HomeMy WebLinkAboutReso 142-04 NegDecBancorTralee
RESOLUTION NO. 142 ·04
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
******........******.***.*
ADOPTING A MITIGATED NEGATIVE DECLARATION
AND MITIGATION MONITORING PROGRAM
FOR THE BANCOR PROPERTIES TRALEE PROJECT PA 02..062
WHEREAS, Bancor Properties (Applicant/property owner) has requested a General Plan
Amendment to change the land use designation to Mixed~use, a PD rezoning with Stage 1 and Stage 2
Development Plan (DP) for the entire Tralee site for development of233 medium~high density
dwelling units and up to 34,950 sq. ft. of retail office building space and related parking area, a Vesting
Tentative Map and Site Development Review, which applications are on file in the Planning Division.
The applications are collectively known as the "Project"; and
WHEREAS, the Tralee property consists of approximately 10.61 acres generally located north of
Dublin Boulevard and west of Dougherty Road, APN#941-0205~009~08, in the Dublin Primary Planning
area; and
WHEREAS, an Initial Study has been prepared to analyze the potential impacts of the project
pursuant to CEQA Guidelines Section 15063. Based on the Initial Study, a Mitigated Negative
Declaration and Mitigated Monitoring Program have been prepared for the project with the finding that
with the implementation of Mitigation Measures contained in the Initial Study, the potential impacts of
the project would be reduced to a level of insignificance; and
WHEREAS, the draft Mitigated Negative Declaration, including the Initial Study, was circulated
for public review as required by CEQA. The draft Mitigated Negative Declaration, including the Initial
Study, is attached as Exhibit A and incorporated herein by reference; and
WHEREAS, the City received one comment letter on the project during the public review period,
and prepared written responses to the comments. The comments and responses are attached as Exhibit B
and incorporated herein by reference. The draft Mitigated Negative Declaration, including the Initial
Study, and the comments and responses together are the Mitigated Negative Declaration for the project;
and
WHEREAS, the City reviewed all the comments and responses and determined that recirculation
of the Mitigated Negative Declaration was not required; and
WHEREAS, a Staff report, dated July 20, 2004 and incorporated herein by reference, described
and analyzed Mitigated Negative Declaration and the Project for the City Council; and
WHEREAS, the City Council reviewed the Staff report and the Mitigated Negative Declaration at
a noticed public hearing on July 20, 2004 at which time all interested parties had the opportunity to be
heard; and
WHEREAS, the Mitigated Negative Declaration reflects the City's independent judgment and
analysis on the potential. for environmental impacts and constitutes the environmental review for the
Bancor Tralee Project.
NOW, THEREFORE, BE IT RESOLVED THAT the foregoing recitals are true and correct
and made a part of this resolution.
BE IT FURTHER RESOL VED THAT the City Council finds the following:
1. The Mitigated Negative Declaration for the Bancor Tralee Project has been completed in
compliance with CEQA, the CEQA Guidelines and the City of Dublin Environmental Guidelines.
2. On the basis of the whole record before the City, including the Mitigated Negative Declaration as
described above, there is no substantial evidence that the Bancor Tralee Project will have a
significant effect on the environment.
3. The Mitigated Negative Declaration, as described above, was presented to the Planning .
Commission who reviewed and considered the information therein prior to recommending
approval of the Project.
4. The Mitigated Negative Declaration, as described above, reflects the City's independent judgment
and analysis on the potential for environmental effects of the Bancor Tralee Project.
5. The custodian of the documents and other materials which constitute the record of proceedings for
the Rancor Tralee Project is the City of Dublin Community Development Department, 100 Civic
Plaza, Dublin, CA 94568, Attn: Jeri Ram, Planning Manager.
BE IT FURTHER RESOLVED THAT the City Council adopts the Mitigated Negative
Declaration consisting of Exhibits A and B, and adopts the Mitigation Monitoring Program consisting of
Exhibit C.
PASSED, APPROVED, AND ADOPTED this 20th day of July of 2004 by the following votes:
AYES: Councilmembers McCormick, Oravetz, Sbranti and Mayor Lockhart
NOES: Councilmember Zika
ABSENT: None
ABSTAIN: None
K2/G/7-20-04/reso-tralee-mnd.doc (Item 6.1)
ArrEST:
G:\P A#\2002\02-062 BanCOf Pak-n-Save- Tl'IlIee\CC Meeting\tnIlee.CC.mnd.reso.072004.doc
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MITIGATED NEGATIVE DECLARATION
TRALEE (pAIZ-N-SAVE SITE)
CITY OF DUBLIN
PROJECT DESCRIPTION
Site Description
The project site is located at the northwest corner of Dublin Boulevard and Dougherty Road. The
project site is located at a prominent corner in Dublin with direct access to 1-680 (via Dougherty
Road). The site is bounded by Dublin Boulevard to the south, existing commercial development to
the west, Sierra Lane to the north and Dougherty Road to the east.
The site contains an existing retail use (pak N Save) containing approximately 104,000 square feet of
underutilized retail space and a parking lot. The project site comprises about 10.6 acres. The site
contains 109 trees located along the site perimeter and dispersed throughout the parking area
(HortScience 2003).
Prqjed Descriþtion
The proposed project consists of a General Plan Amendment from Retail/Office to Mixed-Use;
Planned Development Rezone and Stage 1 and 2 Development Plan, Site Development Review and
Vesting Tentative Map application for subdivision of approximately 10.6 acres of land into five lots
within the Dublin General Plan area.
The existing retail building would be demolished and the site re-graded for the new development.
The Village Center would be located on the southerly portion of the site and would consist of four
buildings containing 34,950 square feet of retail and office space on the ground floor, 12 townhome-
style condominium-style units on the ground floor facing Tralee Village Drive and 118 apt/condo
units above. The buildings would be four stories and approximately 56 feet in height. The
apt/ condos would offer one, two and three bedrooms and would range in size from about 600 to
1,600 square feet. Sixteen affordable housing units would be dispersed throughout the four floors of
apts/ condos. An underground parking structure would be located below the four mixed-use
buildings and would contain 236 spaces for residents and guests. There would be 185 surface parking
spaces for the retail and office space. Building surfaces would be brick and painted stucco with metal
roofs and metal canopies.
The townhouse condominiums would total 103 units contained in 20 three-story buildings
distributed across the northerly and southeasterly portions of the site. The first floor would contain
parking for two cars, and floors two and three would contain living space. The townhouses would
contain two and three bedrooms and range in size from 1,250 and 1,905 square feet. Thirteen below
market rate housing units would be dispersed throughout the townhouse buildings. The height of all
20 buildings would be approximately 36.5 feef Parking would include 206 garage spaces for residents
and 60 spaces for visitors that would be dispersed throughout the buildings. Building surfaces would
be brick and painted stucco with metal roofs.
EXHIBIT A ~
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Tralee (pak-N-Save Site)
Mitigated Negative Declaration - Page 2
The project would provide a village green and swimming pool for the use of residents. This area
would be landscaped with trees, shrubs and lawn. There would be a children's play area, a fountain,
benches and pathways. Street trees would be located along Dublin Boulevard, Dougherty Road and
Sierra Lane. Trees and other plantings would be located along the interior pedestrian ways. A six-foot
precast concrete wall with evergreen vines would be located at the northwesterly part of the site and
would screen the existing retail use. A four-foot precast concrete wall would be located along the
easterly perimeter of the property. Shrubs and other vegetation would be planted in front of this wall.
The project will require a General Plan Amendment from Retail/Office to Mixed-Use on the entire
10.6 acres of the project site. The site is currently zoned C-2 and will require a rezone to Planned
Development to allow the proposed mixed use program. A Stage 1 and 2 Development Plan will be
required to establish permitted, conditionally permitted and accessory uses, site area and maximum
densities, maximum number of residential units by type and non-residential square footage,
development regulations, architectural standards, circulation system preliminary landscape plan and
any other infonnation necessary for the review of the proposed project. Site Development Review
must be granted to ensure the proposed project is consistent with the development regulations and
requirements of the PD/Stage 1 and 2 Development Plan. The project applicant is proposing to split
the project site into five lots, which will require a V esting Tentative Map for subdivision of the
property into five lots.
Project construction would begin in fall 2004 and is anticipated to take approximately three years to
complete.
PROJECT LOCATION
Pak-N-Save Site located at 6671 Dublin Boulevard in Dublin, California.
PROJECT SPONSOR
Michael Banducci
Bancor Properties LLC
1459 First Street
Livennore, California 94550
FINDING
The project will not have a significant effect on the environment based on the Initial Study prepared
according to CEQA Guidelines. Mitigations have been incorporated into the project to reduce all
potentially significant impacts to a less than significant level.
POTENTIALLY SIGNIFICANT IMPACTS
The attached Initial Study indicates that the project could adversely affect the environment. The
following potentially significant impacts were identified:
· Potentially significant air quality impacts during construction.
· Potentially significant impacts to unknown cultural resources
· Project improvements may be subject to strong seismic ground shaking.
:>
Tralee (pak-N-Save Site)
1fi.tigated Negative Declaration - Page 3
· Presence of asbestos and PCBs in existing retail buildings
· On-site erosion during construction activities.
· Temporary noise impacts during construction activities.
· Pennanent noise impacts due to traffic and mechanical equipment.
· Potentially significant access and circulation impacts.
· Temporary construction traffic.
· Potentially significant parking impacts for proposed retail-office uses.
MITIGATION :MEASURES
In the interest of reducing the potential impacts to the point where the net effect of the project is
insignificant, mitigation measures are reconunended. A discussion of the potential impacts of interest
and the associated mitigation measures is provided below.
Impact: Temporary construction activities may adversely affect air quality.
Mitigation Measures:
3.1 Construction contractors shall be required to water all active earth construction areas at least
twice daily.
3.2 Construction contractors shall be required to cover all trucks hauling soil, sand and other loose
materials or require all trucks to maintain at least two feet of freeboard.
3.3 Construction contractors shall be required to sweep daily (preferably with water sweepers) all
paved access roads, parking areas and staging areas at construction sites.
3.4 If visible soil material is carried onto adjacent public streets, require construction contractor to
sweep streets daily.
3.5 Construction contractor shall be required to enclose, cover or apply (non-toxic) soil binders to
exposed stockpiles (dirt, sand, etc.).
3.6 Construction contractor shall be required to install sandbags or other erosion control measures
identified in the project's Stonn Water Pollution Prevention Plan.
Residual Impact: Less than significant with mitigation measures.
Impact: Unknown cultural resources may be impacted.
Mitigation Measures:
Should any cultural materials or human remains be exposed or discovered during earth moving
activities, the following mitigation measures shall be implemented:
5.1 Operations shall stop within 100 feet of the find and a qualified professional archaeologist shall
be contacted for further review and recommendations.
5.2 If human remains are discovered, the Alameda County Coroner shall be notified. The Coroner
would determine whether or not the remains were Native American. If the Coroner determines
the remains are not subject to his authority, the Native American Heritage Commission will be
notified, who would attempt to identify descendants of the deceased Native American.
o
Tralee (pak-N-Save Site)
Mitigated Negative Declaration - Page 4
5.3 If the Community Development Director fmds that the archaeological find is not a significant
resource, work would resume only after the submittal of a preliminary archaeological report and
after provision for reburial and ongoing monitoring accepted. Provisions for identifying
descendants of a deceased Native American and for reburial would follow the protocol set forth
in the CEQA Guidelines. If the site is found to be a significant archaeological site, a mitigation
program will be prepared and submitted to the Community Development Director for
consideration and approval in conformance with the protocol set forth in the CEQA Guidelines.
Residual Impact: Less than significant with mitigation measures.
Impact: There is a potential of ground shaking hazards to people, structures and property.
Mitigation Measures:
6.1 Design of grading, foundations, sub-structure and structures shall comply with the
recommendations of the GeotechnimllnveJ'tigation on Pak-N-Save PropertY (Terra.rean:h 2002),
applicable building, plumbing and fire codes as directed by the City Engineer.
6.2 To minimize erosion during construction, prepare a SWPPP as described in Mitigation Measure
8.1.
6.3 N onengineered fill up to 2.5 feet at the eastern portion of the site shall be removed and placed
back as engineered fill and compacted to a minimum degree of relative compaction of 90 percent
at two percent to three percent above optimum moisture content. Contingencies shall be made
for the possibility of encountering old fill material deeper than 2.5 feet in the areas. During
demolition, additional subsurface investigation of the site consisting of excavating a number of
backhoe test pits shall be carried out to provide a better evaluation of the presence and extent of
old fill.
6.4 Demolition shall include the complete removal of all surface and subsurface structures. If any of
the Ìollowing are encountered: concrete, septic tanks, gas and oil tanks, storm inlets, foundations,
asphalt, machinery, equipment, debris and trash, these shall be removed. All trees shall be
properly grubbed to remove the major root system. All known underground structures shall be
located on the grading plans so that proper removal can be carried out.
6.5 All finish grades shall provide a positive gradient to an adequate discharge point in order to
provide a rapid removal of surface water runoff away from all foundations. No ponding of water
shall be allowed on the pad or adjacent to the foundations. Surface drainage shall be provided as
designed by the project Civil Engineer and maintained by the property owners at all times.
6.6 Any changes in grading or building design that would be significantly affected by geologic
hazards or soils conditions, or in turn would significantly alter geologic or soils conditions, shall
be accompanied by a re-analysis of those conditions. In addition, any conditions discovered
during excavation or grading that significantly depart from the previously described geologic and
soils setting shall be evaluated.
Residual Impact: Less than significant with mitigation measures.
Impact: Asbestos is present in the vinyl floor tiles and roof sealant in the existing retail buildings.
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Tralee (pak-N-Save Site)
Mitigated Negative Declaration - Page 5
Mitigation Measure;
7.1 An abatement specification shall be prepared for use by the selected abatement contractor. It
shall document the asbestos-containing materials (ACMs) identified during the demolition-level
survey, list the regulations that will apply to the abatement work and outline the procedures to be
used for abatement. Abatement work must be performed in accordance with local, state and
federal laws and regulations, including but not limited to California Occupational Safety and
Health Administration (Cal/OSHA), National Emission Standard for Hazardous Air Pollutants
(NESHAPS) and the Bay Area Air Quality Management District (BAAQMD). The EP A or their
designated local oversight agency, such as BAAQMD, must be notified of abatement of the
regulated ACMs at least ten working days prior to commencement of the abatement work.
7.2 Asbestos waste shall be transported to a disposal facility and disposed of properly in accordance
with local, state and federal laws and regulations, including but not limited to the Department of
Transportation, the Toxic Substances Control Act, Cal/OSHA and the California Highway
Patrol.
Residual Impact: Less than significant with the mitigation measures.
Impact: Polychlorinated Biphenyls (PCBs) may be present in florescent lamp ballast in existing retail
buildings
Mitigation Measure:
7.3 Prior to building demolition, the florescent lamp ballasts shall be sampled for PCBs and the
proper disposal method for the lamp ballasts identified.
Impact: There is a potential for erosion during construction activities. Construction activities would
generate additional pollutants such as oil, grease and heavy metals.
Mitigation Measure:
8.1 A Storm Water Pollution Prevention Plan shall be prepared in compliance with the NPDES
permit included in the erosion control measures appropriate for the project. Design of these
measures shall be updated each year prior to September 30 and approved by the City Engineer.
Residual Impact: Less than significant with the mitigation measure.
Impact: Construction-related noise could adversely affect nearby commercial uses and possibly
project residential development if units are occupied before project completion.
Mitigation Measure:
11.1 Applicant shall comply with the City's standard conditions of project approval related to
construction noise as follows:
a. Construction activities, including the maintenance and warming of equipment, shall be
limited to Monday through Friday, and non-City holidays, between the hours of7:30 a.m.
and 5:30 p.m. except as otherwise approved by the City Engineer.
b. Developer shall prepare a Construction Noise Management Plan, to be approved by the
City Engineer and Commuruty Development Director that identifies the measures to be
taken to minimize construction noise on surrounding properties. Specific management
measures shall be included in the project plans and specifications. The plan shall include;
I) hours of construction operation;
2) use of mufflers on construction equipment;
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Tralee (pak-N-Save Site)
j'y!itigatcd Negative Declaration - Page 6
3) speed limit for construction traffic;
4) haul routes; and
5) a noise monitor.
c. In addition, this Initial Study recommends that the Noise Management Plan also include the
following:
1) the name of the construction monitor shall be posted at the entry to the site;
2) the construction noise monitor will be responsible for responding to complaints
and taking measures to reduce the noise level;
3) a construction phasing plan showing the duration of each phase and equipment
used;
the location of stationary equipment; and
4) estimate noise levels at nearest sensitive corrunercial or retail uses at the west end
of the site and across Sierra Lane.
Residual Impact: Less than significant with the mitigation measure.
Impact: Traffic noise could adversely affect the proposed residential development.
Mitigation Measures:
11.2 Sound-rated building construction shall be used to achieve acceptable indoor noise levels as per
the State Building Code and City's Noise Element. The specification of these treatments shall
be developed during the architectural design of the buildings. In general, rooms that would be
exposed to future noise levels over a CNEL of 65 dBA will require sound rated windows. These
include Buildings 1 (two easterly units), 2, 3,4,5, 10 (four easterly units), 14 (two easterly units),
18 (four easterly units) 20, and residential units in Corrunercial Buildings 1,3 and 4). In addition,
all units in the project will require mechanical ventilation to allow the windows to be closed for
noise control. An acoustical consultant should review the architectutal design to be sure that the
required treatments are incorporated into the construction documents.
11.3 Porches and decks exposed to a CNEL of 65 to 70 dBA (Buildings 1,2,3,4, 5, 10, 14, 15, 18,
20; and Commercial Buildings 1,3, and 4) shall incorporate a solid balcony or porch railing
(approximately six feet tall) to reduce noise below a CNEL of 65 dBA. The solid railing can be
made of wood, glass or acrylic materials.
Porches and decks exposed to a CNEL greater than 70 dBA (Buildings 18 and 20; and
Commercial Buildings 3 and 4) would likely need to be fully enclosed to meet a CNEL of 65
dBA. The enclosure could incorporate sliding windows or doors on all sides to allow for natural
air flow. An acoustical consultant shall review the architectural design to be sure that the
appropriate treatments are incorporated into the construction documents to achieve the City's
outdoor noise goals.
Residual Impact: Less than significant with the mitigation measure.
Impact: Mechanical equipment could emit high noise levels.
11.4 The City does not have a quantitative noise standard for mechanical equipment such as
refrigeration units or air-conditioning systems. Noise generated by stationary sources at the
project will need to meet, at a minimum, the perfonnance standards contained in the Noise
Element. In addition, the mechanical noise should not significantly increase existing noise
levels. The required noise level limit for mechanical equipment will vary, depending upon the
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Tralee (pak-N-Save Site)
:Mitigatcd Negative Declaration - Page 7
location of the equipment on site. In general, mechanical noise shall be limited to a CNEL of 60
to 70 dBA.
An acoustical consultant shall review the project during the architectural design phase to verify
that the project mechanical design will achieve the City's acoustical requirements.
Residual Impact: Less than significant with mitigation measures.
Impact: The project site plan has the potential of creating on-site vehicle access conflicts.
15.1 To ensure orderly and unobstructed circulation of trucks through the site, appropriate signage
shall be provided throughout the site clearly indicating which stIeets are to be used by trucks.
Based on the turning radii proposed and truck turning templates for small single unit trucks
(maximum 30 feet in length), trucks shall be prohibited on Main StIeet and 20-foot wide·
residential driveways A, B, C, D and F. Truck access at the central driveway on Dublin
Boulevard shall be prohibited for all trucks.
Similarly, access for trucks 50 feet in length and larger shall be limited to the driveway on
Dougherty Road, at the Dublin Court entry on Dublin Boulevard, and at the two driveways on
Sierra Lane. The large trucks shall be prohibited on Village Center Drive, Bantry Bay StIeet,
Main Street and all of the 20-foot wide residential driveways (Driveways A through F).
15.2 At the project site's full-access driveway off of Dublin Boulevard, it is recommended that the
east-west internal drive aisle Gust north of the project entIance) should be stop-sign contIolled
in both directions. At the project site's mid-block limited access driveway off of Dublin
Boulevard, the east-west internal drive aisle should also be stop-sign controlled to promote
ingress/ egress at the driveway.
Residual Impact: Less than significant with mitigation measures.
Impact: During project construction, there is the potential for temporary construction traffic
impacts.
