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Home My WebLink About6.5 NegDecE DblnSpecGenPlnSUBJECT: CITY CLERK AGENDA STATEMENT CITY COUNCIL MEETING DATE: June 17, 1997 PUBLIC HEARING: Adopting the Negative Declaration, the Eastern Dublin Specific Plan Amendment, and the General Plan Amendment Report Prepared by: Lee S. Thompson, Public Works Director EXHIBITS ATTACHED: 1) 2) Resolution: Adopting the Negative Declaration, the Eastern Dublin Specific Plan Amendment, and the General Plan Amendment. Resolution of the Planning Commission Recommending to the City Council adoption of the Negative Declaration, Mitigation Monitoring Program, the Eastern Dublin Specific Plan Amendment, and the General Plan Amendment. Exhibit A: Proposed Amendments to the Eastern Dublin Specific Plan and the Traffic and Circulation Element of the City General Plan. Attachment 1: Initial Study. Attachment 2: EDSP Mitigation Monitoring Matrix (available at the meeting) Attachment 3: Eastern Dublin EIR and General Plan EIR (available at the meeting) RECOMMENDATION: 1) 2) 3) 4) s) Open public hearing Receive Staff presentation and public comment Question Staff and the public Close public hearing and deliberate Adopt Resolution adopting the Negative Declaration, the Eastern Dublin Specific Plan Amendment, and the Genez'-:. Plan Amendment. FINANCIAL STATEMENT: The City does not anticipate a direct fiscal impact associated with approval of the Plan Amendments. Public Improvements will be funded through development fees. COPIES TO: PA96-052 File Copy ITEM NO. g:agsrmisc\edublin.doc DESCRIPTION: In 1994, the City adopted the Eastern Dublin Specific Plan and ~ revision to the General Plan. Since that time, a new Traffic Model was developed for the Tri-Valley area, and the five Th-Valley Cities and Alameda and Contra Costa Counties have agreed to use this Model for area-wide transportation studies. Other changes have also taken place in the last three years; however, the land use has not changed for the Eastern Dublin planning area. The Tri-Valley Traffic Model has indicated some changes to the number of lanes for some segments of the arterial streets in Eastern Dublin. The proposed Specific Plan Amendment will update lane requirements to agree with the Tri-Valley Model, as well as correct minor discrepancies found between the adopted Specific Plan text and the General Plan, and between exhibits and text within the Specific Plan document. In addition, it is proposed to update the General Plan Circulation Element to conform with the various major road lane configurations that are presently not consistent with the various traffic studies that have been undertaken since the last revisions. City Staff has conducted both individual and group meetings with Eastern Dublin property owners to discuss the results of the most up-to-date Th-Valley Model. Eastern Dublin property owners have also received two letters explaining proposed amendments to the Eastern Dublin Specific Plan, (EDSP), and the City General Plan - Traffic and Circulation Element. The letters included the proposed plan amendments. The full text of the proposed amendments is attached as Exhibit A. requirements are as follows: Changes to roadway lane EASTERN DUBLIN SPECIFIC PLAN CHANGES REVISED ROADWAY LANE REQUIREMENTS FROM TO Tassajara Road, from Dublin Blvd. to Central Parkway 6 8 Fallon Road, south of Tassajara Road 6 4 Fallon Road, from Dublin Blvd. to Central Parkway 6 8 Central Parkway, from Fallon Road easterly 2 4 Hacienda Drive, from Gleason to Central Parkway 6 4 * Unspecified GENERAL PLAN CHANGES *'~ Industrial REVISED ROADWAY LANE REQUIREMENTS FROM TO Dougherty Road, from Dublin Blvd. to 1-580 6 8 Dublin Blvd., from Dougherty to Scarlett Drive (uns)* 6 Scarlett Drive, between Dougherty & Dublin Blvd. (uns)* 4 Dublin Blvd., from Village Parkway to Dougherty Road 4 6 Stagecoach Road (uns)* 2 Amador Valley Blvd., from York Drive to Village Parkway 2 4 Dublin Blvd., from Donlon Way to Silvergate Drive 3 4 Dublin Blvd., west of Inspiration Drive (uns)* 2 Western Dublin BART station Extension Road (uns)* 3 Extend Houston Place from end ofcul de sac to Scarlett Dr. 2 2(ind)** Page 2 The Planning Conunission has reviewed the proposed amendments, and as a result of this review, has recommended adoption of the Negative Declaration and approval