. The final traffic forecasts in this study were
compared to Pleasanton's forecasts (i.e., across the affected interchanges) for
consistency between models.
The directional distribution of trips generated by developments in Dublin, Pleasanton,
and Dougherty Valley was estimated using a combination of distributional
characteristics from the Tri-Valley traffic model, previously completed traffic studies,
and local knowledge of travel patterns.
Traffic generated by the developments in Dublin, Pleasanton, and Dougherty Valley
was assigned to the roadway system using the software TRAFFIX. The assigned traffic
was added to the Baseline conditions turning movement volumes (from Figures 8A /
IKEA Draft Supplemental EIR Page 63
City of Dublin November 2003
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8B) to obtain Build-out condition traffic forecasts. Traffic assignments used the closest
proximity interchanges to access 1-580 while traffic was also distributed more evenly
among interchanges in a manner consistent with the effects of ramp metering on traffic
patterns in the study area. The resulting turning movement volumes under Build-out
conditions for the IKEA Project are shown on Exhibit 15.
Additional future roadway improvements are planned within the study area and are
represented in the Build-out conditions analysis. Road improvements incorporated into
the Buildout conditions analysis include the following:
· Dublin Boulevard/Tassajara Road Capacity Improvements - Addition of two
westbound left-mm lanes, one through lane and one right-turn lane; one
northbound left-mm lane and two through lanes; one eastbound left-mm
lane and one through lane; and one southbound left-mm lane. Some of these
improvements have been constructed, but are not open to traffic. (Eastern
Dublin TIF improvement)
· Dublin Transit Center Roadways - Incorporation of new and improved
roadway connections at the Dublin Transit Center due to development of the
Transit Center. Reduction from two to one northbound exclusive left-mm
lanes on Iron Horse Parkway at Dublin Boulevard. The ultimate lane
configurations for this approach would consist of one left-mm lane and one
shared right/left mm lane. (The approved Dublin Transit Center is responsible for
reconstructing Iron Horse Parkway between Dublin Boulevard and MartineIli Way.)
· Scarlett Drive Extension - Extension of Scarlett Drive from Dublin Boulevard
north to Dougherty Road and associated intersection improvements at
Dublin Boulevard/Scarlett Drive and Dougherty Road/Scarlett Drive, as
identified in the Transit Center EIR. For analysis purposes, 75 percent of the
southbound left tums and westbound right t-urns at the Dublin Boulevard /
Dougherty Road intersection were assumed to shift to the Scarlett Drive
Extension. Eastern Dublin TIF improvement)
· Dublin Boulevard/Hacienda Drive Capacity Improvements - Addition of one
westbound through lane and conversion of a northbound right-turn lane to a
third through lane. (Eastern Dublin TIF improvement)
· Hacienda Drive~I-580 Westbound Off-ramp Capacity Improvements - Widening of
the northbound Hacienda overpass to four lanes to accommodate an
exclusive lane leading to the 1-580 westbound loop on-ramp. Addition of one
shared right/left-mm lane on the off-ramp approach. These improvements
are identified in the Transit Center and East Dublin Properties EIRs. (The
approved Dublin Transit Center is responsible f or funding these improvements.)
· Hacienda Drive~I-580 EB off-ramp Capacity Improvement - Addition of one
shared right/left-mm lane on the off-ramp approach, as identified in the
East Dublin Properties EIR.
· Dublin Boulevard/Dougherty Road Capacity Improvement - Addition of ultimate
improvements as identified on pages 158, 159, and 167 of the Transit Center
DEIR and page 3.6-17 of the East Dublin Properties Draft SEIR. These
improvements are expected to occur with the development of the Transit
Center project. (Eastern Dublin TIF improvement)
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· Dougherty RoadfI-580 WB Off-ramp Capacity Improvement - Addition of one
southbound free right-turn lane and one shared right/through lane by re-
striping an existing shoulder area, and widening of the westbound diagonal
on-ramp to two single-occupancy vehicle lanes as specified in the Transit
Center EIR. (Local developers, including the Transit Center development, will
contribute their fair share of these improvements as part of the planned intersection
improvements at Dublin Boulevard/Dougherty Road,)
· Fallon Road Extension - Extension of Fallon Road north to Tassajara Road to
include four lanes of traffic. (Eastern Dublin TIF improvement)
· Dublin Boulevard/Arnold Road Capacity Improvement - Addition of a second
eastbound left-turn lane (Eastern Dublin TIF improvement) plus ultimate
improvements as identif-ied in the Transit Center EIR. (Unless previously
constructed by others, such as the proposed IKEA project, the Transit Center
development will be responsible for constructing the western frontage improvements
and all travel and turning lanes and the median within the existing right-of-way,for
Arnold Road between Dublin Boulevard and Altamirano Avenue.)