15.3 With respect to temporary truck construction tIaffic during the removal of on-site excavation,
truck hours of operation shall be limited to non-peak periods between 9:00 a.m. and 4:00 p.m.
to minimize congestion at adjacent intersections. In addition, consistent with the City's standard
conditions, the project sponsor shall submit a construction safety management plan to be
reviewed by the City to ensure safe truck ingress/ egress and any additional measures (such as a
flagman) that may be required during this time.
Residual Impact: Less than significant with mitigation measures.
Impact: The project may have inadequate parking for the proposed retail-office uses.
15.4 Based on the shared parking analysis, a parking management plan shall be implemented by the
project sponsor to dearly identify the retail-office parking spaces and any planned time
limitations. This would help to prevent any parking intrusion and/or illegal parking, particularly
along Tralee Village Drive where both retail/residential parking is planned.
Residual Impact: Less than significant with mitigation measures.
rD
Tralee (pak-N-Save Site) Project
Initial Study - 1
ENVIRONMENTAL REVIEW - INITIAL STUDY
1. Project Title: Tralee (pak-N-Save Site) - PA02-062
2. Lead Agency Name and Address:
City of Dublin
Community Development Department
100 Civic Plaza
Dublin, California 94568
3. Contact Person and Phone Number:
Deborah Ungo-McCormick, Contract Planner
925.833.6610
4. Project Location:
Pak N Save Site
6617 Dublin Boulevard
Dublin, California
APN#941-0205-008,009
5. Project Sponsor's Name and Address:
Michael Banducci
Bancor Properties LLC
1459 First Street
Livermore, California 94550
6. Existing General Plan Designation:
Retail/Office
7. Existing Zoning Designation:
C-2 General Conunercial
8. Description of Project:
Site Description
The project site is located at the northwest corner of Dublin Boulevard and Dougherty Road. The
project site is located at a prominent corner in Dublin with direct access to 1-680 (via Dougherty
Road). The site is bounded by Dublin Boulevard to the south, existing commercial development to
the west, Sierra Lane to the north and Dougherty Road to the east. Figure 1 shows the project
location.
Tralee (pak-N-Save Site) Project
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Tralee (pak-N-Save Site) Project
Initial Study - 3
The site contains an existing retail use (pak N Save) containing approximately 104,000 square feet of
underutilized retail space and a parking lot. The project site comprises about 10.6 acres. The site
contains 109 trees located along the site perimeter and dispersed throughout the parking area
(HortScience 2003).
Project Description
The proposed project consists of a General Plan Amendment from Retail/Office to Mixed-Use;
Planned bevelopment Rezone and Stage 1 and 2 Development Plan, Site Development Review and
Vesting Tentative Map application for subdivision of approximately 10.6 acres ofland into five lots
within the Dublin General Plan area. Figure 2 shows the project site plan.
The existing retail building would be demolished and the site re-graded for the new development.
The new development would consist of mixed-use high rise buildings (known s the Village Center)
and townhome-style condominiums. The Village Center would be located on the southerly portion
of the site and would consist of four buildings containing 34,950 square feet of retail and office space
on the ground floor, 12 townhome-style condominium units on the ground floor facing Tralee
Village Drive and 118 apt/condo units above. The buildings would be four stories and approximately
56 feet in height. The apt/condos would offer one, two and three bedrooms and would range in size
from about 600 to 1,600 square feet. Sixteen affordable units would be dispersed throughout the four
floors of apts/condos. An underground parking structure would be located below the four mixed-
use buildings and would contain 236 spaces for residents and guests. There would be 185 surface
parking spaces for the retail and office space. Building surfaces would be brick and painted stucco
with metal roofs and metal canopies. Figures 3 and 4 show building elevations.
The townhome-stylc condominiums in the northerly half of the site would total 103 units contained
in 20 three-story buildings distributed across the northerly and southeasterly portions of the site. The
three-story buildings would contain a mix of four, five and seven units. The first floor would contain
parking for two cars, and floors two and three would contain living space. The townhouses would
contain two and three bedrooms and range in size from 1,250 and 1,905 square feet. Thirteen
affordable housing units would be dispersed throughout the townhouse buildings. The height of:111
20 buildings would be approximately 36.5 feet. Parking would include 206 garage spaces for residents
and 60 spaces for visitors that would be dispersed throughout the buildings. Building surfaces would
be brick and painted stucco with metal roofs. Figure 5 shows building elevations.
Table 1 summarizes the proposed land use components.
Use
Speciality Retail Space
Restaurant
Office
Residential- Townhouse
Condos
Residential- Apt/Condos
Total
Sq. Feet
19,285
14,000
1,665
Number of
Housing Units
Number of Parking
Spaces
184,265
130,337
349,552
103
130
233
687
Tralee (pak-N-Save Site) Project
Initial Study - 4
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11
Tralee (pak-N-Save Site) Project
Initial Study - 8
The project would provide a village green that contains a club room, restrooms and swimming pool
for the use of residents. This area would be landscaped with trees, shrubs and lawn. There would be
a children's play area, a fountain, benches and pathways. Street trees would be located along Dublin
Boulevard, Dougherty Road and Sierra Lane. Trees and other plantings would be located along the
interior pedestrian ways. A six-foot precast concrete wall with evergreen vines would be located at
the northwesterly part of the site and would screen the existing retail use. A four -foot wrought iron
and precast concrete wall would be located along the easterly perimeter of the property. Shrubs and
other vegetation would be planted in front of this wall.
The project would include a dedication of right-of way along Dublin Boulevard and Dougherty Road
for future widening based on the City's Capital Improvement Project Plans for the area.
The project will require a General Plan Amendment from Retail/Office to Mixed-Use on the entire
10.6 acres of the project site. The site is currently zoned C-2 and will require a rezone to Planned
Development to allow the proposed mixed use program. A Stage! and 2 Development Plan will be
required to establish pemùtted, conditionally pemùtted and accessory uses, site area and maximum
densities, maximum number of residential units by type and non-residential square footage,
development regulations, architectural standards, circulation system preliminary landscape plan and
any other information necessary for the review of the proposed project. Site Development Review
must be granted to ensure the proposed project is consistent with the development regulations and
requirements of the PD/Stage 1 and 2 Development Plan. The project applicant is proposing to split
the project site into five lots, which will require a V esting Tentative Map for subdivision of the
property into five lots.
Project construction would begin in fall 2004 and is anticipated to take approximately three years to
complete.
9. Surrounding Land Uses and Setting:
Land uses in the immediate project vicinity include a gas station adjacent to the southeasterly comer
of the property and retail and light industrial (irrigation contractor) uses adjacent to the westerly site
boundary. Office and retail uses are located to the north, across Sierra Lane; and retail uses are
located to the east, across Dougherty Road, and to the south, across Dublin Boulevard. To the
southwest is the Dublin Sports Grounds and farther to the west along Dublin Boulevard is the Civic
Center.
10. Other public agencies whose approval is required:
· Building Permits (City of Dublin, Building Department)
· Grading and Encroachment Permits (City of Dublin, Public Works Department
· Water and Sanitary Sewer (Dublin San Ramon Service District (DSRSD)
· Bus Shelter (Wheels)
· Utility Companies
· Notification Permit for Asbestos Abatement (BAAQ:MD)
· Notice of Intent (5WRCB)
Tralee (pak-N-Save Site) Project
\~
Initial Study - 9
ENVIRONMENTAL FACTORS POTENTIAll.Y AFFECTED:
The environmental factors checked below would be potentially affected by the project, involving at least one
impact that is a potentially significant impact as indicated by the checklist on the following pages.
o Aesthetics
o Biological Resources
[g Hazards/Hazardous Materials
o Mineral Resources
o Public Services
o Utilities/Service Systems
DETERMINATION:
On the basis of this initial evaluation:
0 Agricultural Resources [g Air Quality
o Cultural Resources [g Geology/Soils
[g Hydrology/Water Quality 0 Land Use/Planning
[g Noise 0 Population/Housing
0 Recreation 0 T ransportation/T raffic
[g Mandatory Findings of Significance
D I find that the proposed project COULD NOT have a significant effect on the environment, and a
NEGATIVE DECLARATION will be prepared.
[g I find that although the proposed project could have a significant effect on the environment, there
will not be a significant effect in this case because the revisions in the project have been made by or
agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be
prepared.
o I find that the proposed project MAY have a significant effect on the environment, and an
ENVIRONMENTAL IMPACT REPORT is required
D I find that the proposed project MAY have a "potentially significant impact" or "potentially
significant unless mitigated" impact on the environment, but at least one effect 1) has been
adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been
addressed by nútigation measures based on the earlier analysis as described on attached sheets. An
ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that
remain to be addressed.
o I find that although the proposed project could have a significant effect on the environment, because
all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATIVE
DECLARATION pursuant to applicable standards, and (b) have been avoided or nútigated pursuant
to that earlier EIR or NEGA TIVE DECLARATION, including revisions or mitigation measures
that are imposed upon the proposed project, nothing further is required.
Signature
Date
Printed Name
For
¡q
(¡'ralee) Pak-N-Save Site
Initial Study - 10
EVALUATION OF ENVIRONMENTAL IMPACTS
A brief explanation is required for all answers except "No Impact" answers that are adequately supported by
the information sources identified in the References section of this document. All listed mitigation measures
apply to the project.
ENVIRONMENTAL ISSUES
Potttiwly
Significant
Impact
Pntenri.:illy
Significant
Unles:I;
Mitigation
T ncorpnrated
Less Than
Significant
Impact
No
Impact
1. AESTHETICS. WotÙd the project:
a) Have a substantial adverse effect on a scenic vista?
D
D
[S
D
b) Substantially damage scenic resources, including, but
not limited to, trees, rock outcroppings, and historic
buildings within a state scenic highway?
D
D
D
[S
c) Substantially degrade the existing visual character or
quality of the site and its surroundings?
D
D
ø
D
d) Create a new source of substantial light or
glare, which would adversely affect day or nighttime
views in the area?
D
D
[S
D
Discussion:
The proposed project would not result in significant adverse impacts to visual resources. A brief discussion of
each environmental topic included under Section I is presented below.
a) The site is at a gateway location and is within an area developed primarily with retail and conunercial
uses. Nearby buildings are predominantly one and two story with the primary building materials
including stucco, concrete and metal. Asphalt parking lots are located in front of the retail buildings
and there is limited landscaping. There are no scenic elements or vistas in the area.
Project development would result in more building area and less parking area at the site. There
would be an increase in landscaping, with street trees and other plantings proposed along the project
perimeter, which would soften the appearance of the development. The building materials (primarily
brick, stucco and metal) would be compatible with existing development. The project massing
would be greater than adjacent development, however, it would represent a visual focal point that
would enhance this gateway intersection.
b) The project site is developed with a retail building and parking lot that surrounds three sides of the
building. Street trees are located along Sierra Lane, Dougherty Road and Dublin Boulevard and
dispersed throughout the parking lot.
Project development would remove all of the 109 trees at the project site. None of the trees planned
for removal are "Heritage Trees" as defined in the City's Tree Ordinance. Plantings of new street
trees, shrubs and grasses along Sierra Lane Dougherty Road and Dublin Boulevard would partially
screen the parking area along Dublin Boulevard and residential development along Sierra Lane and
Dougherty Road. There are no scenic resources at the project site, the project would not result in
the degradation of scenic resources at the project site or immediate vicinity.
fJD
Tralee (pak-N-Save Site)
Initial Study - 11
The project site is located along Doughcrty Road which was designated as a scenic route in 1966 by
Alameda County. The portion of Dougherty Road within Dublin is not designated as a scenic route
in the Dublin General Plan.
c) Project development would improve the visual appearance of the project site. The existing building
is in need of painting and repair and the parking lot is the predominant visual feature at the site.
Project development would present unified signage, extensive landscaping and distinctive pavement.
See Items a and b above.
d) Outdoor night lighting currently exists at the project sitc including light fixtures in the parking lot
and building signage. The amount of outdoor lighting would increase over what is currently in use
because of the increase in development at the site. However, there is considerable night lighting in
the project vicinity at the present time. Night lighting and glare would not significantly increase as a
result of the project.
Mitigation Measures.
N one required.
Finding:
Project development would not have an adverse affect on the visual character and quality of the site and
surrounding area.
Pot{'nriaUy
SìgllifiC'aut
Potentially Unless Ll~5S 'Jnan
Significant Mitigation SiWlificatlt No
Impact Incorporatt-d Impact Impact
2. AGRICULTURAL RESOURCES. In detennining whether
impacts to agricwtural resources are significant environmental
effects, lead agencies may refer to the California Agricultural
Land Evaluation and Site Assessmcnt Model (1997) prepared
by the California Dept. of Conservation as an optional model
to use in assessing impacts on agriculture and farmland.
Wowd the project:
a) Convert Prime Farmland, Unique Farmland, or
Farmland of Statewide Importance (Farmland), as
shown on the maps prepared pursuant to the
Farmland Mapping and Monitoring Program of the
California Resources Agency, to non-agricultural use? 0 0 0 I3J
b) Conflict with existing zoning for agricultural use, or a
Williamson Act contract? 0 0 0 I3J
c) Involve other changes in the existing environment,
which due to their location or nature could reswt in
conversion of Farmland, to non-agricultural use? 0 0 0 I3J
.Discussion:
The proposed project would not result in significant adverse impacts to agricultural resources. A brief
discussion of each environmental topic included under Section 2 is presented below.
a) The project site is developed with a retail building and parking lot in an urban area.
~I
Tralce (pak-N-Save Site)
Initial Study - 12
b) The project site is currently zoned C-2 Commercial. The project site is not subject to the Williamson
Act.
c) Surrounding lands consist of urban development including retail and commercial uses.
Development of the project site would not result in the conversion of any farmland in the project
vicinity.
Mitigation Measures:
N one required.
Finding:
Project development would not result in a significant impact to agricultural resources.
Pl.>tl~rial1y
Si !;nificant
Impact
Potentially
Significant
Unless
Mitigation
Incorporated
Less Tha.n
Significant
Impact
No
Impact
3. AIR QUALITY. Where available, the significance criteria
established by the applicable air quality management or air
pollution control district may be relied upon to make the
following determinations. Would the project:
a) Conflict with or obstruct implementation of the
applicable air quality plan? 0
o
o
[g1
b) Violate any air quality standard or contribute
substantially to an existing or projected air quality
violation? 0
o
IZI
o
c) Result in a cumulatively considerable net increase of
any criteria pollutant for which the project region is
nonattainment under an applicable federal or state
ambient air quality standard (including releasing
emissions, which exceed quantitative thresholds for
ozone precursors)? 0
o
[g1
o
d) Expose sensitive receptors to substantial pollutant
concentrations? 0
IZI
o
o
e) Create objectionable odors affecting a substantial
number of people?
o
o
o
r81
Discussion:
The proposed project would result in less than significant operational air quality impacts. Potentially
significant impacts due to construction activities could occur. The recommended mitigation measures
would reduce potentially significant construction air quality impacts to a less than significant level. A
brief discussion of each environmental topic included under Section 3 is presented below.
a) The Bay Area Air 2000 Clean Air Plan analyzed development of the project site as currently
allowed under the Dublin General Plan; i.e., Retail/Office. The proposed General Plan Amendment
would change the project site land use designation to 1'.1ixed Use. The proposed project
~d-
Tralee (pak-N-Save Site)
Initial Study - 13
development would result in about a 55 percent reduction in vehicular trips at the project site than
would be generated by the 84,000 square-foot grocery store and 20,000 square feet of specialty retail
use. See Section 15 Transportation/Circulation for a discussion of project traffic impacts. During
project construction, traffic generated from the project site would be less than generated at full
project buildout, therefore, construction traffic would be in compliance with the Clean Air Plan.
The project would not conflict with the Bay Area Air 2000 Clean Air Plan (BAAQMD 2000).
b) Local Climate
The project is within the Livermore Valley. The Livermore Valley forms a small sub-regional air
basin distinct from the larger San Francisco Bay Area Air Basin. The Livermore 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 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 cahn conditions when compared to the greater Bay Area. The occurrence of
episodes of lùgh atmospheric stability, known as inversion conditions, severely limits the ability of
the atmosphere to disperse pollutants vertically. Inversions can be found during all seasons in the
Bay Area, but arc particularly prevalent in the summer months when they are present about 90
percent 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 High temperatures increase the
potential for ozone. The valley traps locally generated pollutants and is often 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 and particulate matter
generated by fIreplaces and agricultural burning can becomc conccntrated.
Ambient Air Quality Standards
Both the U. S. Environmental Protection Agency (EP A) and the California Air Resources Board
(CARB) have established ambient air quality standards for common pollutants. These ambient air
quality standards are levels of contaminants which represent safe levels that avoid specific adverse
health effects associated with each pollutant. 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 fedcral and state standards
differ in some cases. In general, the California state standards are more stringent. This is particularly
true for ozone and PMIU.
Federal Air Quality Standards
The 1977 Federal Clean Air Act requires the U.S. Environmental Protection Agency (EPA) to
identify National Ambient Air Quality Standards (NAAQS) to protect public health and welfare.
NAAQS have been established for the six "criteria" air pollutants. These criteria pollutants include
ozone (03), carbon monoxide (CO), nitrogen dioxide (NOz), sulfur dioxide (50z), suspended
particulate matter (PMIO), and lead (Pb). EPA publishes criteria documents to justify the choice of
standards. Standards for these pollutants are listed in Table 2. These standards represent the levels
of air quality necessary, with an adequate margin of safety, to protect the public health and welfare.
;;.~
Tralee (pak-N-Save Site)
Initial Study - 14
In June 1997, the EPA adopted new national air quality standards for ground level ozone and for
flne particulate matter. The EP A intends to phase out the I-hour ozone standard of 0.12 parts per
million (pPM) and replace it with an 8-hour standard of 0.08 PPM. The EP A also adopted an
additional standard for particulate matter less than 2.5 microns in diameter (pM2.s). Although
currently in effect, the plamúng process to determine compliance with these new standards and the
development of control programs to meet these standards, if needed, are several years away since a
monitoring network has to be established and a minimum three year monitoring period is required
to determine designations.
Implementation of the new standards has been further complicated by a recent court decision. On
May 14, 1999, the Court of Appeals for the District of Columbia Circuit ruled that the application
of the Clean Air Act, in setting the new public health standards for ozone and particulate matter,
was an improper delegation of legislative authority to the EP A, and thus unconstitutional. The
decision was appealed to the Supreme Court and on February 27, 2001 the Supreme Court
unanimously ruled in favor of the EP A, clearing the way for implementation of the new standards.
State Air Quality Standards
The 1988 California Clean Air Act established state standards for criteria pollutants, which are also
identifled in Table 2. These standards are referred to as State Ambient Air Quality Standards
(SAAQS), and are equal to, or more stringent than, their NAAQS counterparts. SAAQS have also
been established for certain pollutants not covered by the NAAQS, such as hydrogen sulflde and
vinyl chloride.
Bay Area Air Basin Attainment Status
The project is within the nine county Bay Area Air Basin. Pursuant to 1990 amendments to the
federal Clean Air Act and the California Clean Air Act of 1988, the EP A and CARB have designated
air basins within the state where the federal or state ambient air quality standards are not met as
"nonattainment areas", based on compliance with NAAQS and SAAQS standards. Because of the
differences between thc federal and state standards, the designation of nonattainment areas is
different under the federal and state legislation.
Air basins may be either attainment or non-attainment for each criteria air pollutant. Under the
federal Clean Air Act, the Bay Area is currently considered a nonattainment area for the federal 1-
hour ozone standard and a nonattainment area for ozone and PMJU under the California Clean Air
Act. CARB has developed recommended designations for California air basins, proposing that the
Bay Area be designated as nonattainment for the new EP A 8-hour ozone standards.
Levels of PMIO at the Livennore monitoring site (the monitoring site nearest Dublin) meet the
federal ambient standards but exceed the more stringent state standard. When it passed the
California Clean Air Act in 1988, the California Legislature recognized the relative intractability of
the PMIO problem with respect to the state ambient standard and excluded it from the basic
planning requirements of the Act. The Act did require the CARB to prepare a report to the
Legislature regarding the prospect of achieving the State ambient air quality standard for PMIO. This
report recommended a menu of actions, but did not recommend imposing a planning process
similar to that for ozone or other pollutants for achievement of the standard within a certain period
of time.