of the Eastern Dublin Specific Plan Amendment and General Plan Amendment as proposed. The Negative Declaration of environmental impacts includes the ac -knowledgment that the Mitigation Monitoring Program adopted with the Eastern Dublin Specific Plan would apply to the Amendments as well. Staff recommends that the Council adopt the Resolution adopting the Negative Declaration, the Eastern Dublin Specific Plan Amendment, and the General Plan Amendment. Page 3 RESOLUTION NO. - 97 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF DUBLIN ADOPTING THE NEGATIVE DECLARATION, THE EASTERN DUBLIN SPECIFIC PLAN AMENDMENT, AND THE GENERAL PLAN AMENDMENT (PA 96-052) WHEREAS, the City of Dublin has adopted the Tri-Valley Model, and the City Council finds it in the public interest to amend the Dublin General Plan and the Eastem Dublin Specific Plan to be consistent with the Model, and no land use changes are included in the amendments; and WHEREAS, the City conducted an Initial Study which indicated that no significant impacts would result from the amendments. Therefore, pertinent to CEQA, a Negative Declaration reflecting the City's independent judgment was prepared and circulated for public review; and WHEREAS, the Planning Commission reviewed the proposed amendments and Negative Declaration at a noticed public hearing and recommended approval of the amendments and the Negative Declaration to the City Council; and WHEREAS, the City Council of the City of Dublin has received the recommendation of the Dublin Planning Commission to adopt the Negative Declaration, Mitigation Monitoring Program, Eastern Dublin Specific Plan Amendment, and General Plan Amendment, has reviewed the recommendations at a noticed public hearing, and determined that with the amendments, the General Plan and the Eastern Dublin Specific Plan will each remain internally consistent; and NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Dublin does hereby approve the Negative Declaration, Eastern Dublin Specific Plan Amendment, and General Plan Amendment. PASSED, APPROVED AND ADOPTED this 17th day of June, 1997. AYES: NOES: ABSENT: ABSTAIN: ATTEST: Mayor City Clerk g:agenmisc\edubreso.doc RESOLUTION NO. - 97 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF DUBLIN ADOPTING THE NEGATIVE DECLARATION, THE EASTERN DUBLIN SPECIFIC PLAN AMENDMENT, AND THE GENERAL PLAN AMENDMENT (PA 96-052) '¢,q-IEREAS, the City of Dublin has adopted the Tri-Valley Model, and the City Council finds it in the public interest to amend the Dublin General Plan and the Eastem Dublin Specific Plan to be consistent with the Model, and no land use changes are included in the amendments; and WHEREAS, the City conducted an Initial Study which indicated that no significant impacts would result from the amendments. Therefore, pertinent to CEQA, a Negative Declaration reflecting the City's independent judgment was prepared and circulated for public review; and WHEREAS, the Planning Commission reviewed the proposed amendments and Negative Declaration at a noticed public hearing and recommended approval of the amendments and the Negative Declaration to the City Council; and WHEREAS, the City Council of the City of Dublin has received the recommendation of the Dublin Planning Commission to adopt the Negative Declaration, Mitigation Monitoring Program, Eastern Dublin Specific Plan Amendment, and General Plan Amendment, has reviewed the recommendations at a noticed public hearing, and determined that with the amendments, the General Plan and the Eastern Dublin Specific Plan will each remain internally consistent; and NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Dublin does hereby approve the Negative Declaration, Eastern Dublin Specific Plan Amendment, and General Plan Amendment. PASSED, .APPROVED AND ADOPTED this 17th day of June, 1997. AYES: NOES: ABSENT: ABSTAIN: ATTEST: Mayor City Clerk g:agenmisc\edubreso.doc lo NOW. THEREFORE, BE lT FURTHER RESOLVED that the Dublin Planning Commission recommends approval of the Negative Declaration, Mitigation Monitoring Program, and ,Amendments to the Eastern Dublin Specific Plan and City of Dublin General Plan, attached as Exhibit A to the Staff'Report for PA 96-052 dated May 27, 1997, to the City Council. PASSED, APPROVED AND ADOPTED th/s 27th day of May, 1997. AYES: NOES: ABSENT: ,ABSTAIN: Cm. Jermings, Johnson, Hughes, & Oravetz Cm. Fasulkey Pla.nn{ng Commission Chairperson Community Development Director g:aggnrnisc~plrasoci, doc 5.0 TRAFFIC AND CIRCULATION 5.1 INTRODUCTION Tile transportation and circulation systems for Eastern Dublin are designed to provide convenient access to and mobility within the Specific Plan area. The plan province's for all integrated, multi-modal circulation system that reduces potential traffic impacts by providing area residents with a high degree of choice in selecting a preferred mode of transportation. While ensuring that vehicular circulation is convenient and efficient tbe plan puts a strong emphasis on accommodating alternate modes of transportation, including walking, bicycles, transit and ridesharing. These alternate modes of transportation will not only relieve future traffic congestion, but can also help to minimize air pollution, reduce noise pollution, and conserve energy. GOAL: To provide a circulation system for eastern Dublin that is convenient and efficient, and encourages the use of alternate modes of transportation as a means of improving com:~,tunity character and reducing environmental impacts. In addition to standard transportation measures, the Specific Plan also includes several measures, that are only indirectly related to transportation, to encourage the development of a less automobile-dependent community. Oil the macro scale, the Plan attempts to maintain a citywide balance between employment and housing to reduce tile need for long commutes, in addition, the Plan encourages the development of housing for all income levels to provide a match between available housing and the buying power of local employees. Oil the micro scale, commercial centers have been strategically located near residential concentrations to reduce tile length and number of vehicle trips needed for daily shopping and services. Higher density housing bas been integrated into COlmnercial areas. Mixed-use developments are encouraged as a means of stimulating pedestrian activity. Higher intensity development is also designated near the proposed Easter Dublin BART station and to support transit use. All exteusive trail system has been designed to encourage walking and cycling. On the micro scale, advisory development and design guidelines included in the plan proinote pedestrian-friendly streetscapes that provide a safe and comfortable environ:nent for the pedestrian. Policy 5-1: Encourage higher intensity development near transit corridors. Policy 5-2: Require all development to provide a balanced orientation toward pedestrian, bicycle, and automobile circulation. 5.1.1 EXISTING ROADS The Specific Plan area is served by one major freeway and several local routes which are primarily rural itl character. INTERSTATE 580 Interstate 580 is all eight-lane freeway which runs east- west along the south side of the planning area. Interstate 580 (1-580) connects with Interstate 680 in Dublin, and continues west through Dublin Canyon to serve western Alameda County, and San Francisco. To the east, 1-580 connects to Livermore, Tracy and interstate 5 in the Central Valley. Interchanges in the planning area vicinity include Dougherty Road/Hopyard Road Hacienda Drive, Tassajara Road/Santa Rita Road, Fallon Road/El Charro Road, and Airway Boulevard. Between 1-680 and Tassajara Road, recent improvement projects have added a fifth auxiliary lane in each direction to serve traffic entering and exiting the freeway. The peak traffic directions are westbound in the mornina and eastbound in the evening. Traffic flows are hea(T in the peak directions during peak periods, but con_oestion in the planning area is not significant enough to c~use delays. There is significant peak period conaestion west of Dougherty Road and at the inte'/change between Interstate 580 and Interstate 680. D 0 UGttER TY ROAD Douaherty Road is a two-lane rural road over most of its teng~h. Dougherty Road has six lanes between 1-580 and Dublin Boulevard. Portions of Dougherty Road have been widened to four lanes adjacent to new development between Dublin Boulevard and the Alameda/Contra Costa county line. DUBLIN B 0 ULE VARD Dublin Boulevard is a major east-west arterial in the city of Dublin. Dublin Boulevard was recently extended to Hazie::dz Drive, and .v,,il! bz la,hz:' z:ttzndz~ '~ Tassajara Road.