· Dublin Boulevard Extension_- Extension of Dublin Boulevard east to Fallon
Road to include six lanes of traffic. (Eastern Dublin TIF improvement)
Buildout LOS was calculated for the study intersections using the buildout traffic
volumes and roadway improvements discussed above. Tables 4.3.7, 4.3.8 and 4.3.9
present the LOS results at buildout conditions. LOS calculation worksheets are included
in Appendix F of the Traffic Study. One intersection, Dublin Boulevard/Dougherty
Road, would be anticipated to have degraded level of service operations during the PM
peak hour with or without the addition of the proposed IKEA Project.
As noted in Tables 4.3.7, 4.3.8 and 4.3.9, the proposed IKEA Project would have
incremental impacts to the study intersections as compared to the existing Campus
.Office land use designation. During the weekday AM peak hour, the incremental
u'npacts are generally beneficial as compared to the existing land use designation on the
site. Weekday PM peak hour incremental impacts would be mixed; the IKEA Project
causes increased V/C ratios at some locations but decreases the V/C ratio at other
re .as. Saturday peak hour incremental impacts are more substantial with the IKEA
roject increasing the V/C ratios at most study intersections. While the IKEA Project
and existing Campus Office la_nd use designation would generate similar levels of traffic
during the weekday PM peak hour, the trip distribution and assignment characteristics
differ due to differences in land uses. These differences explain the variance in
intersection operations, which are documented in Tables 4.3.7, 4.3.8, and 4.3.9.
Supplemental Impact TRA-2: Cumulative impacts at study area intersections.
Based on information contained in Tables 4.3.7, 4.3.8 and 4.3.9, anticipated traffic
contributed to the local roadway system by the proposed IKEA project would not
exceed standards of significance as identified in the DSEIR and would therefore be less-
than-significant. Nonetheless, at build-out even without the Project, Dublin
Boulevard/Hacienda Drive (PM peak), Dublin/Boulevard/Arnold Road (PM peak), and
Dublin Boulevard/Dougherty Road will operate below LOS D.
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November 2003
Although Dublin Boulevard/Hacienda Drive intersection was identified as a significant
cumulative impact in the Eastern Dublin EIR, the Eastern Dublin EIR did not evaluate
traffic conditions at the Arnold Road/Dublin Boulevard intersection, since Arnold Road
was not included as a roadway within the Eastern Dublin Specific Plan or the associated
General Plan Amendment. Arnold Road was constructed as part of the Eastern Dublin
BART station, which is located just west of the Project site. The BART station site was
not included in the Eastern Dublin General Plan Amendment/Specific Plan, but has
since been approved as the Dublin Transit Center and the Eastern Dublin Specific Plan
and General Plan have been amended to include this 91-acre site into the Eastern Dublin
Specific Plan and General Plan.
Tables 4.3.7, 4.3.8 and 4.3.9 present the intersection operation results with the identified
road improvements. PM peak hour operations at the Dublin Boulevard/Arnold Road
intersection are expected to improve to LOS E (V/C = 1.00) with the IKEA Project,
which is a significant impact. With the mitigation described below, this is further
improvement to LOS D (V/C = 0.88), to a level of insignificance. Both the AM and
Saturday peak hour operations are acceptable without or without the mitigation
measure.