In addition, a region can be designated non-attainment, transitional or unclassified. The transitional
designation recognizes a region's improving air quality, but still maintains some regulatory
restrictions and obligations. The unclassified designation is given for a region where data is absent
or too limited for designation. California Clean Air Act requirements include annual emission
Tralee (pak-N-Save Site)
24-
Initial Study - 15
reductions, increased development and use of low emission vehicles, and the submittal of air quality
attainment plans by air districts.
Bay Area Air Quality Management District
The Bay Area Air Quality Management District (BAAQMD) operates a network of air quality
monitoring sites in the region, including one in central Livermore on Old First Street. Table 3 shows
a three year summary of air quality data for the Livermore monitoring site for the period 2000-2002.
Data are shown for ozone, carbon monoxide, nitrogen dioxide and PMlO. The number of days
exceeding each standard is shown for each year.
Table 2: Ambient Air Quality Standards & Bay Area Attainment Status
Averaging California Attainment Federal Attainment
Pollutant Titne Standards Status Standards Status
I-Hour
8- Hour
Monoxide 1 - Hour
8-Hour
Nitrogen Annual
Dioxide A ver;igc:
I-Hour
StÙfur I Annual
Dioxide ' Average
I~Hour
24-Hour
PM 10 Annual
24- Hour
PMZ.5. Annual
0.09 PPM
0.25 PPM A
0.25 PPM
0.04 PPM
20 µg/m3
50µg/m'}
12 µg/m3
A
A
A
A
N
N
N
24-Hour
30-day
Lead.i\yerage
Month
A verage~
PPM = Parts Per Million .
µg/m' = MicrograrnspcrC:ubic Mctcr
A = Attainment N = Nonattainment U = Unclassified
1..5..µg/trl3
N
0.12 PPM N
0.08 PPM U
35.0 PPM A
9.00 PPM A
0.05 PPM A
0.03 PPM A
0.14 PPM
SO µg/m3
!:?2 Jg/trl3
15 µg/m3
65 µ /m3
..ß
A
A
U
U
U
A
1.5 µg/m3
A
Source: Am biellti\ìrQuaJityStandards & BayArea¡\ttaintnent Status,J an. 2003, BAAQ
To meet federal Clean Air Act requirements, the BAAQMD has adopted an Ozone Attainment
Demonstration Plan. In addition, to meet California Clean Air Act requirements, the BAAQMD
has also adopted and updated a Clean Air Plan addressing the California ozone standard. The
control strategy contained in these plans include new limits on emissions from industry, prohibitions
on sources of hydrocarbons, regional transit and HOV programs, buy back programs for older
vehicles and educational programs.
Table 3 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
-¿.6-
Tralee (pak-N-Save Site)
Initial Study - 16
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.
The federal Clean Air Act Amendments of 1970 established national ambient air quality standards
(AAQS), and individual states retained the option to adopt standards that are more stringent and to
include other pollution sources. California had already established its own air quality standards
when federal standards were established. Because of the unique meteorological problems in the
state, there is considerable diversity between state (SAAQS) and federal (NAAQS) standards
currendy in effect in California, as shown in Table 2.
The ambient air quality standards are intended to protect the public health and welfare, and they
incorporate an adequate margin of safety. They are designed to protect those segments of the
public most susceptible to respiratory distress, known as "sensitive receptors", including asthmatics,
the very young, the elderly, people weak from other illness or disease, or persons engaged in
strenuous work or exercise. Healthy adults can tolerate occasional exposure to air pollution levels
somewhat above the ambient air quality standards before adverse health effects are observed.
The Bay Area Air Quality Management District (BAAQMD) operates a regional monitoring
network which measures the ambient concentrations of six criteria air pollutants: ozone, carbon
monoxide, small diameter particulate matter (PM-lO), lead, nitrogen dioxide, and sulfur dioxide.
Monitoring for ultra-small diameter particulate matter (PM-2.5) began in 1999 using the federal
reference method monitoring procedures.
Sensitive Receptors
BAAQMD defines sensitive receptors as facilities where sensitive receptor population groups
(children, the elderly, the acutely ill and the chronically ill) are likely to be located. These land uses
include residences, schools, playgrounds, child care centers, retirement homes, convalescent homes
and hospitals. The nearest sensitive receptors to the project site i.s the Dublin :::ìports Grounds,
which contains athletic fields and is located within about one-quarter mile of the project site.
Table 3: Air Quality At Livet:more Monitoring Site
: Pollutant I Standardpa.ys Standard Exceeded:
! 2000 2001 2002
IFederal1-Hour 2 0 2
State I-Hour 7 9 10
Federal8-Hour 2 2 6
State/Federal
8-Hour
Ozone
Ozone
Ozone
Carbon
Monoxide
Nitrogen
Dioxide
State 1-Hour
Fedet:aI24-Hour
State 24~Hour
o
o
o
o
2
o
o
3
o
o
2
Sourœ: Annual J3ay¡\rea¡\ir Ql.1ality Summaries 2000~ 2002, BAAQMD
Operational Impacts
The BAAQMD has established thresholds for detennining whether a given project has the potential
for significant air quality impacts. If a project exceeds the thresholds, detailed air quality analyses are
¿to
Tralee (pak-N-Save Site)
Initial Study - 17
usually required. If the project does not exceed the thresholds, it is typically assumed to have a less
than significant impact on air quality. BAAQMD generally does not recommend a detailed air
quality analysis for projects generating less than 2,000 vehicle trips per day. The proposed project
would reduce the overall daily trip generation by about 57 percent, thus, a detailed air quality
analysis is not warranted. The project would not expose the public to sources of toxic air
contaminants or odors. Thus, the project would fall below the BAAQMD thresholds for significant
air quality impacts and is not considered a project that could cause an adverse air quality impact.
Construction Impacts
Temporary construction activities may impact air quality, but such impacts are highly variable from
day-to-day depending on the type of construction activity. The BAAQMD has therefore developed
a menu of mitigation measures, which if fully implemented, are presumed to achieve a less than
significant air quality impact. The range of mitigation measures includes a set of ''Basic Control
Measures" and "Enhanced Control Measures" if the project construction area exceeds four acres.
The project site is larger than four acres in size, therefore, the project would be required to
implement both the basic control measures and the enhanced dust control measures during
construction. With implementation of these measures, dust emission impacts during construction
would be less than significant.
c) The project would not result in significant cumulative net increases in criteria pollutants. The project
would significantly reduce the overall daily vehicular trips at the site and would thus be considered
below the significance threshold. The project would not generate odors, toxics or have the potential
for accidental releases of toxics.
The project would require a general plan amendment on the project site changing the land use from
Retail/Office to Mixed-Use. The effect of this amendment is to allow residential uses in addition to
retail and office uses allowed with the current Retail/Office designation. This is not a significant
change in the growth assumed for the city in the Clean Air Plan because it would result in a
reduction in vehicular trips and passenger miles traveled be lower than for the current Retail/Office
designation. See Section 15 Traffic and Circulation for more information on project trip generation.
d) Sensitive receptors in the project area include the Dublin Sports Grounds. Recreational uses are
considered more sensitive to air quality conditions than commercial and retail areas because people
generally spend longer periods of time outdoors, resulting in greater exposure to ambient air quality
conditions.
Project operations would not expose the nearby sensitive receptors to significant pollutant
concentrations. However, during construction activities, sensitive receptors could be exposed to
high levels of dust emissions. With implementation of the recommended mitigation measures, dust
emission impacts would be less than significant.
e) The project would not create any objectionable odors.
Mitigation Measures for Construction Impacts:
3.1 Construction contractors shall be required to water all active earth construction areas at least twice
daily, or as directed by the City Engineer.
3.2 Construction contractors shall be required to cover all trucks hauling soil, sand and other loose
materials or require all trucks to maintain at least two feet of freeboard.
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Tralee (pak~N-Save Site)
Initial Study - 18
3.3 Construction contractors shall be required to sweep daily (preferably with water sweepers) all
paved access roads, parking areas and staging areas at construction sites.
3.4 If visible soil material is carried onto adjacent public streets, require construction contractor to
sweep streets daily.
3.5 Construction contractor shall be required to enclose, cover or apply (non~toxic) soil binders to
exposed stockpiles (dirt, sand, etc.).
3.6 Construction contractor shall be required to install sandbags or other erosion control measures
identified in the project's Storm Water Pollution Prevention Plan.
Finding:
According to the current BAAQMD CEQA guidelines, the recommended mitigation measures would
reduce construction period air quality impacts to a less than significant level.
Potentially
Significant
potl.~riany Unkss Less Tha.n
Significant Mitigation Significant No
Itnpact It1cntpnrated Impa.ct Itnpact
4. BIOLOGICAL RESOURCES. Would the project
a) Have a substantial adverse effect, either directly or
through habitat modifications, on any species
identified as a candidate, sensitive, or special status
species in local or regional plans, policies, or
regulations or by the California Department of Fish
and Game or U.S. Fish and Wildlife Service? 0 D 0 r2J
b) Have a substantial adverse effect on any riparian
habitat or other sensitive natural community identified
in local or regional plans, policies, regulations or by
the California Department of Fish and Game or US
Fish and Wildlife Service? 0 0 0 r2J
c) Have a substantial adverse effect on federally
protected wetlands as defined by Section 404 of the
Clean Water Act (including, but not limited to marsh,
vernal pool, coastal, etc.) through direct removal,
filling, hydrological interruption, or other means? 0 0 0 ~
d) Interfere substantially with the movement of any native
resident or migratory fish or wildlife species or with
established native resident or migratory wildlife
corridors, or impede the use of native wildlife nursery
sites? 0 0 0 ~
e) Conflict with any local policies or ordinances
protecring biological resources, such as a tree
preservation policy or ordinance? 0 D D ~
f) Conflict with the provisions of an adopted Habitat
Conservation Plan, Natural Community Conservation
2~
Tralee (pak-N~Save Site)
Initial Study - 19
Plan, or other approved local, regional, or state habitat
conservation plan?
D
D
D
ø
Discussion:
The proposed project would not result in significant adverse impacts to biological resources. A brief
discussion of each environmental topic included under Section 4 is presented below.
a) The project site is currently developed with a retail building and parking lot. Existing trees were
planted when the site was developed. Project development would not adversely affect candidate,
sensitive or special status species.
b) There is no riparian habitat located on the project site.
c) There are no wetland areas on the project site.
d) Project development would not interfere with the movement of migratory fish and wildlife.
e) Project development would result in the removal of approximately 109 trees, none of which are
"Heritage Trees" as defined in the City's Tree Ordinance. The project landscape plan proposes
extensive tree planting. The landscape plan shows the number of replacement trees to be greater
than the 109 trees to be removed.
f) The project would not interfere with any adopted habitat conservation plans, natural community
conservation plans or other conservation plans.
Mitigation Measures:
N one required.
Finding:
"fhe project would not adversely affect biological resources.
Potentially
Signifiomt
Potentially Unless Less Than
Significant j\·(itigatiOtl Significant No
Itnpact Incorporated Impact Impact
5. CULTURAL RESOURCES. Would the project:
a) Cause a substantial adverse change in the significance
of a historical resource as defined in §15064.5? D D D ø
b) Cause a substantial adverse change in the significance
of an archaeological resource pursuant to §15064.5? D D D ø
c) Directly or indirectly destroy a unique paleontological
resource or site or unique geologic feature? D D D ø
d) Disturb any human remains, including those D D D ø
interred outside of formal cemeteries?
Discussion:
The proposed project would not result in significant adverse impacts to cultural resources. In the event
unknown cultural resources are discovered on site during earth moving activities, the recommended mitigation
Tralee (pak-N-Save Site)
2ft
Initial Study - 20
measures would reduce potential impacts to unknown cultural resources to a less than significant level. A brief
discussion of each environmental topic included under Section 5 is presented below.
a) The project site contains a retail structure constructed in 1973. There are no buildings on site that
are considered historical resources as defined in Section 15064.5.
b) There are no known archaeological resources present on the project site.
c) There are no known palentological resources present on site.
d) Project development would not disturb any known human remains.
Mitigation Measures for Unknown Cultural Resources:
Should any cultural materials or human remains be exposed or discovered during earth moving activities,
the following mitigation measures shall be implemented:
5.1 Operations shall stop within 100 feet of the find and a qualified professional archaeologist shall be
contacted for further review and recommendations.
5.2 If human remains are discovered, the Alameda County Coroner shall be notified. The Coroner
would determine whether or not the remains were Native American. If the Coroner determines the
remains are not subject to his authority, the Native American Heritage Commission will be notified,
who would attempt to identify descendants of the deceased Native American.
5.3 If the Community Development Director finds that the archaeological find is not a significant
resource, work would resume only after the submittal of a prelinùnary archaeological report and
after provision for reburial and ongoing monitoring accepted. Provisions for identifying descendants
of a deceased Native American and for reburial would follow the protocol set forth in the CEQA
Guidelines. If the site is found to be a significant archaeological site, a mitigation program will be
prepared and submitted to the Community Development Director for consideration and approval
in conformance with the protocol set forth in the CEQA Guidelines.
Finding:
There are no known cultural resources. The recommended mitigation measures would reduce potential
impacts to unknown cultural resources to a less than significant level.
Potcnti:1l1y
SiWlificant
impact
Potc::nrially
Significant
Unl(,~~$
Mitigatioß
Incorporn.n:tI
] ..c;:s~ Than
Significant
Impact
No
Impact
6. GEOLOGY AND SOILS. Would the project:
a) Expose people or structures to potential substantial
adverse effects, including the risk of loss, injury, or
death involving:
i) Rupture of a known earthquake fault, as delineated
on the most recent Alquist-Priolo Earthquake Fault
Zoning Map issued by the State Geologist for the area
or based on other substantial evidence of a know fault?
3D
Tralee (pak-N-Save Site) Initial Study - 21
Refer to Division of Mines and Geology Special
Publication 42. D D [2J D
ü) Strong seismic ground shaking? D [2J D D
üi) Seismic-related ground failure, including
liquefaction? D D [2J D
iv) Landslides? D D [2J D
b) Result in substantial soil erosion or the loss of topsoil? D [2J D D
c) Be located on a geologic unit of soil that is unstable,
or that would become unstable as a result of the
project, and potentially result in 011.- or off-site
landslide, lateral spreading, subsidence, liquefaction or
collapse? D D [2J D
d) Be located on expansive soil, as defIned in Table
18-1-B of the Uniform Building Code (1994), creating
substantial risks to life or property? D [2J D D
e) Have soils incapable of adequately supporting the use
of septic tanks or alternative wastewater disposal
systems where sewers are not available for the
disposal of wastewater? D D D [2J
Discussion:
The Geotethnical Investigation on Pak-N-Save PropertY prepared by Terrasearch, Ine. (2002) was used in
analyzing potential impacts. Based on the geotechnical investigation, the project site is subject to strong
seismic ground shaking. The recommended mitigation measures would reduce potentially significant
impacts. A brief discussion of each envirorunental topic included under Section 6 is presented below.
a) The project site within the Coast Ranges geomorphic province, a belt of sedimentary, volcanic and
metamorphic rocks, which extend from southern California to Oregon. The structural geology of
the Coast Ranges is complex and dominated by transpressive stress concentrated along faults within
the San Andreas Fault system. On the eastern portion of the San Francisco Bay, bedrock geology
consists of sedimentary and metamorphic rocks ranging from Cretaceous through Quaternary
periods (up to 144 million years to present). The materials underlying the project site consist of
Holocene fine-grained alluvium. The fine-grained alluvium consists of unconsolidated, plastic,
moderately to poorly sorted silt and clay rich in organic matter. This unit was fonned in poorly
drained areas and in standing floodwaters and has a maximum thickness of ten feet. Truck
sequences of clay, silt, sand and gravel underlie each of these units for several feet and Mesozoic and
Tertiary sedimentary and meta-sedimentary rocks underlie the thick alluvium.
The Pleasanton Fault lies approximately 0.5 mile east and the Calaveras Fault is located
approximately 1.2 miles west-southwest of the project site. The Pleasanton and Calaveras Faults are
considered active. The site is not within an Alquist-Priolo Zone but is within a Seismic Hazard
Zone. Sites within a Seismic Hazard Zone are required to prepare a geotechnical report to assess the
nature and severity of the seismic hazards (California Code of Regulations, Article 10, Section 3724).
A geotechnical report (referenced above) was prepared on the project site. During a seismic event,
the site could be subject to strong ground shaking. Since fault lines are not within the site or project
toward the site, the possibility of surface fault rupture is negligible
.3l
Tralee (pak-N-Save Site)
Initial Study - 22
The potential for liquefaction is negligible. Because of the relatively flat site and the nature of the
subsurface materials, the potential for landslide is remote.
b) Although the project site is relatively flat, there is a potential for erosion during construction
activities. The preparation of a Storm Water Pollution Prevention Plan is recommended as a
mitigation measures in Section 8 Hydrology and Water Quality and would reduce erosion.
c) See Item 6a above.
d) The prominent geotechnical feature at the site is the presence near surface, moderately and highly
expansive clay and undocumented fill. The expansive day material is prone to heave and shrink
movements with changes in the moisture content. This is considered a potentially significant impact.
e) Project development would be hooked up to the municipal sewer system.
Mitigation Measure:
6.1 Design of grading, foundations, sub-structure and structures shall comply with the
recommendations of the Geotet"hnica! Investigation on Pak-N-Save PropertY (ferrasearch 2002), applicable
building, plumbing and fire codes as directed by the City Engineer.
6.2 To minimize erosion during construction, prepare a SWPPP as described in Mitigation Measure
8.1.
6.3 Nonengineered fill up to 2.5 feet at the eastern portion of the site shall be removed and placed
back as engineered fill and compacted to a minimum degree of relative compaction of 90 percent
at two percent to three percent above optimum moisture content. Contingencies shall be made for
the possibility of encountering old fill material deeper than 2.5 feet in the areas. During demolition,
additional subsurface investigation of the site consisting of excavating a number of backhoe test
pits shall be carried out to provide a better evaluation of the presence and extent of old fill.
6.4 Demolition shall include the complete removal of all surface and subsurface structures. If any of
the following are encountered: concrete, septic tanks, gas and oil tanks, storm inlets, foundations,
asphalt, machinery, equipment, debris and trash, these shall be removed. All trees shall be properly
grubbed to remove the major root system. All known underground structures shall be located on
the grading plans so that proper removal can be carried out.
6.5 All finish grades shall provide a positive gradient to an adequate discharge point in order to provide
a rapid removal of surface water runoff away from all foundations. No ponding of water shall be
allowed on the pad or adjacent to the foundations. Surface drainage shall be provided as designed
by the project Civil Engineer and maintained by the property owners at all times.
6.6 Any changes in grading or building design that would be significantly affected by geologic hazards
or soils conditions, or in turn would significantly alter geologic or soils conditions, shall be
accompanied by a re-analysis of those conditions. In addition, any conditions discovered during
excavation or grading that significantly depart from the previously described geologic and soils
setting shall be evaluated.
3v
Tralee (pak-N-Save Site)
Initial Study - 23
Finding:
With the incorporation of the recommended mitigation measures into the project, the project would not
expose persons or property to significant impacts associated with soil or geologic conditions on the
project site.
Pl.>tt~ntiaUy
Significant
Potentially Un]ess Less Than
Significant Mitigation S1gnificant No
Impact Incorporated Impact Impact
7. HAZARDS AND HAZARDOUS MATERIALS. Would
the project involve:
a) Create a significant hazard to the public or the
environment through the routine transport, use, or
disposal of hazardous materials? D ~ D D
b) Create a significant hazard to the public or the
environment through reasonably foreseeable upset
and accident conditions involving the release of
hazardous materials into the environment? D 121 D D
c) Emit hazardous emissions or handle hazardous or
acutely hazardous materials, substances, or waste
within one-quarter mile of an existing or proposed
school? D D D ~
d) Be located on a site which is included on a list of
hazardous materials sites compiled pursuant to
Government Code Section 65962.5 and, as a result,
would it create a significant hazard to the public or
the environment? D D D 121
e) For a project located within an airport land use plan
or, where such a plan has not been adopted, within
two miles of a public airport or public use airport,
would the project result in a safety hazard for people
residing or working in the project area? D D D ~
t) For a project within the vicinity of a private
airstrip, would the project result in a safety
hazard for people residing or working in the project
area? D D D ~
g) Impair implementation of or physically interfere with
an adopted emergency response plan or emergency
evacuation plan? D D D ~
h) Expose people or structures to a significant risk of loss,
injury or death involving wildland fires, including
where wildlands are adjacent to urbanized areas or
where residences are intermixed with wildlands? D D D 121
;;3
Tralee (pak-N-Save Site)
Initial Study - 24
Discussion:
This discussion is based on the Phase I Environmental Site Assessment With Phase II Groundwater Sampling
Former PakN Save Building 6633 Dublin Boulevard Dublin, Califtrnia. (2002). Asbestos-containing materials,
including floor tile and roof sealant, were identified in the building. Recommended mitigation measures
would reduce potentially significant impacts to a less than significant level. A brief discussion of each
environmental topic included under Section 7 is presented below.
a) Site clean up activities would result in the transport of asbestos, a hazardous material.
b) The buildings was inspected for asbestos and an asbestos sampling program conducted. The results
of the asbestos sampling determined the vinyl floor tile and the roof sealant contained asbestos.