&y Sum:nar 1992. Scarlert Court a two lane extension of Dublin Boulevard continues east from Dougheru.' Road and serves local businesses up to a dead end at the Southern Pacific railroad right-of-way. I-1.4 CIENDA DRIVE Hacienda Drive is an arterial road which provides access to the Hacienda Business Park in Pleasanton. Hacienda Drive connects to a recently completed interchange on 1- 580. Hazi~:::~z Drfvz cate:::!':: ~azz not o.,:::nd note!: ~f Z4SSAJARA ROAD Tassajara Road is a two-lane rural road which connects with Santa Rita Road at 1-580 and continues north to Danville. Tassajara Road is used for local traffic in the Tassajara Valley, with some through n-ah'lc to and from the Danville area. SA3VTA RITA ROAD Santa Rita Road is a six-lane dMded urban arterial from the 1-580 interchange south to Valley Avenue. It serves the eastern side of Hacienda Business Park. South of Valley Avenue, Santa Rita Road continues as a four- lane street to Main Street in downtown Pleasanton. ?ALL ON AJVD CR OAK R OADS Fallon Road and Croak Road are two-lane local rural roads which dead end north of 1-580. They each local access only to several properties, and traffic volumes are very small. D O OLAN R OAD Doolan Road is a two-lane local rural road which provides access to several ranches and residences. About two miles north ofi-580, Doolan Road turns into a single-lane road for a half mile before ending at a gate. EL CH. KRR O ROAD El Charro Road is a private two-lane road which serves the quarries between Pleasanton and Livermore. Multi- axle trucks traveling to and from the quarries account for about 60 percent of the traffic on El Charro Road and at the Fallon Road/E1 Charro Road freeway interchange. AIR WA Y B 0 ULE VA_RD Airway Boulevard is a two lane road which serves the Livermore Municipal Airport and the Las Positas golf course on the south side ofi-580. A series of total arterial sn-eets connect Airway Boulevard with northwest Livermore. On the north side of the Airwav Boulevard freeway interchange, Airway Boulevard connects to Doolan Road and North Canyons Parkway. NOR TH CANYONS PA.RKWA Y North Canyons Parkway is a four-lane east-west arterial which serves the Triad Business Park and connects to Collier Canyon Road. COLLIER CANYON ROAD Collier Canyon Road is a two-lane rural road which connects to North Canyons Parkway and continues north to a junction with Highland Road. Collier Canyon Road provides access to the Las Positas College. lie..:.:5. .2 5.1.2 PLANNED ROAD ~ .... roiects have been proposed for freeways, lmoruvem~nt P ~ - · -, -~ads in the eastern ' ' · .... ~han-*es and lOCat ~,~ .... .he Dublin freeway lm .... . -~t o~mese ~* ~' Dublin ~e~ The most ~mporm, Boulev~d extension, planned improvemen~ to ~e 1- 580~-680 in~erch~ge, Ce proposed widening of 1-680 ~d local s~eet improvemen~ related to development in N o~ Ltv e~ ore. ~e Ci~ of Dublin h~ completed ~ extension of ~ . ~saj~aBoulev~d Dublin east of Dou~he~ Road ~~ Road~ach ~. ~is extens~. ~ -1PI~ ~igum 7, page 20) direction- ~e Dublin oenera also desi~ates a ~mre fo~-l~e s~eet p~llel to ~e SouCem pacific right-of-way, connecting Doughe~ Road no~ ofDublin Boulev~d wi~ ~e Dublin BouleVgd extension e~t of Doughe~ Road. ~e cu~ent I_580~-680 interchange project includes . ~ons~Cfion of a flyover ~om sou~bo~d 1-680 to s~bound 1-580. The improvement will help to reduce ~:~'~'~ of ~e kev bo~lenecks in ~e Tri- congestion on one ~ Valley ~ Cons~ction is expected to begin in ~ work completed in ~- p~ial ~ding for ~is improvement will come ~om At~eda Count'S Me~ure "B" sales m initiative, wi~ Ce remainder to be made up ~om oCer soumes- calTr~S is cuwentty studying ~er improvemenU to ~e I_580~-680 interchange- These proposed improvemenm ~ replace all of~e e~g loop direc~ flyover ~ps. The proposed ~ps wi~ would improve ~eeway ~d ~P ~provemenl~ opemdons~ x ~ ~he CalT~s study is ~ local access ~eeway r~pS on 1-680 in Dublin sou~ of j Bouiev~d ~ Dublin .... , _.~ ;~ ~ - rchanoe will roxqo~ ~ ~" - mte - ~ , ent rojecth~ been ~consrmc~eo ~ imCroxem P .... '*h occu ~cy .~n ... . . h~- P / '~',. , ~JOV~ lane in each mrecuo- · provide four total lanes in each direction between 1-580 and State Route 24 in \.Valnut Creek. ~ been conqrruc~ed along the freeway.