SM-TRA-2: Project developer shall pay its proportionate share, based on trips
generated, of the cost of installing a southbound-to-westbound right-turn lane at the
Dublin Boulevard/Arnold Road intersection. The southbound Arnold Road approach at
Dublin Boulevard would consist of one left-turn lane (existing), one through lane
(existing in the form of a right-turn lane), and one right-turn lane.
With this mitigation, the Dublin Boulevard/Arnold Road intersection will operate at
acceptable levels of service. This supplemental cumulative impact will be reduced to a
level of insignificance.
Cumulative Freeway Segment Conditions with the Project. To identify potential
mainline freeway impacts, weekday AM and PM peak hour freeway traffic forecasts
were obtained from the Dublin Transit Center Environmental Impact Report (SCH #
2001120395) available at the City of Dublin Community Development Department) As
noted, the proposed IKEA Project is expected to generate similar levels of freeway-
related traffic as compared to the previous forecasts in the Eastern Dublin EIR.
Differences in the forecasts can be attributed to the different trip generation
characteristics and the differing distribution characteristics associated with an
employment (campus office) center versus a retail center.
Six mainline freeway segments were analyzed along 1-580 and 1-680 in the Project area.
They are the following segments:
1-580:
1-680 to Dougherty Road
Dougherty Road to Hacienda Drive
Hacienda Drive to Tassajara Road
Tassajara Road to Fallon Road
1-680:1-580 to Alcosta Road
1-580 to Stoneridge Drive
IKEA Draft Supplemental EIR
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As shown on Tables 4.3.12 and 4.3.13, several freeway segments near the Project site
are expected to operate below the Alameda County Congestion Management
Authority's standards for the LOS Monitoring Program. However, similar to the EIR
conclusions documented for the Transit Center development, if IKEA Project trips were
added to Year 2025 No Project mainline volumes on 1-580 and 1-680, projected LOS for
freeway segments within the study area would remain unchanged during the AM and
PM peak hours.
Supplemental Impact TRA-3: Cumulative increase of Project related traffic on
adjacent freeways.
The proposed IKEA Development Project would add additional vehicles to already
deficient conditions on some of the freeway segments as identified in Table 4.3.12 and
4.3.13. This is considered a significant cumulative impact. This was also identified as a
significant cumulative impact in the Eastern Dublin EIR.
Mitigation for impacts to these freeway segments is not feasible since freeway
improvements are not under the City of Dublin's jurisdiction. However, the Project
remains subject to Mitigation Measures 3.3/1.0, 3.3/2.0, 3.3/2.1, 3.3/3.0, 3.3/4.0, 3.3/5.0
in the Eastern Dublin EIR, which generally require developers to contribute their
proportionate share towards regional freeway improvements. Non-residential
development projects with 50 or more employees are also required to participate in a
Transportation Management System program to reduce the use of single-occupant
vehicle use. These measures have been implemented through the requirement that
development projects in the Tri-Valley area pay the Th-Valley Transportation
Development (TVTD) Fees. Such fees fund the construction of planned freeway
improvements, including HOV lanes, auxiliary lanes, and interchange improvements on
1-580 and 1-680. The IKEA Project will be required by a condition of project approval to
pay the appropriate TVTD Fees.
Therefore, the impact of the freeway system of 1-580 and 1-680 in the Project area
remains a significant unavoidable cumulative impact.
Consistency with Alameda County Congestion Management Agency Thresholds.
Analyses were completed for Routes of Regional Significance and the Metropolitan
Transportation System (MTS). The Alameda County Congestion Management Agency
(ACCMA) may require additional analysis if specific project trip generation thresholds
are exceeded. The threshold for analysis is met if the project generates more than 100
net new vehicle trips during either the weekday AM or PM peak hour. The current
Eastern Dublin Specific Plan land use designation on the site is Campus Office.
Supplemental Impact TRA-4: Impacts on ACCMA Routes of Regional
Significance.