Some of the lighting systems in the building include florescent lighting. Older florescent lamp
ballasts often contain Polychlorinated Biphenyls (PCBs). These lamp ballasts will need to be
sampled for PCBs prior to building demolition to determine the proper disposal method of the
lamp ballasts.
A search of state and federal regulatory data base revealed there were no facilities within the vicinity
of the project that stored or handled hazardous material. There are 25 leaking underground fuel
storage tanks cases listed within 0.5 mile of the site. Of these, three are within one-eighth of a mile.
The large number of leaking underground storage tanks could be an indication of a regional
groundwater problem, Therefore, a groundwater screening was conducted at the site to address the
concern of petroleum hydrocarbon contamination in groundwater beneath the project site.
Groundwater samples were obtained at four boreholes on the property. Four soil and three
groundwater samples were obtained. No evidence of subsurface impairment was observed during
the sampling program. All samples were analyzed for total petroleum hydrocarbons for both
gasoline and diesel and the aromatic constituents benzene, toluene, ethylbenzene and xylene
(BTEX). The results of the analysis for total petroleum hydrocarbons and BTEX were not detected
for all groundwater samples analyzed.
c) There are no existing schools or planned school located with 0.25 mile of the project site.
d) The project site is not included on the Department of Toxic Substance Control's site clean up list.
(DTSC 2004).
e) The project site is not located within the Alameda County Airport Land Use Commission
jurisdiction
f) The project site is not located within two miles of any private airstrip.
g) The project would not interfere with adopted emergency response and evacuation plans.
h) The project site is within the city limits and surrounded by urban development. 'There are no
wildland areas within the project vicinity.
Mitigation Measures:
7.1 An abatement specification shall be prepared for use by the selected abatement contractor. It shall
document the asbestos-containing materials (ACMs) identified during the demolition-level survey,
list the regulations that will apply to the abatement work and outline the procedures to be used for
abatement. Abatement work must be performed in accordance with local, state and federal laws and
regulations, including but not limited to California Occupational Safety and Health Administration
Tralee (pak-N-Save Site)
3t
Initial Study - 25
(Cal/OSHA), National Emission Standard for Hazardous Air Pollutants (NESHAPS) and the Bay
Area Air Quality Management District (BAAQMD). The EP A or their designated local oversight
agency, such as BAAQMD, must be notified of abatement of the regulated ACMs at least ten
working days prior to commencement of the abatement work.
7.2 Asbestos waste shall be transported to a disposal facility and disposed of properly in accordance
with local, state and federal laws and regulations, including but not limited to the Department of
Transportation, the Toxic Substances Control Act, Cal/OSHA and the California Highway Patrol.
7.3 Prior to building demolition, the florescent lamp ballasts shall be sampled for PCBs and the proper
disposal method for the lamp ballasts identified.
Finding:
With incorporation of the recommended mitigation measures into the project, the project would not
expose construction workers, occupants and visitors to significant harmful levels of hazardous materials.
Potentially
Sígnificanr
Potentially Unless Less lòan
Significant Mitigatiun Significant N(I
Impa.ct Incorporated Impact Impact
8. HYDROLOGY AND WATER QUALITY.
Would the project:
a) Violate any water quality standards or waste discharge
requirements? 0 IZI 0 0
b) Substantially deplete groundwater supplies or interfere
substantially with groundwater recharge such that
there would be a net deficit in aquifer volume or a
lowering of the local gIOundwater table (e.g., the
production rate of pre-existing nearby wells would
drop to a level which would not support existing land
uses or planned uses for which permits have been 0 IZI
granted?) 0 0
c) Substantially alter the existing drainage pattern of the
site or area, including through the alteration of the
course of a stream or river, in a manner, which would
result in substantial erosion or siltation on- or off-site? 0 IZI 0 0
d) Substantially alter the existing drainage pattern of the
site area, including through the alteration of the
course of a stream or river, or substantially increase
the rate or amount of surface runoff in a manner,
which would result in flooding on- or off-site? 0 0 IZI 0
e) Create or contribute runoff water which would exceed
the capacity of existing or planned Storm water
drainage systems or provide substantial additional ø 0
sources of polluted runoff? 0 0
t) Otherwise substantially degrade water quality? 0 0 IZI 0
35'
Tralee (pak-N-Save Site)
Initial Study - 26
g) Place housing within a IOO-year flood hazard area as
mapped on a federal Flood Hazard Boundary or
Flood Insurance Rate Map or other flood hazard
delineation map? D
D
D
r2J
h) Place within a IOO-year flood hazard area structures
which would impede or redirect flood flows? D
D
D
r2J
i) Expose people or structures to a significant risk ofloss,
injury or death involving flooding, including flooding as
a result of the failure of a levee or dam? D
j) Inundation by seiche, tsunami, or mud flow? D
D
D
D
o
r2J
r2J
Discussion:
Project construction activities could result in site erosion. The recommended mitigation measures would
reduce potentially significant impacts to a less than significant level. A brief discussion of each
environmental topic is presented below.
a) The project could temporarily violate water quality standards or waste discharge requirements if
adequate erosion control measures are not in place during construction.
b) The project would not adversely affect the quality or quantity of the local groundwater.
c) Grading during project construction could compound and increase erosion on site. Increased
erosion could result in sediment entering the storm drains leading to a reduction in water quality.
d)· Project development would not result in significant changes in drainage conditions at the project
site. Currently, the site is covered with about 95 percent impermeable surface. With the project,
there would be a slight reduction in the impermeable surface coverage as a result of the lawn area
proposed in the Village Green. Surface runoff would be expected to be ~imilar or slightly less th~n
with the existing development at the site. The project storm drain system would include an IS-inch
storm drain that connects with the existing 39-inch storm drain in Sierra Lane; and an is-inch storm
drainft that connects into the City's existing 4S-inch storm drain pipe that extends in an easement
along the west side of the site. This pipe eventually discharges to Zone 7's G-I-I flood control
channel near the southern comer of Dublin Boulevard and Dublin Court. The proposed storm
drain improvements would be adequate to handle project runoff..
e) Project runoff is not expected to adversely affect the capacity of the current storm drain system.
specific locations within the landscaped areas of the project. The project would also include
underground f1lters in the storm system. The storm water f1ltering landscape areas would be
designed to meet Best Management Practices (BMPs).
f) Other than potential pollutants caused by project construction (see Item Sc above) there is no
project operation that would substantially degrade water quality.
g) The project site is not within a lOO-year flood hazard area.
h) See Item Sg above.
i) The project site is not within the path of a levee or dam.
=3lO
Tralee (pak-N-Save Site)
Initial Study - 27
j) The project site is not subject to inundation by seiche, tsunami or mudflow. The site is about 17
miles from the nearest major water body - San Francisco Bay.
Mitigation Measures for Potential Erosion from Construction Activities:
8.1 A Storm Water Pollution Prevention Plan shall be prepared in compliance with the NPDES permit
included in the erosion control measures appropriate for the project. Design of these measures shall
be updated each year prior to September 30 and approved by the City Engineer.
Finding:
With incorporation of the recommended mitigation measures, the project would not violate any water
quality standards or waste discharge requirements.
Putl'TItially
Siwtificant
Potentially Unless Less Than
S1gnifica.nr. Mitigation Significant No
lmpact J ncorpuratc.~d Imp.c, Imp.c,
9. LAND USE PLANNING. Would the project:
a) Physically divide an established community? D D D [gJ
b) Conflict with any applicable land use plan, policy, or
regulation of an agency with jurisdiction over the
project (including, but not limited to the general plan,
specific plan, local coastal program, or zoning
ordinance) adopted for the purpose of avoiding or
mitigating an environmental effect? D D [gJ D
c) Conflict with any applicable habitat conservation plan
or natural community conservation plan? D D D [gJ
Discussion:
a) The project would not divide an established community. Project development would introduce a
residential use into a retail commercial area. The project would replace existing retail development
with mixed-use (retail and medium high density residential) development.
b) The proposed General Plan Amendment would allow the Mixed Use land use designation in the
Primary Planning Area with a Floor Area Ratio (FAR) of .30-1.0. The proposed project would have
an FAR of .83, which is consistent with the range of F ARs and uses permitted within this district.
The project would not conflict with applicable policies of the General Plan and Zoning Ordinance.
A summary of project consistency is presented as Exhibit A.
c) The project would not conflict with habitat conservation on natural community conservation plans
as none exist on or near the site..
Mitigation Measures:
None required.
Finding:
The project would be consistent with the General Plan and Zoning Ordinance and would be compatible
with nearby land uses and would not have adverse land use and planning impacts.
:S1
Tralee (pak-N-Save Site)
Initial Study - 28
Potentially
Significant
Potentially Unless Less Than
S~ificant Mitigation Significant No
Impact In(O'fPo'l'atei. Impact Impact
10. MINERAL RESOURCES. Would the project;
a) Result in the loss of availability of a known mineral
resource that would be of value to the region and the
residents of the state? 0 0 0 [Z]
b) Result in the loss of availability of a locally-important
mineral resource recovery site delineated on a local
general plan, specific plan or other land use plan? 0 0 D IZ1
Discussion:
The proposed project would not result in impacts to mineral resources. A brief discussion of each
environmental topic included under Section 10 is presented below
a) The project site does not contain any known mineral resources.
b) The project site is not designated as a locally important mineral resources recovery site.
]\¡[jtigation Measures:
N one required.
Finding:
Pruject development would not result in any impacts to known or designated mineral resources.
Pntl;tltialJy
Significant
Potentially Unlc~5 I..(~~~ Th¡ul
Significant Mitigation Significant No
I mpa« I ncotpor:Hed Impact Impact
11. NOISE. Would the project result in:
a) Exposure of persons to or generation of noise levels
in excess of standards established in the local general
plan, specific plan or noise ordinance, or applicable
standards of other agencies? D [Z] D D
b) Exposure of persons to or generation of excessive
groundbome vibration or groundbome noise levels? D D D [Z]
c) A substantial permanent increase in ambient noise
levels in the project vicinity above levels existing [Z] D
without the project? D 0
d) A substantial temporary or periodic increase in ambient
noise levels in the project vicinity above levels existing 0 0
without the project? 0 IZ1
.3(
Tralee (Pak-N-Save Site)
Initial Study - 29
e) For a project located within an airport land use plan or,
where such a plan has not been adopted, within two
miles of a public airport or public use airport, wOLÙd
the project expose people residing or working in the
project area to excessive noise levels? D
D
D
[g]
f) For a project within the vicinity of a private airstrip,
wOLÙd the project expose people residing or working in
the project area to excessive noise levels? D
D
D
[g]
Discussion:
This discussion is based on the Environmental Noise Impad Analysis for the Tralee Mixed-Use Pfo/"ect Dublin,
CA (2004) prepared by Rosen Goldberg & Der (included as Exhibit B). The proposed project would
result in temporary noise itnpacts due to construction activities and residents would be exposed to noise
levels in excess of City policies. The recommended mitigation measures would reduce noise itnpacts to a
less than significant level. A brief discussion of each environmental topic included under Section 11 is
presented below.
a) The major noise source that affects the project site is vehicular traffic on Dublin Boulevard,
Dougherty Road and Sierra Lane. Other noise sources include distant traffic on Interstates 580 and
680 and an existing gas station/car wash at the southeast end of the project site. The future noise
environment would include noise generated by construction activities, traffic, the project's
mechanical equipment and the car wash at the nearby gas station.
City of Dublin Noise Standards
The Dublin Noise Element of the General Plan contains guiding policies to mitigate traffic noise
levels to those identified by Table 9.1 of the Noise Element. For residential development, a CNEL
of 60 dBA or less is considered "nonnally acceptable". A CNEL of 60 to 70 dBA is considered
"conditionally acceptable" and requires that noise insulation features be included in the project
design. A CNEL of 70 to 75 dBA is considered "nonnally unacceptable" for residences. For offices
and retail commercial, the City is more lenient since these uses are considered less noise sensitive. A
CNEL of 70 dBA or less is normally acceptable while a CNEL of 70 to 75 dBA is conditionally
acceptable.
The City of Dublin does not have a quantitative goal for noise levels in residential outdoor use
areas. The General Plan does, however, identify a CNEL of 60 to 65 dBA as being conditionally
acceptable for neighborhood parks. Based on this information, discussions with City staff and use
of outdoor noise criteria used for previous projects in Dublin, a CNEL of 65 dBA was used as the
maximum goal for noise in outdoor use areas.
The Noise Element has itnplementing policies to help achieve the goal of mitigating traffic noise
itnpacts. Two policies are applicable to the project: Policy E "Design Dougherty Road
itnprovements and adjoining residential development for compliance with noise standards" and
Policy H "Review all multi-family development proposals within the projected 60 CNEL contour
for compliance with noise standards (45 CNEL in any habitable room) as required by State law."
The Noise Element allows project designers to use one or more of four available categories of
mitigation measures: site planning, architectural layout (bedrooms away from noise source, for
example), noise barriers or construction modifications to reduce noise itnpacts.
~1
Tralcc (pak-N-Save Site)
Initial Study - 30
Existing Noise Environment
Vehicular traffic on Dublin Boulevard, Dougherty Road and Sierra Lane represent the major noise
source affecting the project site. Other noise sources include distant traffic on Interstates 580 and
680 and an existing gas station/car wash at the southeast end of the project site. Land uses
surrounding the site are primarily commercial offices or retail with athletic fields (Dublin Sports
Grounds) across Dublin Boulevard.
Noise measurements were made on the project site to quantify the existing noise environment. The
measurements included two 24-hour noise measurements, one along Dougherty Road and the other
along Sierra Lane; and three short-term (15 minute) measurements, one along Dublin Boulevard,
another at the west end of the site, and the third near the car wash. The 24-hour measurements
indicate that proposed buildings would be exposed to a CNEL 72 dBA along Dougherty Road and
a CNEL of 67 dBA along Sierra Lane. It is noted the maximum noise levels (loudness of a single
event such as car pass~by or airplane flyover) from truck pass-bys on Sierra Lane were typically
Lnax 70 to 80 dBA. The short-team measurements were correlated with the long term measurements
to show that proposed buildings would be exposed to a CNEL 70 dBA along Dublin Boulevard and
a CNEL of 69 dBA at the western end of the site near Building 15. There is an existing masonry
wall ranging in height from about ten to 17 feet that separates the car wash from the project site.
Future Noise Environment
Comtrudion
Noise from construction could generate short term noise levels that are significantly in excess of
existing noise levels on the site. Construction sounds include those from diesel powered vehicles,
stationary compressors and regular hand tools. Construction equipment typically emits maximum
sound levels of 80 to 90 dBA at 50 feet. Adjacent conunercial spaces are about 100 feet from the
site. These uses would be exposed to maximum noise levels of74 to 84 dBA when construction
, activity is occurring at the perimeter of the site. Depending on the phasing and hours of operations,
there may be occupied residences on the site that are exposed to noise that could interfere with
speech conununications or if occurring in the early morning or weekends, with sleep. Construction
noise is considered a potentially significant impact.
Traffic
According to the project traffic study (Omni-Means 2004), increased traffic on roads due to the
project would be insignificant as compared to the volumes that were present while the Pak-N-Save
was open. However, traffic projects for the area indicate that there will be an increase in cumulative
volumes were compared to determine the corresponding increase in future noise. Noise along
Dougherty Road would increase by less than one dBA due to cumulative growth. Along Dublin
Boulevard, peak hour traffic volumes are expected to double and this corresponds to a three dBA
increase in noise levels. No traffic data was available for Sierra Lane, but it was assumed the change
would be similar to Dougherty Road, with an increase of less than one dBA. Therefore, the future
noise level at the buildings closest to Sierra Lane (Buildings 2,3,4 and 5) would be a CNEL of 67
dBA.
Dougherty Road is planned to be widened which would place the roadway about 12 feet closer to
the site. Detailed striping and lane configuration were not available, but assuming the change could
add a new travel lane, the nearest buildings would be exposed to a half dBA increase. This would
expose Buildings 10, 14, 18 and 20 to a CNEL of 70 to 73 dBA. Along Dublin Boulevard, peak
hour traffic volumes ate expected to double resulting in a three dBA increase in noise levels. The
future noise level along Dublin Boulevard would reach a CNEL of 73 dBA. Future noise levels
from local roadways will exceed the City's "normally acceptable" noise level goal of CNEL of 60
dBA at the residences along Dougherty Road, Dublin Boulevard and Sierra Lane. Exposure of
lfi)
Tralee (pak-N-Savc Site)
Initial Study - 31
residential units to noise levels over the City's normally acceptable goal is considered a significant
impact.
There are two types of outdoor use areas proposed: the village green and swimming pool and those
associated with the residential units (porch or balcony). Noise at the pool area would be less affected
by traffic noise due to acoustical shielding provided by intervening buildings. The noise level in this
area is calculated at a CNEL of less than 65 dBA and would meet the City's goal for outdoor use
areas. Decks and porches in some or all of Buildings 1 - 5, 10, 14, 15, 18 and 20; and Commercial
Buildings 1,3 and 4 would be exposed to noise levels over CNEL 65 dBA. This is considered a
potentially significant impact.
Mechanical Equipment
Other potential noise sources associated with this type of project include air-conditioning
equipment. At the Village Center, there would be residential above retail and parking. Mechanical
equipment such as fans and compressors can be attached to the ceiling of the retail space and this
can transmit excessive noise in residential uses above. Similarly there may be garage exhaust fans or
larger commercial-sized cooling towers or chillers. If these large machines are needed, there is the
potential for them to emit high noise levels in indoor use areas. This is considered a potentially
significant impact.
Car Wash
The masonry wall separating the car wash from the project site would provide acoustic shielding at
the first floor level for Buildings 19 and 20, but at the second and third levels the shielding would be
less. Residential noise levels in Buildings 19 and 20 and Commercial Buildings 2 and 4 could reach a
maximum of S5 dBA indoors with windows open. This would be audible but would not interfere
with speech. This is considered a less than significant impact.
b) There are no known sources of ground borne vibration associated with the project.
c) Project-generated traffic would be less than with the existing General Plan land use designation of
Office/Retail at the site. Project development would not result in a noticeable increase in noise on
local roadways. No other permanent noise sources have been identified as having the potential for
significantly increasing ambient noise levels.
d) Construction noise could impact nearby commercial uses and possibly project residential
development if units are occupied before project completion. The City does not have any
quantitative standards for construction but it is likely that construction noise would be loud enough
to cause activity interference at adjacent commercial development and project residential
development if occupancy occurs before project completion. This is a potentially significant impact.
e) The project is not within two miles of a public airport or public use airport.
f) The project is not within the vicinity of a private airstrip.
Mitigation Measures:
ConJ'truction NoÙe
11.1 Applicant shall comply with the City's standard conditions of project approval related to
construction noise as follows:
4-\
Tralee (pak-N-Save Site)
Initial Study - 32
a. Construction activities, including the maintenance and warming of equipment, shall be limited
to Monday through Friday, and non-City holidays, between the hours of 7:30 a.m. and 5:30
p.m. except as otherwise approved by the City Engineer.
b. Developer shall prepare a Construction Noise Management Plan, to be approved by the City
Engineer and Community Development Director that identifies the measures to be taken to
minimize construction noise on surrounding properties. Specific management measures shall
be included in the project plans and specifications. The plan shall include:
1) hours of construction operation;
2) use of mufflers on construction equipment;
3) speed limit for construction traffic;
4) haul routes; and
5) a noise monitor.
c. In addition, this Initial Study recorrunends that the Noise Management Plan also include the
following:
1) the name of the construction monitor shall be posted at the entry to the site;
2) the construction noise monitor will be responsible for responding to complaints and
taking measures to reduce the noise level;
3) a construction phasing plan showing the duration of each phase and equipment used;
the location of stationary equipment; and
4) estimate noise levels at nearest sensitive corrunercial or retail uses at the west end of the
site and across Sierra Lane.