~ The Alameda County Measure B sales tax provides partial funding for completion of State Route 84 ~ a four-lane highway between 1-680 and 1-580, with construction of a new interchange on 1-580 between Airway Boulevard and portola Avenue- 5.1.3' EXISTING TRANSIT There are currently no transit lines which directly serve the planning area. The Dublin, ?leasant°n and Livermore areas are served by local bus service and BART express bus service. The Livermore/Amad°r Valley Transit AuthonW (LAYTA) provides local bus transit service in Dublin, pleaSanton and Livermore, as well as unincorporated areas of Alameda County- In the vicinity of eastern Dublin, there are local bus routes on Dougherty Road between Amador Yalley Road and 1-580, and local bus service to the Fairlands Drive area of Pleasanton, just south ofi-580 and east of Santa Rita Road- The Bay Area Rapid Transit District (BART) provides express bus service connecting Dublin with BART stations in San Leandro, Hayward and Walnut Creek. the eastern Dublin planning area on These lines pasS by stops between Dougherry I-580, but currently make no Road and Portola Avenue. 5.1.4 FUTURE TRANSIT The BART Board of Directors has adopted a policy for the proposed ex~tensi°n of BART rail service to Dublin and pleasanton- Current B.&KT policy ~ builds a BART extension to three new stations, one in Castro Valley, a West Dublin/Pleasanton station in the medi~ of 1-580 between Foothill Boulevard and 1-680, and a~ 2¢ast Dublin/Pleasant°n station in the 1-580 median between Dougherry Road and Hacienda Drive. Two stations, including the Castro Valley station and c the ~ DublinWlea~ant°n stations, ~ of the ~ construct, ed using BART and/or other prNate financing- ~_~ / ~-:'.": The third station on the extension (the other Dubtin/Pleasanton station) can be constructed only upon the commitment of funding that is unrelated to the funding levels in the Metropolitan Transportation Commission (MTC) New Rail Starts and Extension Program. 5. 2 S TREE TS AND HIGHWAYS 5.2.1 GENERAl, CONSIDERATIONS The road system is designed to maximize the free flow of traffic by creating a highly interconnected system that, accommodates the movement of vehicles while enhancing opportunities for pedestrian and bicycle circulation (Figure 5.1). The system is characterized by t,Sree four major north-south and three east-west streets to accommodate local traffic as well as a certain amount of regional traffic which can be expected to pass through the area. 5.2.2 NORTH-SOUTH CIRCULATION '"ne major north-south streets will be Arnold Road, Hacienda Drive, Tassajara Road and Fallon Road, coinciding with existing planning area roadways and interchanges. ~14~m~a2zO->¢~ Arnold Road will facilitate access to DubIin Boulevard tJ~4r-eeway for residents and employees in *~,~ .... ~,~,,,* .... ~,u,~;~,,u,, along the western boundary_, of the planning area. :J4ac46m,&a-Dr4~ Arnold Road is planned as a four-lane road (si:: *~c ~;~*~,~,,,, ~a,~,, I ~0 n*,~ t* ~]a~¢n Dri','s which extends [rom the Northern City_ boundary to south of Dublin B0uJevard. Arnold Drive will be a north south road that will connect the BART station to Gieason. Arnold Road will be limited access which will serve local as weI1 as through traffic. The minimum right-of-way shall be 104 feet. Hacienda Drive wiIi also facilitate access to residential and commercial areas in the western portion 0fthe planning area, and extends from the freeway to Gleason Drive. The minimum right-of- x~aY South of Dublin Boulevard shall be aM4 1.5~ Fr°m Dubli; B°ulev.,ard t° Ce:t;~lsP::t~'~;t~i~ minimum ri,ht-of-~avshall b _ ~ . of-way from Central Parkway to Gleason shall 104 feet. Additional right-of-way may be needeti transitions and additional turn lanes. Tassajara Road will be the major north-south road through ~ Tassajara Village Center, Foothill Residential, Tassajara Gateway and Town Center carrying substantial traffic from both the planning area and beyond into the retail core. Tassajara Road will meet the northern portion of Tassajara Road and Fallon Road at an intersection. The plan concentrates residential and empl0yment users along Tassajara Road to encourage transit use for local and regional travel. The minimum right-of-way from 1-580 to Central Parkway shall be 152 feet. North of Central Parkway the minimum right-of-way shall be I25 feet Additional right-of-way may be needed for