To assess whether an additional roadway analyses is necessary, the IKEA Project trip
generation was compared to the current land use designation for the site, as shown in
Table 4.3.10. As previously noted in this SDELR, the net new peak hour trips generated
by the IKEA Project would generate fewer trips than the 100-trip threshold (as
IKEA Draft Supplemental EIR
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November 2003
compared to the current Campus Office designation) necessary to conduct additional
roadway analyses on the Routes of Regional Significance and the MTS routes. Based on
the information shown in Table 4.3.10, there would be no impact with regard to
Alameda County Congestion Management Agency thresholds.
Table 4.3.10. Congestion Management Agency Trip Generation Assessment
AM Peak Hour Trips PM Peak Hour Trips
IKEA Development Project 455 881
Campus Office (Existing 975 922
Specific Plan designation)
Trip Difference - 520 - 41
Source: Fehr & Peers, August 2003
Impacts to Average Daily Traffic (ADT) volumes on local arterial roadways.
Fehr & Peers calculated Average Daily Traffic (ADT) forecasts for typical
weekday conditions for four arterial road segments near the proposed Project
including Hacienda Drive north of Dublin Boulevard, Hacienda Drive North of
Martinelli Way, Hacienda Drive north of 1-580 and Tassajara Road south of
Dublin Boulevard. The results are summarized below in Table 4.3.11.
Table 4.3.11. Weekday Average Daily Traffic Forecasts
Existing Base- Baseline Plus Build-out Plus
line IKEA IKEA
Development Development
Project Project
Hacienda Drive North 11,140 12,940 13,170 24,550
of Dublin Boulevard
Hacienda Drive North 20,550 23,060 23,140 38,330
of Martinelli Way
Hacienda Drive North 29,479 31,989 38,979 65,456
of 1-580
Tassajara Road South 26,287 32,587 32,787 59,177
of Dublin Boulevard
Source: Fehr & Peers, August 2003
The above forecast were developed using the following methods:
· The City of Dublin conducted 24-hour traffic counts for Hacienda Drive between
Hacienda Crossings and 1-580 westbound ramps and Tassajara Road between
Koll Center Drive and Dublin Boulevard in May 2003. This data was used to
determine existing ADT forecasts for Hacienda Drive north of 1-580 and
IKEA Draft Supplemental EIR Page 68
City of Dublin November 2003
PA 02-034
Tassajara Road south of Dublin Boulevard. The future traffic forecasts were
developed by adding the daffy traffic (calculated as 10 times weekday PM peak
hour traffic) generated by approved projects, build-out projects, and the IKEA
project to the existing volumes, as applicable, to the appropriate scenario.
The ADT data for Hacienda Drive north of Dublin Boulevard and Hacienda Drive
north of Martinelli Way was not developed from traffic count but calculated by
increasing weekday PM peak hour traffic 10 times.
According to the City of Dublin General Plan, the following roadway design standards
(upper threshold) are assumed based on ADT:
30,000 vehicles per day - four lanes
· 50,000 vehicles per day- six lanes
· 70,000 vehicles per day - eight lanes
Supplemental Impact TRA-5: Impacts on local roadway links.
The number of lanes provided at each roadway segment for each scenario is sufficient
to accommodate the calculated traffic as shown in Table 4.3.11. There would therefore
be no impact with regard to anticipated Project traffic being accommodated on local
arterial roadways near the Project site.
IKEA Draft Supplemental EIR Page 69
City of Dublin November 2003
PA 02-034
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Table 4.3.12. Year 2025 Mainline Freeway Operations, AM Peak Hour
Location Capacity Transit Center Build- Build-out
out~ With IKEA
Development Proiect
Volume LOS Volume LOS
1-580, 1-680 to Dougherty Road
Eastbound 9,200 7,439 D 7,319 D
Westbound 9,200 10,536 F 10,665 F
1-580, Dougherty Road to Hacienda
Drive
Eastbound 13,800 7,339 C 7,200 C
Westbound 9,200 10,414 F 10,528 F
1-580, Hacienda Drive to Tassajara
Road
Eastbound 1 !,500 5,681 C 5,685 C
Westbound 9,200 11,177 F 10,942 F
1-580, Tassaiara Road to Fallon Road
Eastbound 9,200 5,705 C 5,710 C
Westbound 9,200 10,549 F 10,324 F
1-680, 1-580 to Alcosta Blvd.