Traffic Noise
11.2 Sound-rated building construction shall be used to achieve acceptable indoor noise levels as per the
State Building Code and City's Noise Element. The specification of these treatments shall be
developed during the architectural design of the buildings. In general, rooms that would be
exposed to future noise levels over a CNEL of 65 dBA will require sound rated windows. These
include Buildings 1 (two easterly units), 2, 3,4, 5, to (four easterly units), 14 (two easterly units), 18
(four easterly units) 20, and residential units in Commercial Buildings 1,3 and 4). In addition, all
units in the project will require mechanical ventilation to allow the windows to be closed for noise
control. An acoustical consultant should review the architectural design to be sure that the required
treatments are incorporated into the construction documents.
Outdoor Use Arras
11.3 Porches and decks exposed to a CNEL of 65 to 70 dBA (Buildings 1,2,3,4,5, to, 14, 15, 18,20;
and Corrunercial Buildings 1,3, and 4) shall incorporate a solid balcony or porch railing
(approximately six feet tall) to reduce noise below a CNEL of 65 dBA. The solid railing can be
made of wood, glass or acrylic materials.
Porches and decks exposed to a CNEL greater than 70 dBA (Buildings 18 and 20; and Commercial
Buildings 3 and 4) would likely need to be fully enclosed to meet a CNEL of 65 dBA. The
enclosure could incorporate sliding windows or doors on all sides to allow for natural air flow. An
acoustical consultant shall review the architectural design to be sure that the appropriate treatments
are incorporated into the construction documents to achieve the City's outdoor noise goals.
Mechanical Equipment
11.4 The City does not have a quantitative noise standard for mechanical equipment such as
refrigeration units or air-conditioning systems. Noise generated by stationary sources at the project
will need to meet, at a minimum, the performance standards contained in the Noise Element. In
addition, the mechanical noise should not significandy increase existing noise levels. The required
Lf'2-
Tralee (pak-N-Save Site)
Initial Study - 33
noise level limit for mechanical equipment will vary, depending upon the location of the equipment
on site. In general, mechanical noise shall be limited to a CNEL of 60 to 70 dBA.
An acoustical consultant shall review the project during the architectural design phase to verify that
the project mechanical design will achieve the City's acoustical requirements.
Finding:
With incorporation of the recommended mitigation measures into the project, the project would not
expose residential neighbors and project residents to significant unacceptable noise levels during
construction or operation.
Potentially
Significa.nt
Impact
Pntttltially
Significant
Unless
Mitigation
Incurporated
Less 'loan
Significant
Impact
No
Impact
12. POPULATION AND HOUSING. Wowd the project:
a) Induce substantial popwation growth in an area,
either directly (for example, by proposing new homes
and business) or indirectly (for example, through
extension of roads or other infrastructure)? D
D
[8J
D
b) Displace substantial numbers of existing housing,
necessitating the construction of replacement housing
elsewhere? D
D
D
[8J
c) Displace substantial numbers of people, necessitating
the construction of replacement housing elsewhere? D
D
D
[8J
Discussion:
The project would result in an increase of 233 housing units in the project vicinity. This would
contribute to the City's need for new housing. A brief discussion of each environmental topic included
under Section 12 is presented below.
a) Using the City's current estimate of the average household size of 2.65 persons per housing unit, a
population increase of approximately 617 persons could result. The project site is a developed inftll
site and is currendy served by existing city roadways and utilities.
b) The project would create 233 new housing units, making a contribution the housing needs of
Dublin. The project proposes 29 affordable housing units for the townhome-style condominium
units. The project proposes 14 housing units for moderate income households, six units for low
income households and nine units for very low income households. The project would be in
compliance with the City's Inclusionary Ordinance.
c) The project would replace existing retail space with new housing. This would result in an increase in
the housing stock in Dublin.
:Mitigation Measures:
N one required.
Tralee (pak~N-Save Site)
Initial Study - 34
Lfy
Finding:
The project would not generate a significant increase in population. The project would increase the
amount of housing in Dublin including seven below market rate housing units.
Potentially
Significant
Impact
13. PUBLIC SERVICES. Would the project result in
substantial adverse physical impacts associated with the
provision of new or physically altered government facilities,
need for new or physically altered governmental facilities,
the construction of which could cause significant
environmental impacts, in order to maintain acceptable
service ratios, response times or other performance
objectives for any of the public services:
a) Fire protection?
b) Police protection?
c) Schools?
d) Parks?
e) Other public facilities?
D
D
D
D
D
Potentially
Siit;:nifica.nt
Unless
Mitigation
I tl(Ütp0t",ued
D
D
D
D
D
Less Than
Significant
Impact
~
~
~
rz1
D
Discussion:
Project development would not result in significant impacts to existing public services. A brief
discussion of each environmental topic included under Section 13 is presented below.
No
Impact
D
D
D
D
~
a) Fire services are provided by the Alameda County Fire Department under contract to the City of
Dublin. Thirty six line personnel are assigned over three shifts to the City on three engine
companies and one truck company. There are three fire stations in Dublin: Stations 16, 17, and 18
(City of Dublin web site: www.ci.dublin.ca.us). First response to the project site would come from
Station 16 with second response from Station 17; the response time is approximately six to eight
minutes (J\1c:Millan 2004).
All project buildings would be required to include sprinklers in compliance with the Uniform
Building and Fire Codes as adopted by the City of Dublin. While project development would
replace a portion of the existing retail development with new residential development, the project is
not anticipated to adversely affect the Department's ability to respond to emergencies within the
four to eight minute response time.
b) Police services are provided by the Alameda County Sheriffs Office under contract to the City of
Dublin. Patrol, criminal investigation, crime prevention and business office functions are performed
at the Department's business office located at 100 Civic Plaza (City of Dublin web site:
www.ci.dublin.ca.us) .
t.+L-f
Tralee (pak-N-Save Site)
Initial Study - 35
c) Dublin Unified School District serves residents in Dublin. Based on the District's student
generation rates, approximately 147 school-age children could result from the project (Dublin
Unified School District, 2004). The project will be required to pay Dublin Unified School District
impact fees as required for all residential projects. The potential increase in students is considered
less than significant.
d) The project proposes a village green and swimming pool for the use of project residents. As with
other Dublin residents, project residents would be expected to use City and regional parks. The
nearest City recreational facility is the Dublin Sports Grounds which includes a range of athletic
fields and is located less than a quarter mile to the east of the project site on Dublin Boulevard.
The project would generate an estimated 617 new residents, based on average household size in
Dublin. The project will be required to pay park impact fees, therefore, any park impacts will be less
than significant.
e) The project would not adversely affect other public facilities.
Mitigation Measures:
None required.
Finding:
Project development would not adversely affect public services.
Potentially
S~nifican[
Pot<'':f1tiaUy l;nlc~5 J,l~~~ ','han
Significanr l",fitigarion Significant No
Imp"ct Jncorporat(.~d Impact Impact
l4. RECREATION. Would the project:
a) WOlÙd the project increase the use of existing
neighborhood and regional parks or other recreational
facilities such that substantial physical deterioration of
the facility would occur or be accelerated? D D [8J D
b) Does the project include recreational facilities or
require the construction or expansion of recreational
facilities, which might have an adverse physical effect
on the environment? D D [8J D
Discussion:
Project development would result in a potential increase in the use of park and other recreational
facilities. However, potential increases are expected to be less than significant. A brief discussion of each
environmental topic included under Section 14 is presented below.
a) The project would increase the number of residents in Dublin, and it can be expected that these
residents will use local and regional parks and other recreational facilities. The project will be
required to participate in the City's adopted park impact fee program, therefore, there will be no
significant impact. See also Item 13d, Section 13 Public Services above.
Lf6
Tralee (pak-N-Save Site)
Initial Study - 36
b) The project includes an outdoor swimming pool which is considered an active recreational use.
Additionally a tot lot and lawn area with benches would be provided ill the village green. Pedestrian
paths would provide access to the village green and the retail areas. See also Item 13d, Section 13
Public Services above.
Mitigation Measures:
N one required.
Finding:
Project development would not adversely affect local and regional recreational facilities.
Potentially
Significant
Impact
Potentially
Signifi!:a.nr.
Unkss
M,tigatiun
Incorporated
J..Æ5sThan
Sígllificat1t
Impact
;'\;1,1
Impact
15. TRANSPORTATION/CIRCULATION. Would the
proposal result in:
a) Cause an increase in traffic, which is substantial in
relation to the existing traffic load and capacity of the
street system (i.e., result in a substantial increase in
either the nwnber of vehicle traps, the volwne to
capacity ratio on roads, or congestion at intersections? D D IZI D
b) Exceed, either individually or cwnulatively, a level of
service standard established by the county congestion
management agency for designated roads or D
highways? D 0 IZI
c) Result in a change in air traffic patterns, including
either an increase in traffic levels or a change in
location that results in substantial safety risks? D D D IZI
d) Substantially increase hazards due to a design feature
(e.g., sharp curves or dangerous intersections) or
incompatible uses (e.g., farm equipment)? D IZI D D
e) Result in inadequate emergency access? D D D IZI
f) Result in inadequate parking capacity? 0 IZI D D
g) Conflict with adopted policies, plans or progtams
supporting alternative transportation (e.g., bus D D IZI
turnouts, bicycle racks)? 0
Discussion:
The FotuJed T raflk AnafyJÙ jòr the PropoJed T ralee Development in the Cï!Y qf Dublin prepared by Omni
Means (April 2004) was used in analyzing potential traffic impacts and is included as Exhibit C.
Based on this analysis, the project would result ill a núnimal increase in AM peak hour vehicular
trips and a decrease ill PM peak hour vehicular trips. Project vehicle access to the site would be
410
Tralee (pak-N-Save Site)
Initial Study - 37
improved, however, the project site plan would create potential on-site circulation conflicts. A brief
discussion of each environmental topic included under Section 15 is presented below.
a) Project Trip Generation
Fully occupied, the 84,000 square-foot supermarket building and 20,000 square feet of
specialty retail space would generate 9,474 daily trips, with 210 AM peak hour trips and 597
PM peak hour trips. The proposed mixed-use project would result in a reduction in retail use
and the introduction of office and residential use at the project site. The project would
generate a daily trip generation of 3,853 trips which would result in a reduction of 5,621 trips
over the previous uses on the site. There would be a total of 218 AM peak hour trips and 270
PM peak hour trips. The project's AM and PM peak hour trip generation is based on the net
increase in vehicles between the existing uses (supermarket and specialty retail) and the
proposed uses (specialty retail, restaurant, office and medium-high density residential).
Table 2: Existing and Proposed Project Net New Trip Generation - AM and PM Peak r.:
I ~et
Total Project
Proposed i Proposed Increase/
Office Project Decrease
Peak
Hour
Existin~
Proposed
Retail
Proposed Proposed
Townhomes Apt/Condos
210
597
80
106
69
SO
66
81
3
3
21S:
270
S
-327
The proposed project would not significantly affect traffic flows in the project area. As shown
in Table 2, the net change in the AM peak hour would be an increase of eight vehicle trips.
This four percent increase would not have negative impacts on the traffic flows and current
levels of service at adjacent intersections. During the PM peak hour, vehicle trips would be
reduced by 327 vehicle trips, a significant decrease in PM peak hour trips. Because the project
PM peak hour trips do not exceed 100 vehicles as required by both the Alameda County
Congestion Management Authority and City guidelines, a comprehensive traffic analysis is not
required for the project.
Planned capacity improvements at the Dublin Boulevard/Dougherty Road intersection will
require a dedication of right-of-way along project frontages on Dublin Boulevard and
Dougherty Road by the project applicant.
Temporary Construction Traffic
It is estimated that during project construction, 10,000-20,000 cubic yards of excavation would
have to be removed from the project site. With an average truck capacity of 15 cubic yards,
this would equate to 2,666 truck trips (one-way). Assuming 20 working days to complete
excavation, this would equate to 134 truck trips per day (67 in, 67 out). It is likely that these
trucks would add to peak hour vehicle congestion at the adjacent intersections along
Dougherty Road at Dublin Boulevard and 1-580. For this reason, construction traffic truck
operations would need to be linùted to non-peak periods of the day to minimize impacts at
adjacent intersections along Dublin Boulevard and Dougherty Road (See Mitigation Measure
15.3.).
b) Project generated traffic would not result in an increase in the level of service at nearby
intersections (see Item 15a above). During the PM peak hour, traffic would be about 55
percent less than with the existing retail use.
t.f7
Tralee (pak-N-Save Site)
Initial Study - 38
c) Project development would not affect existing or future air traffic patterns.
d) Project vehicle access to the site would be improved. There would be three access driveways
from Dublin Boulevard, which represents an increase of one new driveway in comparison with
the existing development which provides two driveways on Dublin Boulevard. These
driveways would provide primary access to office-retail areas located in the southern portion
of the project site. There is an existing limited access driveway (right turn only
inbound/ outbound) from Dougherty Road. This driveway would be retained and would
provide access to both retail and residential areas. On Sierra Lane there would be two new full-
access driveways and would provide access to the residential areas located on the northern
portion of the site. There is one existing driveway on Sierra Lane near the intersection with
Dougherty Road which will not be retained as a driveway.
The three proposed project driveways located off of Dublin Boulevard would tend to disperse
both the retail-office and residential traffic rather than concentrate it at one driveway.
Additionally, it is anticipated that many of the future residents would access the site via Sierra
Lane or Dougherty Road, thus avoiding the retail-office commercial traffic on the southern
portion of the project site.
The main project access would be along Dublin Boulevard at Dublin Court. At the main
project access, the inbound lane to the project would have a 3D-foot width and the outbound
lane a 26-foot width. Both ingress and egress lanes could accommodate two lanes of traffic.
For outbound vehicles, the queuing distance would be approximately 70 to 80 feet which
could accommodate six vehicles with two outbound traffic lanes.
The project site plan has the potential of creating on-site vehicle access conflicts. Vehicular
circulation within the site would provide a network of east-west and north-south internal
drives that would extend from the proposed driveways. To prevent vehicle access conflicts, the
project's internal east-west drive aisle adjacent to Dublin Boulevard should be stop-sign
controlled at the full access and mid-block limited access driveways. (See Mitigation Measure
15.2.) The project would be consistent with City design standards: the internal roadway width
would be a minimum of 20 feet with two-way traffic and no parking on either side of the drive
aisle would be allowed.
Truck access would be limited to those driveways and internal intersections where turning radii
are adequate. Based on truck turning templates for small single unit trucks (maximwu 3D-foot
length), turning raOO would only be acceptable at either the main project access on Dublin
Boulevard (opposite Dublin Court) or from Dougherty Road at the mid-block limited access
driveway or from the driveway on Sierra Lane. Turning raOO at Main Street and Bryant Way
(on-site) would be limited at some locations with raOO of ten degrees and trucks could not
safely maneuver at these corners. For larger truck templates (maximum 50-foot length),
turning radii within the site would not be adequate and these trucks would have difficulty
accessing the site and maneuvering within the site. (See Mitigation Measure 15.1.)
e) The project site plan provides adequate emergency access in compliance with Police and Fire
Department standards.
f) The proposed project would provide a total of 687 parking spaces which is 27 parking spaces
less than would be required by City Code, which would require a total of 714 parking spaces.
This is considered a potentially significant impact. Table 3 presents a breakdown of the
proposed parking compared to City Code parking requirements. The project proposes 27
fewer spaces based on the City's Code requirements, including 26 fewer spaces for office-retail
yt
Tralee (pak-N-Save Site)
Initial Study - 39
and one space for residential. The proposed table does not include the 20 parking spaces on
Sierra Lane that are shown on the project site plan as dedicated parking for the proposed
project because these are public on-street spaces.
Table 3: Project Parking
^'<'"
Proposed
Parking
266
236
185
687
Required
Parking
258
245
211
714
Use
Townhouses
A t/ Condos
Retail/ Office
... ... .. ~
Total
As part of the Planned Development Rezone and Stage 1 and 2 Development Plan, the
proposed parking is based on the ability to share parking between uses. A shared parking
analysis was undertaken to determine peak demand periods for proposed project uses and the
adequacy of shared (overlap) parking between the various uses (Omni~Means 2004). The
current project site plan does not indicate the amount of parking spaces that could be used as
shared spaces to accommodate potential excess parking demand from either residential or
retail-office development. However, it appears that the residential component would be "self-
parked" (designated spaces) and most of the residential spaces would not be available to retail-
office patrons. The only parking space that may be used by retail-office patrons and/or
employees would be the designated residential guest spaces along Tralee Village Drive which is
adjacent to the proposed retail-office development For this reason, shared hourly demand
calculations have focused on specialty retail, restaurant and office uses.
Based on the Urban Land Institute research on peak hourly retail, restaurant and office parking
demand, an hourly summary for the project's parking demand was calculated. The analysis
indicates that demand for shared retail/restaurant/office parking spaces would peak at 176
spaces (i.e., greatest parking demand) between 8:00 and 9:00 PM on a Saturday. During a
typical Saturday, the restaurant peak parking demand would occur during the evening hours
(6:00-10:00 PM). However, the retail peak parking demand would occur during the mid~
afternoon between 2:00-4:00 PM and would decline as the evening hours approach. The peak
demand for office uses would occur between 11:00 AM and 1:00 PM with seven parking
spaces. The supply of 185 commercial-related spaces would just meet the projects shared
demand of 176 spaces when this demand peaks between 8:00 and 9:00 PM on a Saturday.
The proposed retail-office uses could be accommodated during their 8:00-9:00 p.m. peak
demand hour at 176 spaces with the proposed 185 spaces. However, conflicts could arise if
patrons of the retail-office uses park in designated residential parking spaces along Tralee
Village Drive. 'This is considered a potentially significant impact.
The residential components of the project would generally be self-parked (designated spaces)
based on the location of the residential units and residential parking garage. The residential
parking spaces would not be convenient for retail-office patrons wishing to patronize
establishments on the southern portion of the site. The proposed residential parking supply of
502 spaces would be one space less for residential uses than the standard City code provisions.
The proposed parking supply of 502 parking spaces for residential and guest uses, is adequate
and will be included in the PD Stage 1 and 2 Development Plans as project development
44
Tralce (pak-N-Save Site)
Initial Study - 40
standards. There are potentially 20 parking spaces on Sierra Lane that could supplement guest
parking. These parking spaces represent a more convenient location for visitors to the
townhomes fronting Sierra Lane. The adjacent industrial uses include ample on~site parking
and generally operate as weekday/daytime uses. Therefore, it is not anticipated that the use by
guests of the Tralee project of on-site parking on Sierra Lane would conflict with parking
demands generated by adjacent uses. With the availability of on-street parking on Sierra Lane,
the deficiency of one space for guest parking would be considered a less than significant
impact.
g) Wheels provides public transit service along Dougherty Road and Dublin Boulevard. Currently
three bus lines pass by and stop at the site: Route 3A/3B provides access to Stoneridge Mall,
Downtown Dublin, Alcosta Boulevard, Dougherty Road and the Dublin/Pleasanton BART
Station. Headways are every hour during the weekdays between 5:30 a.m.-9:49 a.m. and 2;00
p.m. - 7:19 p.m. Wheels Route 4A/4B provides access between Dublin Boulevard, Silvergate
Drive, Stoneridge Mall, Johnson Drive and the Dublin/Pleasanton BART Station;. These
buses only operate on the weekdays during peak commute periods (5:30-9:30 a.m. and 2;00-
7:30 p.m.) with headways every half hour. Wheels Route 10 provides access between Dublin,
Pleasanton and Livermore and operates on both weekdays and weekends. During the
weekdays, headways are every ten minutes between 5:30 a.m. and midnight. On the weekends,
headways are every half hour between 7:00 a.m. and midnight.
The project site plan provides for a separate bus turn-out on westbound Dublin Boulevard just
west of the existing gasoline station and limited access project driveway in response to a
request made by Wheels. There are no conflicts with adopted plans and policies for alternative
transportation.
Mitigation Measures;
The following measures are recommended to improve overall access:
15.1 To ensure orderly and unobstructed circulation of trucks through the site, appropriate sign age
shall be provided throughout the site clearly indicacing -·.vhich streets are to be used by trucks.
Based on the turning radii proposed and truck turning templates for small single unit trucks
(maximum 30 feet in length), trucks shall be prohibited on Main Street and 20-foot wide
residential driveways A, B, C, D and F. Truck access at the central driveway on Dublin
Boulevard shall be prohibited for all trucks.
Similarly, access for trucks 50 feet in length and larger shall be limited to the driveway on
Dougherty Road, at the Dublin Court entry on Dublin Boulevard, and at the two driveways
on Sierra Lane. The large trucks shall be prohibited on Village Center Drive, Bantry Bay
Street, Main Street and all of the 20-foot wide residential driveways (Driveways A through rj.
15.2 At the project site's full-access driveway off of Dublin Boulevard, it is recommended that the
east-west internal drive aisle Gust north of the project entrance) should be stop-sign controlled
in both directions. At the project site's mid-block limited access driveway off of Dublin
Boulevard, the east-west internal drive aisle should also be stop-sign controlled to promote
ingress/ egress at the driveway.
The following measure is recommended to mirúmize truck construction traffic congestion at
adjacent intersections:
15.3With respect to temporary truck construction traffic during the removal of on-site excavation,
truck hours of operation shall be limited to non-peak periods between 9;00 a.m. and 4;00 p.m.
t7D
Tralee (pak-N-Save Site)
Initial Study - 41
to minimize congestion at adjacent intersections. In addition, consistent with the City's
standard conditions, the project sponsor shall submit a construction safety management plan
to be reviewed by the City to ensure safe truck ingress/ egress and any additional measures
(such as a flagman) that may be required during this time.
The following measure are recommended to maintain an adequate parking supply:
15.4 Based on the shared parking analysis, a parking management plan shall be implemented by the
project sponsor to clearly identify the retail-office parking spaces and any planned time
limitations. This would help to prevent any parking intrusion and/or illegal parking,
particularly along Tralee Village Drive where both retail/residential parking is planned.
Finding:
The project would not result in significant construction or operational traffic, parking or
circulation impacts.
Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Sìgnìf~nt No
Impact Incorporated Impact Impact
16. UTILITIES AND SERVICE SYSTEMS. Would the
project:
a) Exceed wastewater treatment requirements of the
applicable Regional Water Quality Control Board? D D D [8J
b) Require or result in the construction of new water or
wastewater treatment facilities or expansion of
existing facilities, the construction of which could
cause significant environmental effects? D D [8J D
c) Require or result in the construction of new stonn
water drainage facilities or expansion of existing
facilities, the construction of which could cause
significant environmental effects? D D [8J D
d) Have sufficient water supplies available to serve the
project from existing entitlements and resources, or
are new or expanded entitlements needed? D D [8J D
e) Result in a determination by the wastewater treatment
provider, which serves or may serve the project's
projected demand in addition to the provider's
existing commitments? D 0 [8J D
£) Be served by a landfill with sufficient permitted
capacity to accommodate the project's solid waste
disposal needs? ) D 0 [8J D
g) Comply with federal, state, and local statutes and
regulations related to solid waste? D D D [8J
6'1
Tralee (pak-N-Save Site)
Initial Study - 42
Discussion:
Project development would not result in adverse impacts to public utilities and service providers. A brief
discussion of each environmental topic included under Section 15 is presented below.
a) Project development would not result in exceedence of any Regional Water Quality Control Board
wastewater treatment requirements.
b) The project would not result in the need to expand treatment capacity at the Livermore-Amador
Valley Water Management Agency's wastewater treatment facility or Zone 7's water treatment
facility.
c) New storm drains would be constructed on site to serve proposed development. Project stonn
drains would connect with City storm drains along Sierra Lane and an existing 40-inch storm drain
line traverses the site. Project development would not require the construction of new or expansion
of existing City storm drain facilities.
d) The Dublin-San Ramon Services District (DSRSD) provides water service to Dublin residents.
Water is purchased under contract from Zone 7. There is adequate water supply to serve the
project.
f) Solid waste collection is provided by Livennore-Dublin Disposal. The City has a comprehensive
recycling program that allows residents and businesses to recycle glass, tin, most plastics, newspaper,
mixed paper. Alunùnum cans and green waste (City web page: www.ci.dublin.ca.us). Project
generated solid waste would not adversely affect landfill capacity. Solid waste is transported to the
Altamont Landfill which has adequate capacity to serve the project site.
g) Project generated solid waste would be in compliance with federal, state and local statutes and
regulations.
Mitigation Measures:
None required.
Finding:
The project would not result in significant impacts to public utilities and service systems.
Pot{~f1ri..JJ)'
Significant
Impact
Potentially
Significant
UIiless
Mitigation
Incorporated
Less Than
Significa.nt
Impact
No
Impact
17. MANDATORY FINDINGS OF SIGNIFICANCE.
a) Does the project have the potential to degrade the
quality of the environment, substantially reduce the
habitat of a fish or wildlife species, cause a fish or
wildlife population to drop below self-sustaining
levels, threaten to eliminate a plant or animal
commwÜty, reduce the nwnber or restrict the range
of a rare or endangered plant or animal or eliminate
Tralee (pak-N-Save Site)
G¡...-
Initial Study - 43
important examples of the major periods of California
history or prehistory? D
D
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b) Does the project have impacts that arc individually
limited, but cumulatively considerable?
("Cumulatively considerable" means that the
incremental effects of a project are considerable when
viewed in connection with the effects of past projects,
the effects of other current projects, and the effects of
probable future projects.) D
D
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c) Does the project have environmental effects, which
will cause substantial adverse effects on human
beings, either directly or indirectly? 0
D
[2]
D
Discussion:
Development of the proposed project could result in potential air quality and noise impacts during
construction, and cultural resources, geologic hazards, hazardous materials impacts and drainage.
Incorporation of the recommended mitigation measures into the project would reduce potential impacts to a
less than significant level.
,
G"?
REFERENCES
California Code of Regulations. Artide 10 SeismÙ' Hazards MapPing, Section 3724.
City of Dublin Heritage Tree Ordinance (No. 5-02).
City of Dublin, City of Dublin General Plan, Adopted February 11, 1985. Updated to November 5, 2002.
City of Dublin, Zoning Ordinance, Adopted October 1999. Updated to November 2002.
Dublin Unified School District. Personal conununication, February 10,2004,
HortScience, Inc. Tree Report Pak N Save site, Dublin Crt June 20, 2003.
Omni Means Engineers and Planners, Fottlsed Trqffit AnalYsis jòr the Proposed Tralee Development in the City qf
Dublin, April 28, 2004 (revised).
Rosen Goldberg & Der, Drqft Environmental Noise Impact Analysis jòr the Tralee Mixed-Use Prqjett, Dublin
California. March 16,2004.
Rosewood Environmental Engineering. Phase I Environmental Site AsseJJ"ment With Groundwater Smening Former
Pak'N Save Buildin,g, 6633 Dublin Boulevard, Dublin California, November 6, 2002. '
Terrasearch, Inc. Geotethnical Investigation on Pak-N-Save Property, Dublin Ca1l[orniajòr Bantor Properties LLC.
October 16, 2002.
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[It)t(@;:5>182 CITY OF DUBLIN
,-"~\\, ~~ ,.¡ . . ,..
~".(·~..~<:t"'~l' 100 CIVIC Plaza, Dublin, California 94568
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Website: http://www.ci.dublin.ca.us
June 17,2004
Jim Horen, Principal Engineer
Advance Planning
Alameda County Flood Control and
Water Conservation District
5997 Parks ide Drive
Pleasanton, California 94568
Re: Initial Study/Mitigated Negative Declaration ofPA #02-062 Tralee (Pac-N-Save Site)
Dear Mr. Horen:
Thank you for your comments regarding the Initial Study/Mitigated Negative Declaration ofPA #02-
062 Tralee (Pac-N-Save Site). Our responses are presented below:
1. Mitigation Measure 3.1 states "Construction contractors shall be required to water all active earth
construction areas at least twice daily, or as directed by the City Engineer." The City Engineer
will provide specific direction on the extent of watering in active earth construction areas during
construction in confonnance with the Alameda Countywide National Pollution Discharge
Elimination System (NPDES) Pennit No. CAS002983I.
2. The City Engineer will address specific requirements pertaining to erosion control and
construction activities as part of the Conditions of Project Approval. These could include dry
sweeping and stonn drain inlet control measures during construction in confonnance with the
Alameda Countywide National Pollution Discharge Elimination System (NPDES) Permit No.
CAS002983I.
3. The SWRCB has been added to the list of public agencies whose approval is required (page 8 of
the Initial Study). In addition, the Conditions of Project Approval include the following
requirement:
"Pursuant to the Alameda Countywide National Pollution Discharge Elimination System
(NPDES) Pennit No. CAS0029831 with the California Regional Water Quality Control Board
(RWQCB), the Applicant/Developer shall design and operate the site in a manner consistent with
the Start at the Source publication, and according to Best Management Practices to minimize
stonn water pollution. The applicant shall file a Notice ofIntent (NOI) with the RWQCB and
shall prepare and submit a Stonn Water Pollution Prevention Plan (SWPPP) for the City
Engineer/Public Works Director's review/approval."
4. The Initial Study has been revised, on page 24, to identify the developer's intent to discharge
storm water to the City's existing 48"-diameter stonn pipe that extends in an easement along the
west side ofthe site. This pipe eventually discharges to Zone 7' s G-I-1 flood control channel
near the southwest corner of Dublin Boulevard and Dublin Court. As stated on page 24, Item d of
Area Code (925) . City Manager 833-6650 . City Council 833-6650 . Personnel 833-6605 . Economic Development 833-6650
Finance 833-6640 . Public Works/Engineering 833-6630 . Parks & Community Services 833-6645 . Police 833·6670
Planning/Code Enforcement 833-6610 . Building Inspection 833-6620 . Fire Prevention Bureau 833-6606
EXHIBIT
~f
Printed on Recycled Paper
,13 f:D
5Ç
the Initial Study, there will be a slight reduction in the amount of impenneable surface at the
project site. Project development would not result in an increase in impervious surface area.
The City anticipates that no Zone 7 storm drain facilities will be adversely impacted by the
project, and no Zone 7 encroachment permits will therefore be required, If the hydraulic analysis
of the proposed storm drain system reveals an unexpected impact to Zone 7 facilities, then the
City will cooperate with Zone 7 to minimize the impact.
I trust our responses, as offered above, resolve your concerns about the pro¡,osed project. You may
also present your comments to the Planning Commission at their June 22n hearing at 7 :00 pm and to
the City Council at their July 20th hearing. If you have further questions, please contact Michael
Stella, P.E., Senior Civil Engineer in the Public Works Department at 925-833-6630.
Sincerely,
~
Planning Manager
Ccl Planning Commission
Mike Stella, Public Works
File P A#02-062
TRALEE (PAK~N-SAVE SITE)
MITIGATION MONITORING PROGRAM CHECKLIST
Prepared for
City of Dublin
Prepared by
PLACE11AKERS
1500 Park Avenue - Loft #310
Emeryvillc, California 94608
May 5, 2004
6þ
EXHIBIT ~ \
-rD A-1-hLd\~
57
1.0 INTRODUCTION
1.1 Background
Public Resources Code section 21081.6(a) requires all public agencies to adopt monitoring or reporting
programs when they approve projects subject to Environmental Impact Reports (EIRs), Mitigated
Negative Declarations or Negative Declarations that identify significant impacts. The reporting or
monitoring program must be adopted when a public agency makes its findings for EIRs, Mitigated
Negative Declarations or Negative Declarations so that the program can be made a condition of project
approval in order to mitigate significant effects on the environment. The program must be designed to
ensure compliance during project implementation to mitigate or avoid significant environmental effects.
1.2 Purpose
This Mitigation Monitoring Program Checklist is designed to serve as a tool for the evaluation of project
compliance with mitigation measures identified in the Mitigated Negative Declaration for the Tralee (pak-
N-Save) project. This document will be used by the City of Dublin (City) to verify inclusion of required
project design features and implementation of mitigation measures. The Checklist serves as a summary
so the City, other public agencies and the community can easily determine which measures have been
complied with.
2.0 MITIGATION MONITORING PROGRAM CHECKLIST
The Mitigation Monitoring Program Checklist is proposed for monitoring the implementation of the
mitigation measures contained in the Mitigated Negative Declaration and listed in the attached checklist.
The City should implement the monitoring program as follows;
. The Planning Manager, Department of Community Development, is responsible for coordination
of the monitoring program including the monitoring checklist.
. Each responsible individual or agency will be responsible for determining whether the applicable
mitigation measures contained within the checklist have been complied with. Once all mitigation
measures have been complied with, the responsible individual or agency should submit a
completed checklist to the Planning Manager.
Tralee (pak-N-Savc Site) Mitigation Monitoring Program Checklist
Page 1
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ROSEN
GOLDBERG
& DE R Consultants in Acoustics
w'l
EXHIBIT B
Environmental Noise Impact Analysis
for the
Tralee Mixed-Use Project
Dublin, CA
16 March 2004
Prepared for:
Placemakers
1500 Park Avenue, Loft 310
Emeryville, CA 94608
Prepared by:
Alan Rosen
Harold Goldberg, P .E.
Tralee, Dublin
Noise Impact Analysis
L~
Page 1
16 March 2004
1. Introduction
The project is a mixed use development consisting of 103 townhomes, 130
condominium units and a variety of commercial/retail spaces. The project is
surrounded by several major roadways as well as some existing commercial land
uses. Major noise issues include compatibility of the project with roadway noise and
the potential impact of project noise on adjacent land uses. Compatibility between
future retail and residential uses within the project site is also a concern.
Construction would likely occur over several years and could impact existing
neighbors and new residents within the project site, depending on the phasing of this
project.
In this study, the existing noise levels are quantified through a series of
measurements at the site. Future noise levels are predicted and then compared with
the applicable City of Dublin and State of California noise standards. If noise levels
are predicted to exceed the applicable standards then noise mitigation measures are
recommended.
2. Environmental Noise Fundamentals
Noise can be defined as unwanted sound and is commonly measured with an
instrument called a sound level meter. The sound level meter "captures" sound with
a microphone and converts it intoa number called a sound level. Sound levels are
expressed in units of decibels. ... .
To correlate the microphone signal to a level that corresponds to the way humans
perceive noise, the A-weighting filter is used. A-weighting de-emphasizes low-
frequency and. very high-frequency sound in a manner similar to human hearing. The
use of A-weighting is required by the City of Dublin's General Plan as well as other
federal and state noise regulations (e.g. Caltrans, EPA, OSHA and HUD). The
abbreviation dBA is often used when the A-weighted sound level is reported.
Because of the time-varying nature of environmental sound, there are many
descriptors that are used to quantify the sound level. Although one individual
descriptor alone does not fully describe a particular noise environment, taken
together, they can more accurately represent the noise environment. There are four
descriptors that are commonly used in environmental studies; the Lmax, Leq, Leo and
DNL (or CNEL).
The maximum instantaneous noise level (Lmax) is often used to identify the loudness
of a single event such as a car pass-by or airplane flyover. To express the average
noise level the Leq (equivalent noise level) is used. The Leq can be measured over
any length of time but is typically reported for periods of 15 minutes to 1 hour. The
background noise level (or residual noise level) is the sound level during the quietest
moments. It is usually generated by steady sources such as distant freeway traffic.
ROSEN
GOLDBERG
& DER
1100 Larkspur Landing Circle #354 Larkspur CA 94939 tel: 4154640150 fax: 415 4640155
Tralee, Dublin
Noise Impact Analysis
'11)
Page 2
16 March 2004
It can be quantified with a descriptor called the Lgowhich is the sound level exceeded
90 percent of the time.
To quantify the noise level over a 24-hour period, the Day/Night Average Sound
Level (DNL) or Community Noise Equivalent Level (CNEL) is used. These
descriptors are averages like the Leq except they include a 10 dBA penalty during
nighttime hours (and a 5 dBA penalty during evening hours in the CNEL) to account
for peoples increased sensitivity during these hours.
In environmental noise, a change in the noise level of 3 dBA is considered a just
noticeable difference. A 5 dBA change is clearly noticeable, but not dramatic. A
10 dBA change is perceived as a halving or doubling in loudness.
3. Criteria
3.1. State of California
The State of California's Building Code (Appendix Chapter 12, Section 1208A) has
requirements for control of environmental noise intrusion into new residential
construction. For outdoor noise intrusion, the code states that interior noise levels
due to external sources shall not exceed a CNEL of 45 dBA in any habitable room. If
the windows must remain closed in order to meet the required noise level, an
alternate means of ventilation such as air-conditioning must be provided.
The State building code also has requirementS for airborne and impact noise isolation
between adjacent dwelling units. The airborne and impact sound isolation
requirements are typically handled in the architectural design phase and are beyond
the scope of this environmental noise analysis.
3.2. City of Dublin
The Dublin Noise Element is found in Chapter 9 of the City's General Plan. It
contains a guiding policy to mitigate traffic noise levels to those indicated by Table
9.1 of the Noise Element.
For residential development, a CNEL of 60 dBA or less is considered "Normally
Acceptable". A CNEL of 60 to 70 dBA is "Conditionally Acceptable" and requires that
noise insulation features be included in the project design. A CNEL of 70 to 75 dBA
is "Normally Unacceptable" for residences. For offices and retail commercial, the City
is more lenient since these uses are considered less noise sensitive. A CNEL of 70
dBA or less is normally acceptable while a CNEL of 70 to 75 dBA is conditionally
acceptable.
The City of Dublin does not have a quantitative goal for noise levels in residential
outdoor use areas. The General Plan does, however, identify a CNEL of 60 to 65
ROSEN
GOLDBERG
& DER
1100 Larlcspur LandingCirc;Je #354 Larlcspur CA 94939 tel: 415 464 0150 fax: 4154640155
Tralee, Dublin
Noise Impact Analysis
pagJI
16 March 2004
dBA as being "conditionally acceptable" for neighborhood parks. Based on this
information, discussions with City planning staff and our understanding of outdoor
noise criteria that have been used for previous projects in the City, this report uses a
CNEL of 65 dBA as the maximum goal for noise in outdoor use areas.
The Noise Element has implementing policies to help achieve the goal of mitigating
traffic noise impacts. The following two implementing policies apply to this project:
E. . Design Dougherty Road improvements and adjoining residential development
for compliance with noise standards.
H. Review all multi-family development proposals within the projected 60 CNEL
contour for compliance with noise standards (45 CNEL in any habitable room)
as required by State law. The noise element further states that project
designers may use one or more of four available ætegories of mitigation
measures: site planning, architectural layout (bedrooms away from noise
source for example), noise barriers, or construction modifications.
4. Existinq Noise Environment
The major noise source that affects the project site is vehicular traffic on Dublin
Boulevard, Dougherty Road and Sierra Lane. Other noise sources include distant
traffic on Interstates 580 and 680 and an existing gas station/car wash at the
southeast end of the project site. Land uses surrounding the site are primarily
commercial offices or retail with some athletic fields across Dublin Boulevard.
Noise measurements were made on the project site to quantify the existing noise
environment. The measurements included two 24-hour noise measurements and
three short term measurements. The long term measurements were made along
Dougherty Road (Location A on Figure 1) and Sierra Lane (Location B on Figure 1).
Figure 2 shows the hourly plot of the measured noise levels.
Monitor location A is about 10 feet closer to Dougherty Road than the proposed
setback of the buildings along Dougherty Road. Therefore, the CNEL at the
buildings closest to Dougherty Road would be 72 dBA (about 1 dBA less than the
monitor location). The traffic on Sierra Lane generates a CNEL of 67 dBA at the
setback of the proposed buildings. Maximum noise levels (Lmax) from truck pass-bys
are typically 70 to 80 dBA.
Two short-term (15 minute) measurements were made; one along Dublin Boulevard
(Location 1 on Figure 1) and another at the west end of the site (Location 2 on
Figure 1). These measurements were compared with the long term results to
determine a CNEL at the short term measurement locations. Dublin Boulevard
generates a CNEL of 70 dBA at the setback of the proposed village center mixed use
building. The noise level at the west side of the site, near building 15, is a CNEL of
ROSEN
GOLDBERG
& DER
1100 Larkspur Landing Circle #354 LarKspur CA 94939 tel: 415 464 0150 fax: 4154640155
Tralee, Dublin
Noise Impact Analysis
12---
Page 4
16 March 2004
69 dBA. Table 1 shows the results of the short term measurements.