Northbound 6,900 6,277 E 6,329 E
Southbound 6,900 6,074 E 6,026 E
1-680, 1-580 to Stonerid~e Drive
Northbound 6,900 4,674 D 4,616 D
Southbound 6,900 5,238 D 5,300 D
Note: Assumes maximum service flow rate of 2,300 passenger cars per hour per lane.
~ Traffic volumes and Level of Service (LOS) obtained from the D~/b///~ Tra/~$/t ColT/or E/~Jro/Tme/~ta//ml~a~t Repo~
July 2002. Forecasts include Commerce One project.
Soume: /-/Jg/~waj~ C,~a~d//da~u~, Chapter 23, Table 23.2, LOS Criteria for Basic Freeway Sections,
Transportation Reseamh
Board, 2000
IKEA Draft Supplemental EIR
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November 2003
Table 4.3.13. Year 2025 Mainline Freeway Operations, PM Peak Hour
Location Capacity Tr~asit Center Build- Build-out
out ~ With IKEA
Development Project
Volume LOS Volume LOS
1-580, 1-680 to Dou~herty Road
Eastbound 9,200 10,541 F 10,839 F
Westbound 9,200 8,840 E 8,890 E
1-580, Dougherty Road to Hacienda
Drive
Eastbound 13,800 9,878 D 10,143 D
Westbound 9,200 8,600 E 8,617 E
1-580, Hacienda Drive to Tassajara
Road
Eastbound 11,500 10,150 E 9,975 E
Westbound 9,200 7,318 D 7,330 D
1-580, Tassajara Road to Fallon Road
Eastbound 9,200 10,395 F 10,230 F
Westbound 9,200 6,656 D 6,678 D
1-680, 1-580 to Alcosta Blvd.
Northbound 6,900 7,486 F 7,506 F
Southbound 6,900 5,762 D 5,881 D
1-680, 1-580 to Stoneridge Drive
Northbound 6,900 5,436 D 5,579 D
Southbound 6,900 6,034 E 6,058 E
Note: Assumes maximum service flow rate of 2,300 passenger cars per hour per lane.
I
Traffic volumes and Level of Service (LOS) obtained from the Z)ub//n Tra/~$# Ce/~terE~/roame/Tta//mj~act
,qe, oo~, July 2002. Forecasts include Commerce One project.
Source: /-//'~/~wa? CapacXly A~anua/, Chapter 23, Table 23.2, LOS Criteria for Basic Freeway Sections,
Transportation Research Board, 2000
IKEA Draft Supplemental EIR
City of Dublin
PA 02-034
Page 79
November 2003
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I
BlvC
1-580 ~] ~ ~ ] i-~O ES [ Pimli~ Dr. J
I DuOlin Stvd. I % ~ ~ On-Rampt Ramps ] ' ~ ' ~
1~ (616) [~]~ ~ ~ 515~ ~ ~ 1~(~ ~1~
~ o~-,I I
W - ~ - W
~ I I i
I I I
~+ -~ ~ ~+ ~ 0 :Study
Intersections
I~0 ~ ~0 EB
o~a~pI f ~ R~ps I ~ ~ ~=AM [PM] (Saturday)
? ..a, our
~-~ ~(~)~ ~ ~ Traffic Volumes
SOURCE: Fehr & Peers, Transportation Consultants, August 2003.
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 14
EXISTING PEAK HOUR
TRAFFIC VOLUMES
~ $ '~ -- J Dublin Blvd.
~ ~ ~ 1~(371) ~]
~ (1,~) [1.1~ ~ ~
-
:g ~(~)~ --
~ ~
I nterse~ions
On~mp i + ~ j,~o EB
.~ ~ ~[ ~ = AM (PM) [Saturday]
= ~ Peak Hour
~ ~'~(~ ~ ~ Tra~c Volumes
SOURCE: Fehr & Peers, Transportation Gonsultams, August 2003.
CITY OF DUBLIN
IKEA PROJECT
SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT
Exhibit 15
BUILD-OUT PEAK HOUR
TRAFFIC VOLUMES