The third short term (5 minute) measurement was made near the car wash
(Location 3 on Figure 1). The car wash has two noise sources; the sprayer and
blower. During a car wash cycle, the sprayer turns on for about four and a half
minutes and is audible at the site but not measurable due to elevated ambient noise
levels. The blower operates for one and a half minutes and is more distinctly audible
than the sprayer. The blower generates an Lmax of 65 to 68 dBA at the east end of
the site.
The car wash has a 10 to 17 foot tall masonry wall separating it from the project site.
This barrier provides acoustic shielding at the first floor level. At upper levels of the
proposed buikiings the shielding would be less. We estimate that blower levels could
reach an Lmax of 70 dBA at upper levels that have a view of the car wash exit.
Figure 1: Noise Measurement Locations
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ROSEN
GOLDBERG
& DER
1100 Larkspur Landing Clrc/e #354 Larkspur CA 94939 te/:415464 0150 fax: 415464 0155
Tralee, Dublin
Noise Impact Analysis
pai6
16 March 2004 .
Table 1: Short-term Noise Measurement Results
Location DatefTime A-weiQhted Sound Level, dBA
Lea L10 Lso L90 CNEL *
North of Dublin Blvd, 100 feet from 8/14/03
1 4:30 pm - 64 66 64 62 70
curb near proposed village center 4:45 pm
West side of site near proposed 8/14/03
2 5:00 pm - 64 65 64 62 69
building 15 5:15 pm
North of existing car wash near 8/16/03 car wash spray: Lmax of less than 60 dBA
3 3:25 pm -
proposed building 20 3:30 pm car wash blower: Lmax of 65 to 68 dBA
Figure 2: Long-Term Noise Measurement Results
80
70
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Location A: Dougherty Road
CNEL 73 dBA
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Location B: Sierra Lane
CNEL 67 dBA
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13 Aug 03 14 Aug 03 15 Aug 03 16 Aug 03
Time of Day
ROSEN
GOLDBERG
& DER
1100 Larkspur Landing Circle #354 Larkspur CA 94939 tel: 4154640150 fax: 415 464 0155
Tralee, Dublin
Noise Impact Analysis
-r+
Page 6
16 March 2004
5. Future Noise Environment
5.1. Traffic
According to the project traffic study1, increased traffic on roads due to the project will
be insignificant since there will be virtually no net change in traffic (as compared to
the volumes that were present while the Pack-n-Save was open). However, traffic
projections indicate that there will be an increase in cumulative traffic on both Dublin
Boulevard and Dougherty Road2.
We compared existing and cumulative traffic volumes to determine the corresponding
increase in future noise. According to our calculations, noise along Dougherty Road
will increase by less than one dBA due to cumulative growth. Along Dublin
Boulevard, peak hour traffic volumes are expected to double and this corresponds to
a three dBA increase in noise levels. The future. noise level at the Village Center
along Dublin Boulevard would reach a CNEL of 73 dBA. No traffic data was available
for Sierra Lane but we assume that the change would be similar to Dougherty Road,
an increase of less than one dBA. Therefore, the future noise level at the buildings
closest to Sierra Lane (2, 3, 4 and 5) would be a CNEL of 67 dBA.
In addition to traffic increase, Dougherty Road might be widened. This would place
the roadway. about 12 feet closer to the site. Detailed striping and lane configuration
were not available, but assuming the change could add a new travel lane, the
nearest buildings would be exposed to a half dBA increase. This would expose
future buildings (10,14, 18 and 20) to a CNEL of 70 to 73 dBA. Figure 3 shows the
future CNEL noise contours at ground level with no buildings on the site.
1 Focused Traffic Analysis for the Proposed Dublin Village Development in the City of Dublin, Omni-
Means, January 26, 2004 (revised).
2 Dublin Ranch West, Existing and Buildout Turning Movements, T JKM.
ROSEN
GOLDBERG
& DER
1100 Larkspur Landing Circle #354 Larkspur CA 94939 tel: 415 464 0150 fax: 415 464 0155
Tralee, Dublin
Noise Impact Analysis
15"-
Page 7
16 March 2004
Figure 3: Future CNEL Noise Contours (dBA)
75
CNEL Noise Contour
(Flat site no buildings)
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5.2. Mechanical EQuipment
Other potential noise sources associated with this type of project include mechanical
ventilation and air-conditioning equipment. At the Village Center, there will also be
residential above retail and parking. Mechanical equipment such as fans and
compressors can be attached to the ceiling of a retail space and this can transmit
excessive noise in residential uses above. Similarly, they may be garage exhaust
fans or larger commercjal sized cooling towers or chillers. Ifthese larger machines
are needed then there is the potential for them to emit high noise levels in outdoor
use areas.
ROSEN
GOLDBERG
& DER
1100 Larkspur Landing Circle #354 Larkspur CA 94939 tel: 415 464 0150 fax: 4154640155
Tralee, Dublin
Noise Impact Analysis
1k?
Page 8
16 March 2004
5.3. Construction
Noise from construction will occur over several months, perhaps years. This activity
could generate short term noise levels that are significantly in excess of existing noise
levels on the site. Construction sounds indude those from diesel powered vehicles,
stationary compressors and regular hand tools. Construction equipment typically emits
maximum sound levels of 80 to 90 dBA at 50 feet. Adjacent commercial spaces are
about 100 feet from the site. These uses would be exposed to maximum noise levels of
74 to 84 dBA when construction activity is occurring at the perimeter of the site.
Depending on the phasing and hours of operations, there may be residences on the site
that are exposed to noise that could interfere with speech communications or if occurring
in the early morning or weekends, with sleep.
6. Noise Impact Assessment
The California Environmental Quality Act (CEQA) Environmental Impact Checklist
has several questions that apply to the proposed project. These questions are
addressed below.
a) Would the project result in exposure of persons to or generation of noise levels
in excess of standards established in the local general plan or noise
ordinance, or applicable standards of other agencies? Yes.
Traffic Noise - Future noise from local roadways will exceed the City's
"normally acceptable" noise level goal of a CNEL of 60 dBA at the residences
along Dougherty Road, Dublin Boulevard and Sierra Lane. Exposure of
residential units to noise levels over the City's "normally acceptable" goal is
considered a significant impact.
Noise at the pool area would be less· affected by local roads due to acoustical
shielding provided by proposed buildings. We calculate that the future noise
level in this area would be a CNEL of less than 65 dBA and meet the City's
goal for outdoor use areas.
Mitiaation 1 - Traffic Noise (outdoors): Policy H does state that there are
four available categories of mitigation measures for noise. We understand
that the City has expressed an interest in focusing on three of these
measures; architectural design, site planning and construction modifications
rather than noise barriers.
Figure 4 shows locations where the noise in outdoor use areas would exceed
the City's goal of a CNEL of 65 dBA. We have divided these locations into two
groups; those that will be exposed to a CNEL of 65 to 70 dBA and those that
will be exposed to a CNEL of greater than 70 dBA. The following mitigation
measures will allow the project to achieve the City's goal:
ROSEN
GOLDBERG
& DER
1100 Larkspur Landing Circle #354 Larkspur CA 94939 tel: 415 464 0150 fax: 4154640155
Tralee, Dublin
Noise Impact Analysis
;]¡g
16 March 2004
ROSEN
GOLDBERG
& DER
. Decks or porches exposed to a CNEL of 65 to 70 dBA (solid line) can
incorporate a solid balcony or porch railing (approximately six feet tall)
to reduce noise below a CNEL of 65 dBA. The solid railing can be
made of wood, glass or acrylic materials.
. Decks or porches exposed to a CNEL of greater than 70 dBA
(checkerboard line) would likely need to be fully enclosed to meet a
CNEL of 65 dBA. The enclosure could incorporate sliding windows or
doors on all sides to allow for natural air flow.
Table 4: Noise Exposure at Outdoor Use Areas
~~~ OverCNEL70dBA
Over CNEL 65 dBA and
less than or equal to
CNEL 70 dBA
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1100 Larkspur Landing Clrc/e #354 Larkspur CA 94939 tel: 415 464 0150 fax: 4154640155
Tralee, Dublin
Noise Impact Analysis
1'l
Page 10
16 March 2004
Mltiaation 2 R Traffic Noise (indoors): Sound-rated building construction can
be used to achieve acceptable indoor noise levels as per the State Building
Code and City's Noise Element. The specification of these treatments should
be developed during the architectural design of the buildings. In general,
rooms that would be exposed to future noise levels over a CNEL of 65 dBA
will require sound rated windows. Figure 4 can be used as a guide to indicate
which units would require the sound rated windows. In addition, all units in the
project will require mechanical ventilation to allow the windows to be closed for
noise control.
An acoustical consultant should review the project during the architectural
design phase and prepare a report that shows how the project will achieve the
City and State acoustical requirements.
Mitiaatlon 3 R Mechanical Noise
The City does not have a quantitative noise standard for mechanical
equipment. Noise generated by stationary sources at the project will need to
meet, at a minimum, the performance standards contained in the General Plan
Noise Element. In addition the mechanical noise should not significantly
increase existing noise levels. The required noise level limit for mechanical
equipment will vary, depending upon the location of the equipment on site. In
general, mechanical noise would be limited to a CNEL of 60 to 70 dBA.
An acoustical consultant should review the project during the architectural
design phase to verify that the project mechanical design will achieve the
City's acoustical requirements.
Car Wash Noise - Residential units in building 11 and sensitive uses in
commercial buildings 1 and 2 would be exposed to carwash noise. However,
noise levels at commercial uses would not be expected to interfere with
daytime use, even with windows open. For residences, noise levels could
reach a maximum of 55 dBA indoors with windows open during the blower
cycle. This would be audible but not interfere with speech. This is considered
less than significant
b) Would the project result in exposure of persons to or generation of excessive
groundborne vibration or groundborne noise levels?
No, there are no known sources of groundborne vibration associated with this
project.
c) Would the project result in a substantial permanent increase in ambient noise
levels in the project vicinity above levels existing without the project?
ROSEN
GOLDBERG
& DER
1100 LBrkspurLBnding Circle #354 Larkspur CA 94939 tel: 415 464 0150 fax: 4154640155
Tralee, Dublin
Noise Impact Analysis
1t1
Page 11
16 March 2004
No, project traffic will not increase noise on local roadways. No other
permanent noise sources have been identified as having the potential for
significantly increasing ambient noise levels.
d) Would the project result in a substantial temporary or periodic increase in
ambient noise levels in the project vicinity above levels existing without the
project?
Yes, construction noise could impact nearby existing and proposed uses. The
City does not have any quantitative standards for construction but does have
some standard conditions to address construction noise impacts. Due to the
mixed use nature there is a potential for short-term noise impact. For
example, depending on the order of construction, noise from construction of
one phase of a residential building could impact another phase. This is a
potentially significant impact.
Mitiaation 4 - Construction Noise
Applicant shall comply with the City's standard conditions of project approval
related to construction noise as follows:
. Construction activities, including the maintenance and warming of
equipment, shall be limited to Monday through Friday, and non~City
holidays, between the hours of 7:30 a.m. and 5:30 p.m. except as
othelWise approved by the City Engineer.
. Developer shall prepare a Construction Noise Management' plan, to be
approved by the City Engineer and Community Development Director,
that identifies the measures to be taken to minimize construction noise
on surrounding developed properties. Specific management measures
shall be included in the project plans and specifications. The plan shall
include:
· hours of construction operation,
· use of mufflers on construction equipment,
· speed limit for construction traffic,
· haul routes
· A noise monitor.
In addition, it is recommended that the noise management plan include the
following:
· Name of construction noise monitor shall be posted at the entry
to the site. The construction noise monitor will be responsible
for responding to complaints and taking measures to reduce
the noise level.
ROSEN
GOLDBERG
& DER
1100 Larkspur Landing Circle #354 Larkspur CA 94939 tel: 415 464 0150 fax: 4154640155
Tralee, Dublin
Noise Impact Analysis
'::2:'1\.
"w
Page 12
16 March 2004
· Construction phasing plan showing the duration of each phase
and equipment to be used.
· Location of stationary equipment.
· Estimate noise levels at nearest noise sensitive commercial or
retail uses at the west end· of the site and across Sierra Lane.
d) For a project located within an airport land use plan or, where such a plan has
not been adopted, within two miles of a public airport or public use airport,
would the project expose people residing or working in the project area to
excessive noise levels?
No, the project is not within two miles of a public airport or public use airport.
f) For a project within the vicinity of a private airstrip, would the project expose
people residing or working in the project area to excessive noise levels?
No, the project is not within the vicinity of a private airstrip.
03-020-1_ Tralee report_16mar04.doc
ROSEN
GOLDBERG
& DER
1100 Larkspur Lending Circle #354 Lerkspur CA 94939 tel: 415 464 0150 fax: 415464 0155
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EXHIBIT C
April 28, 2004 (revised)
Mr. Ray Kuzbad
Senior Engineer
City of Dublin
100 Civic Plaza
Subject:
Focused Traffic Analysis for the Proposed Tralee Development in the City of
DubUn
Dear Mr. Kuzbari:
This letter report focuses on transportation issues related to the proposed Tralee project in the
City of DubJiD. The development site is located on the northwest quadrant of the
Dougherty/Dublin intersection and originally contained 104,400 square feet of commercial-retail
uses including a Pak~and-Save supermarket and other retail shops. Currently, all of the site bas
been vacated with the exception of 10,000 square feet of commercial-retail space. As proposed,
the Tralee project would contain 130 apanments/condominiums, 103 townhomes, 19,285 square
feet of specialty retail development, 14,000 square feet of restaurant uses, and 1,665 square feet
of office. Overall access to/from the site would also be modified from existing conditions.
The- following sections focus on the trip generation characteristics, project site access/circulation,
project parking, and available transit services. A key element of the analysis will focus on
project trip generation and speç:ifica11y the net increase in PM peak hour project trips. Both the
Alameda County Congestion Management Authority (ACCMA) and City guidelines require a
comprehensive traffic analysis if proposed project trip generation exceeds 100 PM peak hour
trips.
1. Proposed Project Trip Generation
The proposed project I s AM and PM peak hour trip generation bas been based on the net increase
in vehicle trips between tbe existing uses (supermarket and specialty·retaiJ center) and proposed
uses (commercial-residential) ,
~. Existimz Site Trip Generation
Past land uses in the retail center included an 84,000 square foot Pak-n-Save Sto(e and 20,000
square feet of specialty-retail uses. Daily and peak hour trip generation' for the existing Center
has been ba.sed on the In~'titute of Transportation Engineers (ITE) trip research on supennarket
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and specialty-retail uses. I
It is noted that a characteristic of commercial-retail businesses are "pass-by" trips, whereby a
portion of the vehicle trip generation represents existing traffic on Dublin Boulevard and
Dougheny Road patronizing the site from other primary trip pwposes such as to/fxom work.
Based on ITE pass-by trip research on supennarket/retail uses. there would be an average of
36 % pass-by trips for existing uses on the site. Fot restaurant uses. the pass~by rate would be
43% (high turn-over) and 44% (quality sit-down).
As calculated in Table 1 (attached), existing uses on the site would be generating 9.474 daily
trjps, with 210 AM peak bour trips and 597 PM peak hour trips.
b. Proposed Proiect TriD Generation
The proposed project would consist of 130 apartment/condominium units, 103 tOwnhomes,
19,285 square feet of specialty retail uses. 14.000 square feet of restaurant uses. and 1,665
square feet of office uses. Daily and peak hour trip generation for the proposed project has been
based. on the Institute of Transportation Engineers (ITE) trip research on apanment,
townhomes/condominiwns, specialty-retail. restaurant, and office uses.2 As shown in Table 1
(attached). the proposed project would generate 3,853 daily trips, with 218 new AM peak hour
trips and 270 new PM peak: hour trips.
c. Net Increase/Decrease in Overall Site Trio Generation
As shown in Table 1, thete would be a significant decrease in daily trips compared with the
previous uses on the site. Overall daily trip generation would decrease from 9,474 trips to 3.853
trips, a reduction of 5,621 trips. During the AM peak hour the net change in project site traffic
would be an increase of 8 trips (218 project trips - 210 existing trips). During the PM peak
hour . there would be a net decrease of 327 trips (270 project trips - 597 existing trips).
Therefore, the proposed project is not expected to have negative impacts on traffic flows in the
study area or levels of service at adjacent intersections and. hence. no additional analysis of
traffic impacts is required. However. plarmed capacity improvements at the Dublin
Boulevard/Dougherty Road intersection would require the ptoposed project to dedicate right-of-
way along project frontages on Dublin Boulevard and. Dougherty Road.
'Institute of Transponation Engineers (ITE), Trip Generation. 7th Edition, Land Use (#814)
Specialty~retai1 and Land Use (#850) Supermarket, 2003.
~Instit\.ltc of Transportation Engineers (ITE). Trip Generation, 7th Edition, Land Use (#220)
Apamnents. Land Use (#231) Low Rise CondominiumITownhouse, Land Use (#814) Sp~ialty-retail.
Land Use (#832) High.-Turnover Sit-Down Restaurant, 2003.
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2. Project Site Access/Circulation
Project access would be gained from Dublin Boulevard, Dougherty Road, and Sierra Lane (see
attached site plan). Froro. Dublin Boulevard, there would be three (3) project driveways
including two limited access driveways and one full-access driveway. The fust limited access
driveway on Dublin Boulevard would be located 170 feet from the Dougherty Road intersection
(currently exists) and would be limited to right-turns-only for inbound/outbound vehicles. The
second or mid-block driveway would be loca(e 440 feet (proposed) west of Dougberty Road and
would be limited to right-turns~only for inbound vehicles. The full-access driveway (currently
exists) would be located dh'ectly opposite Dublin Coun. Thus, the Project would add one more
access driveway on Dublin BouJevllfd. These driveways would primarily provide access to
commercial~retail areas located in the southern portion of the project site. From Dougherty
Road, there would bé one limited-access driveway (right-turn-only inbound/outbound) located
300 feet north of Dublin Boulevard (currently exists). This driveway would provide access to
both retail and residential areas. Finally, there would be two new project driveways off of Sierra
Lane located approximately 380 feet and 580 feet west of Dougherty Road. As proposed, all two
driveways would provide full-access to/from residential areas located on the northern portion of
the site. A previously proposed driveway off Sierra Lane located. 80 feet west of Dougherty
Road has been eliminated.
Vehicle circulation within the site would be provided by a network of east-west and north-south
internal drives that would extend from. planned project driveways. A main north-south drive
(Bantry Bay Str:eet) would extend between the eastern-most Dublin .Boulevard driveway and the
Sierra Lane project driveway. In addition, another north-south drive would e~tend from the
central Dublin Boulevard (Main Street) driveway and intersect witb. an east~west intez:naJ drive
(Tralee Village Drive). Consistent with City design standards, internal roadway width would be
a minimum of 20 feet with two-way traffic with no paddng on either side of the drive aisle.
With diagonal or perpendicular parking on both sides of the drive aisle, 20-foot widths are
maintained consistent with City standards for diagonal parking- of 70 degrees or less.' To
prevent vehicle access conflicts, the project's internal ea!lt~west drive aisle adjacent to Dublin
Boulevard should be stop-sign controlled at the full-access and mid-block limited access
driveways.
Truck aCcess would be limited to those driveways and internal intersections where turning radii
are adequate. Based on truck mming templates for small single unit trucks (maximum 30 feet
length), turning radii would only be acceptable at eitbet: the main project access on Dublin
Boulevard (opposite Dublin Coun) or from Dougherty Road at the mid-block limited access
driveway. or from the ddvewa,ys on Sierra Lane. Turning radii at Main Street and Byram Way
would be limited at some locations with radii of 10 degrees and trucks could not safely rnaneuver
at these comers. Based on larger truck templates (maximum .50 foot length), turning radii
)Cìty of Dublin Zoning Ordinance. "Off·Street Parking and Loading Regulations," Chapter 8.76,
Table 76~1, Diagonal parking angles of 70 de¡rees or less require 20 drive aisles. July 15. 2003.
~
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within the site would not be adequate and these trucks would have difficulty accessing the site
and maneuvering within the site. 'or this reason, it is recommended that these larger trucks
limit their access to the full-access driveway off Dublin Boulevard. at DUblin Coun, at Tralee
Village Drive on Dougheny Road;' or at Adare Lane aDd Bantty Bay Sttœt OD Siem Lane.
Trucks larger than SO feet in length will not be able to access Village Center Drive, Main Street.
Bantry Bay Street and the 20 foot wide driveways in the residential areas.
Due to future right-of-way considerations along Dublin Boulevard. the installation of separate
westbound rigbt.;.tum.lanes into the project site is likely not feasible. However, with three project
driveways located off of Dublin Boulevard. these ingress points would tend to disperse both the
commercial and residential traffic rather than concentrate it at one driveway. In addition, many
of the future residents would access the site via Sietta Lane or Dougheny Road thus avoiding
1b.e commercial traffic on the southern portion of the . site.
At the main project access driveway intersection opposite Dublin Court, the inboWld lane to the
project would have a 3D-foot width. and the outbound lane a 26..foot width. Both ingress and
egress lanes couJd accommodate two lanes of traffic. For outbound vehicles, the queuing
distance would be approximately 70..80 feet which could accommodate 6 vehicles with two
outbound traffic lanes.
3. Public Transit
Public transit is readily available aJong Dougherty Road and Dublin Boulevard via Wheels bus
routes. Currently, three bus Jines pass by the site (with stops) and these il;lclude Wheels Routes
3A13B. 4A/4B. and 10. Wheels Route 3A/3B provides access to Stoneridge Mall, Downtown
Dublin, Alcosta Boulevard, Dougherty Road, and the DublinlPleasanton BART Station.
Headwaysare every bou( during the weekdays between 5:30 a.m...9:49 a.m. and 2:00 p.m.w 7: 19
p.m. Wheels Route 4A/4B provides access between Dublin Boulevard. Silvergate Drive,
Stoneridge Mall, Johnson Drive. and the DublinlPleasanton BART StatioD. These buses only
operate on the weekdays du1"ing peak commute periods (5:30..9:30 B.m. and 2:00-7:30 p.m.) with
head ways every 112 hour. Finally, Wheels Route 10 provides access between Dublin,
Pleasamon, and Livermore and operates on both weekdays and weekends. During the weekdays,
headways are every 10 minutes between 5:30 a.m. and 12 midnight. On the weekends,
head.ways are every 1/2 hour between 7:00 a.m. and midnight.
The revised project site plan provides for a separate bus mrn-out on westbound Dublin Boulevard
just west of the. existing gasoline station and limited access project driveway.
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4. Parking
The proposed project's parking supply bas been derived from the project sponsor's site plan"
Based on the site plan, the proposed proj~t would hav~ 245 street level parking spaces and 236
lower level garage parking spaces. In addition, each of the 103 townhomes would have tWO (2)
private coveted spaces per unit or 206 parking spaces. The total off-street parking supply would
be 687 parking spaces. It is noted that the revised project site plan also indicates there. would
be 20 parallel "guest spaces" along Sierra Lane (south side). These spaces have not been
included in the calculated project parking supply.
The propo'sed project I 5 parking demand has been calculated based on City parking code
requirements for residential and retail uses. Based on City code requirements,· each townhome
unit would be required to have two (2) covered packing spaces plus 0.5 spaces for guest parking.
Each aparttnentlcondominium would require 1.5 spaces for each 1 bedroom unit and 2.5 spaces
for each 2 b~çlroom unit. The specialty retail would require 1 space per 300 square feet. The
restaurant uses would require 1 space' per 100 square feet. Finally, the office use would require
1 space per 250 square feet. Based on a project description of 103 townhomes, 130
apartmentlcondominiwns (811BDR, 492BDR), 19,285 square feet ofneigbborhood-rctail space,
14,000 square feet of restaurant uses, and 1,665 square feet of office U5eJ the project's off-street
parking requirements have been calculated in Table 2 (attached).
As calculated. the total off-street requirement would equate to 714 parking spaces. With an
overall proposed project supply of 687 spaces, there would be a 27 parking space deficit based
on the City's code requirements. For residential uses, this would equate to a one (1) space
deficit related to guest parking based on a total requirement of 503 spaces and a proposed supply
of 502 spaces. For commercial uses, there would be a 26 space deficit related to restaurant
parking based on a total requirement of 211 spaces and a proposed supply of 185 spaces.
5. Shared Parking Analysis
A t the City I S request, a shared parking analysis has been conducted to determine peak demand
periods for proposed project uses and the adequacy of shared (overlap) parking between the
various uses. The current project site plan does not indicate the amount of parking spaces that
could· be used as shared spaces to accommodate potential excess parking demand from either
residential or commercial development. Howcver, it appears that the residential component of
the project would be "self-parked" (designated spaces) and most of the residential spaces would
not be available to commercial patrons. The only parkin¡ spaces that might be used by
commercial patrons and/or employees would be designated residential guest spaces aJong Tralee
Village Drive adjacent to proposed commercial development. For this reason, sbared hourly
demand calculations have focused on specialty retail, restaurant, and office uses.
tCarlson. Barbee, & Gibson, Inc., Dublin Village Site Plan. City of Dublin, March 31, 2004.
5
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A shared parking demand analysis has been conducted for the proposed project and is shown in
Table 3 (attached). Based on the Urban Land Institute (UU) research on peak hourly retail,
restaurant, and office parking demand, an hourly sununary for the proposed projec.t's parking
demand bas been calculated. The proposed project's peak. puking demand would occur on a
Sarurday when retail demand would be at its peak (compared to weekday demand). Restaurant
parking demand would have similar peaks on either a weekday or weekend.
The shared parking analysis indicates that demand for the shared retail/restaurant/office parking
spaces would peak at 176 spaces (i.e, greatest parking demand) between 8:00 and 9:00 PM on
a Saturday. During a typical Saturday the restaurant peak parking demand would occur during
the evening hours (6:00-10:00 PM). However, the retail peak parking demand would occur
during the mid-afternoon between 2:00-4:00 p.m. and would decline as the everùng bours
approach. The peak demand for office uses would occur between 11:0() a.m. årtd 1:00 p.m. with
7 parking spaces. The supply of 185 commercial-related spaces would just meet the projected
shared demand of 176 spaces whèn this demand peaks between 8:00 and 9:00 p.m. on a
Saturday.
In summarizirtg the proposed. project's shared parking demand; the combined commercial uses
of retail/restaurant/office uses could be accommodated during their 8:00..;9:00 p.m. peak demand
hour at 176 spaces and a supply of 185 spaces. The residential component of the project would
generally be self-parked (designated spaces) based on the location of the residential units and
residential parking garage. These residential spaces would not be convenient for commercial
patrons wishing to patronize establishments on the southern portion of the site near Dublin
Boulevard. Hence, there should be 503 parking spaëes (258 townhome + 245
apartment/condominium spaces) for residential and guest uses based on City code requirements.
With a proposed project supply of 502 spaces for these uses, there would be a I-space deficit for
residential uses based on the City code.
6. Temporal:)' Construction T...affic
Based on discussions with the proposed projects' civil engineer, it is anticipated that during
construction of the project 10,000-20,000 cubic yards of excavation would have to be removed
from the project site. S With an average truck capacity of IS cubic yards, this would equate to
2,666 truck trips (one-way). Assuming 20 working days to complete the task, this would equate
to 134 truck trips per day (67 in, 67 out). It is likely that these trUcks would add to peak hour
vehicle congestion at the adjacent intersections along Dougheny Road at Dublin Boulevard and
1-580. For this reason, constrUction traffic trUck operations would need to be limited to non-peak
periods of the day to minimize impacts at adjacent intersections along Dublin Boulevard and
Dougherty Road.
SJason Neri, Project Engineer, Carlson Barbee and Gibson, Inc.. Personal communication on April
26. 2004.
6
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5. Summary/Recommendations
The proposed Dublin Village project would not significantly affect traffic flows or intersection
levels-of~service in the study area. The net change in AM and PM peak hour trips (between the
existing retail center and the proposed project). would have minimal effect on traffic flows.
There would be a reduction in PM peak hour trip$ with the proposed project as compared to the
fonner Pak-n~SavelSpecialty Retail development and a significant reduction in overall daily trip
generation. However. the planned capacity improvementS at the Dublin Boulevard/Dougherty
Road intersection would require the proposed project to dedicate right-of-way along project
f(ontages on Dublin Boulevard and pougherty Road.
Project access and vehicle circulation would· be adequate. Project vehicle access along Dublin
Boulevard woUld be gained from three driveways; a full-access driveway at the Dublin Court
intersection, a limited access driveway (inbound onlY) mid-block, and a limited. access driveway
(right~turns-only) adjacent to the existing gas station. Another driveway would be located mid-
block along Dougherty Road and is limited to right-tums-only inbound/outbound. Along Siena
Lane, two fu11~access driveways are proposed which would primarily serve residential
development on the northern portion of the project site. Overall vehicle circulation through tbe
site would be provided by both north/south and east/west internal drives (Tralee Village Drive,
Cork Drive, Banuy Bay Stteet) extending between Dublin Boulevard and Sierra Lane as well as
rtom Dougherty Road. With respect to t(Uck acceSS and overall circulation, the following
measures are reconunended to improve overall access:
In order to ensure orderly and unobstructed circulation of t:ruçks through tbe site,
appropriate signage shall be provided throughout the site clearly indicating which
streets are to be used by trucks. Based on the turning radü proposed and truck
turning templates for small single unit trucks (maximum 30 feet leneth), it is
recommended that trucks be prohibited on Main Street and 20' :wide residential
driveways A, B, C, D, and F. Truck access at the central ddveway on Dublin
Boulevard shall be prohibited for all trucks.
Similarly, access for trucks 50' in length and larger shall be limited to the driveway
on Dougherty Road, at Dublin Court entry on Dublin Boulevard, and at the two
driveways on Sierra Lane. The large trucks shall be prohibited on Village Center
Drive, Bantry Bay Street, Main Stt'eet, and all the 20' wide residential driveways
(Driveways A through F).
At the project site's fuU~ac:tess driveway off of Dublin Boulevard, It is recommended
that the east·west internal drive aisle (just north of project entrBDce) should be stop-
sign controned in both directions. At the project site's mid-block limited access
driveway off of Dublin Boulevard, the east·west internal drive aisle should also be
stop-sign controlled to promote ingress/egress at tbe driveway.
7
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With respect to temporary truck construction traffic during tbe removal. of on-site
excavation, it is recommended that truck hours of operation be Jimited to non-peak
periods between 9:00 8.m. and 4:00 p.m. to minimize congestion at adjacent
intersections. In addition, the project sponsor sbould 5ubødt a C!onstruction safety
management plan to be reviewed by the City to ensure safe truckiDgress/eeress and
any additional measua:-es (flagman) that may be required during this time.
The proposed prbJê¢t parking supply of 687 spaces would be 27 parking spaces shan of the
calculated City Code requitement of 714 spaces. For residential code requirements. there would
be an 1 space deficit based On a calculated demand 503 spaces and an on:-site supply of 502 .
spaces. For retaU; restaurant, and office code requirements. there would be a 26 space padring
deficiency based on a calculated demand of 211 spaces and an on-site supply of 185 spaces.
However, based on a shared parking demand analysis. the 185 commercia! parking space supply
would accommodate the peak demand of 176 spaces for retail, restaurant, and office uses
occurring on a SatuIday between 8:00 and 9:00 p.m.
With the shared parking demand analysis indicating that the proposed conunercial uses could be
accommodated (176 space shared demand with 185 space supply), the residential component
would· still be slightly under-parked based on City code requirements. The fOllowing measure
could reduce residential parking demand:
With the proposed parking supply of 502. parking spaces for residential and guest
uses, the parking deficit would be t space (compared to 503 spaces required).
However, there are potentially 20 parkiDa spaces on Sierra Lane tbat could
supplement guest parking. These parking spaces represent a more convenient
location for visitors to the townhouses fronting Sierra Lane. The adjacent industrial
uses Include ample on-site parking and geu.eraUy operate 85 weekday/daytime uses.
Tberefore, it is not anticipated that tbe 1JSe by pests of the Tralee project of OD~
stréet parldng on Sierra Lane would conffiet with the parkin¡ demands generated
by adjacent uses. With the availability of on·street parking on Sierra Lane, the on-
site parmi deficit for guest parking (1 space) may be considered as a less than
significant impact.
Based on the shared parking analysis, a parking management plan should be
implematted by the project sponsor to clearly identify the commerdaJ·retaD parking
spaces and any planned time limitations. This would help to prevent any parking
intrusion and/or iUepl parking, particularly along TraJee Village Drive where both
retail/residential parking is planned.
8
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I trust that ~~ focused traffic analysis for the proposed Dublin Village project responds to your
needs. PleaT call if you have any questions.
I
~~7Þk~
George w:? Nickelson, P.E.
Branch Manager
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Table 1
Existing and Proposed Project Net New Trip Generation: DaDy, AM, and PM Peak Hour
1. Existiul Site Trip GeÞeraUoD:(I).(2)
Pak-n-Save:
Daily: 84 .000 sq. ft. x 102.24 trtps/ksf
AM Pea.Ic:: 84,000 sq. ft. ~ 3.25 tlipslksf x 64% J1~
PM Peak: 84,000 sq. ft. x 10.45 tnpslksfx 64% new
Specialty Retail:
Daily: 20,000 sq. ft. x 44.32 trips/lesf
AM Peak: 20.000 sq. ft. 11. 2.71 trips/ksf x 64% new
PM Peak: 20.000 sq. ft. x 2.71 triplk..sfx 64% new
Total Daily:
Total AM Peak:
Total PM Peak:
2. Proposed Project Trip Gmeration:(I).fJ)
ADartmf!l1t/Condomiuiums:
Daily: 130 Units x 6.72 trips/unit
AM Peak: 130 Units x 0.$1 tripsluni[
PM Peak: 130 Units .x; 0.62 trips/unit
'l:ownhoml!$:
Daily: 103 units .x. 5.86 trips/unit
AM Peale 103 units }I. 0.67 trips/unit
PM Peak: 103 units x 0.78 trips/unit
Speclaltv Retail:
Daily: 19,285 sq. ft. x 44.32 trips/ksf
AM þeak: 19,285 sq. ft. x 2.71 trips/ksf x 64% new
PM Peak: 19.285 sq. fl. x 2.71 tripslksf x 64% new
Rataurants (lJie:h- Turnt;Jver Sit~DoWD):
Daily: 6,500 sq. ft. .x. 127.15 trips/lesf
AM PI2lc:: 6.500 sq. ñ. x 11.25 tripSlksf x 51~ new
PM Peak: 6,500 sq. ft. x 10.92 trips/ksf x 57% new
Restaurants (Qualitv Sit-Dowm:
Daily: 7,500 sq. ft. x 89.95 trip$lk:sf
AM Peak: 7,500 sq. ft. x 0.81 tnps/}(sf Jl 56% new
PM Peak: 1,500 sq. ft. x 7.49 tripslksf x 56% new
9!r!E! :
Daily: 1.665 sq. ft. 11.01 tripslksf
AM Peale 1.665 sq. ft. x l.55 trips/ksf
PM Peak: 1.665 sq. ft. II; 1.49 trips/lcsf
Total Daily:
Total AM Peak:
Total PM Peak:
3. Net IncreuelDecrease In Project Site Trip Generation
Proposed Existbal
3,853 ',474
218 210
270 5~7
Paily~
AM Peak Hour:
PM Peak Hour:
= 8.588
"" 175 (107 In, 68 out)
... 562 (287 in. 275 out)
::!i 886
- 3S (17 in, 18 out)
== 35 (15 In. 20 out)
= '.474
= 210 (124 tn, Sf) out)
... 597 (3OZ in. 2'5 out)
... 814
... 66 (11 In. S5 out)
= 81 (54 in, 27 out)
-604
= 69 (17 in, 52 OU()
- 80 (46 in. 34 out)
... 855
= 33 (16 in. 11 out)
.. 33 (15 in, 18 out)
= 827
= 43 (22 in, 21 out)
= 41 (25 in. 16 out)
... 675
.. 4 (3 in, lout)
... 32 (21 in, 11 out)
= 18
:s 3 (2 in, lout)
- 3 (1 in, 2 out)
- 3,853
!!II 118 (71 in, 147 out)
!!II 270 (16% in, 108 out)
Net Trip¡
!!II -5,564
= +8 (-53 In, +fit out)
= ~327 (-140 in. ~187 out)
(I) "........ .If'L 'J~. lOll ... ....... ,...,.p. ,"" _ on Il1o ...."- vr T.............. Etcl_ (IT~. Trio Goœrad"" """"",*, ~Ir bIoIl. H~·
1'\InIOYc' (SIl.DOo\OII). W QuI'll I (SlI't>oown, R.._ P....bj mq, 0010btl ,,,..
(2) 1M1iu...r 1'.....,..,...;OIII!n.I""" In). 711, G~. 71b EdI\kNI. Sporllh r ROIIII ( 'II.) ..., ~ (1150). 2OQ3.
\3\ lIIOI1_ o(TnIII IOIIOIioI> !intI..... tlnl. Trio Gent'"'""'. lIh ~IIØII. KIJll-T_ ($I\..øonm) -Q\IIIU)' S/I-Dwh) RmoInnrs Cf9')2.t m,). $pciahy krltll ("I').
0111" (,.,\01. "_I.n:!O). """ I"q.,·Ri... CioIIdømíniumlT........... clUll. 11m.
;
-84/28/2884 15:48
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OMNlMEANSNICKELSON
PAGE 13
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Table 2
Tralee Project(I),Q¡
Residential Parking Code Requkeroents, Proposed Supply, and Deficit/Surplus:
City Code
Requitemeøt
Proposed
Supply
Deficit/
SurpJus
TOWnhomes:
103 townhomes x 2 space$/UDit (residents) = 206 206 0
103 townhomes x 05 spaces/unit (guests) =< 52 60 +8
Apartment/Condominiums:
81 IBDR x 1 st'8Ces/unit (residents) '" 81 81 0
81 1BDR x. 0.5 spaces/unit (guests) ... 41 36 -5
49 2BDR. x 2 spaces/unit (residents) "" 98 98 0
49 2BDR x. 0.5 spa~,unit (guests) ~ 21 -4
ReùdenüalSubTohtl = 503 S02 -I
Spedalty·Retail Parking Code Requ.iTem~i$:
19.285 sq. ft. x 1 space/300 sq. ft. :a; 64 82 +18
RestaUTBltt Parking Code Requirements:
14,000 sq. ft. x 1 sp~/l00 sq. ft. "" 140 96 -44
omc:e Parkiug Code Requirements:
1.665 sq. ft. x 1 spacc/250 sq. ft. = ..2 '1. -º
COmmercial Subtotal: =211 185 .Z6
Total Requh'ecf Parkin.g/SupplylDeficit-Surplus: "" 714 687 .').7
(l) City of Dublin, ~Off-Strcet Parking and. Loading Regulations. ~ Chaptet 8.76. Residential Condominiums,
Eating and XJn~g E5tabli$~UDents, Office. and Neighborhood Retail. Septtmbct 1997, Amended July 15,
2003.
(2) Proposed project supply bNed on Cat1son. Barbee, and Gibson, Inc.. TralI!e Parking Plan .E.x.btbit Tract
7457, March 31, 2004 and Tralee Parking MatrIX (Por Projected. Tcnam Mix at Tralee) , MarcI124, 2004.
~
< B4/2812BB4 15: 48
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Table 3
Shartd Orfiœ/Retail/Restaurant Saturday Parldng Demand
7:00 AM - 9:00 PM
Hour of Day Office
(Starting) Demand
Retail
Demand
Restaurant
Demand
Hourly Shared
Parking Demand
7:00 a.m. 1 2 4 7
8:00 a.m. 4 6 4 14
9:00 a.m. 4 19 7 30
10:00 a.m. 6 29 11 46
11:00 a.m. 6 46 14 66
12:00 noon 7 54 42 103
1:00 p.m. 7 61 63 131
2:00 p.m. 6 64 63 133
3:00 p.m. 4 64 63 131
4:00 p.m. 3 58 63 124
5;00 p.m. 3 48 84 135
6:00 p.m. 1 42 126 169
7:00 p.m. 1 38 133 172
8:00 p.m. 1 35 140 176
9:00 p.m. 0 26 140 166
Source: Urban Land Institute (ULI). The Dimensions of Parldn2, table '-6. Slwed Parking Ratios--Sawrday
Hourly Parking Demand Ibtios--Detault Values, Residential, Retail. Restaurant, 1993. Hourly puking
demånd totals based on the calculated City code d£JtW)d of 7 office, 64 retail. and 140 mUlurant spaces.