transitions and additional turn lanes. Fal]on Road will be extended north to connect with Tassajara Road in the northwest comer of the planning area. Fallon Road will be a limited-access parkway which will serve local traffic as well as through traf~: between 1-580 and Contra Costa County. The alignment of Tassajara Road as it runs south from Contra Costa County wilI flow directly into Fallon Road to encourage this movement. The plan concentrates residential and employment users along ration Road to encourage transit use for local and regional travel. The minimum right-of-way from 1-580 t~ Central Parkway shaIl be 152 feet. North of Central Parkway the minimum right-of-way shall be 128 feet. The minimum right-of-way on Fali0n Road South of Tassajara Road shall be 104 feet. Additional rieht-of- way ma~' be needed for transitions and additional turn lanes. 5.2.3 EAST-WEST CIRCULATION Two Three east-west streets are designated in the plan to provide convenient movement, across the planning area to the major north-south corridors. The southernmost corridor, located approximately a quarter of a mile north of the freeway, is an extension of Dublin Boulevard, providing the principal vehicular connection be~veen easte,'-n Dublin and the existing Dublin communiU'. Projected to ultimately be a six- /~-ne roadway, the Dublin Boulevard extenuation would ~imatety connect with North Canyons Parkway in Livermore to provide a reliever route paralle]ing the freeway. Dublin Boulevard is also a major transit route which connects residential and employment users along Dublin Boulevard to BART. The minimum right-of-way shall be 136 feet. Dublin Boulevard right-of-way shall be widened to 154 feet minimum from Tassajara Creek to Ir0n Horse Trail to accommodate a bicycle trail along the north side of th e street. Gleason Road. located a:Approximately a half mile north of and parallel to the Dublin Boulevard extension, --~m.~ w;' be widened to a four-lane arterial ...... be ~ ..... ~ ~ +~ G!eagc~- it~ road ~long its current ati~ment. This -~-~ ..... · k nat zun'a::t!v ''~ ...... ~ *~ ..tm ...... ~--~'- The coxidor would prim~ily sen, e ~e more densely developed sou~em potion of~e pl~ning ~ek ~d would e~end from ~old Road ~ ~ to Fallon Road on ~e east. It is anticipated , is road will c~ predominantly local vehicle ~ips. · he minimum right-of-way shall be 104 feet. Additionnl right-of-way may be needed fo~ transitions and additional/urn lanes~ The Plan calls for a third major east-west corridor, Central Parkway., situated midway between the Dublin Boulevard and Gleason Road extensions. Central Parkwa. v will extend across the width oflhe planning area. Unlike ,~..~ ~..,.~,~.~ ......... ...., corridors, thk :~:vido: ;~ ~.;,.~- ,..~.~h~nez o£traffi: or :e ::ce',',~ ~:.71: qu;~uh,~.,: *~.,,, ~,,~' *~,.,~.... --- ~ will provide two through lanes in each direction.-This corridor :;'ill be .-, t. ...... rye as *~'- Tr.x::s;.~ntra} v,,4 D.,,~ ;~ ,,m .......... B ^ v.- szation, and t,~' se,we loc=! ,- 4, ~r.k--~---: .... The minimum right-of-way shall be 106 feet. I! is also ! :Innned to construct blain Streef (m'n lanes) through the future Eastern Dublin Town Center. The Main Street minimum right-of-way shall be 70 feet which includes ~ 5' landscape area and 10 foot sidewalks on both sides. 5 The Plan concentrates residential and employment u: along this sph~ road. Gleason Road and Dublin Boulevard to encourage transit use for local and regional travel. In addition to the Town Center commercial core, Fa!l~n Villages, Gateways, Industrial Park, the sports park, the high school,jun high school and several elementary schools are all located on these three east west roadways. A quart mile represents about a five minute walk and is the normally accepted planning standard for what most people find a comfortable and convenient walking distance. 5.2.4 r,,'ov' ,~,:n R.!DE BLANK 5.2.5 LEVEL OF SERVICE Streets and intersections are evaluated in terms of "lev, of service" (LOS) which is a measure of driving conditions and vehicle delay. Levels of service range from A (best) to F (poorest). Levels of service A, B an C indicate satisfactory conditions where traffic can move freely. Level of sen'ice D describes conditions where delay is more noticeable, .typical of a busy urban or suburban area during peak periods. Level of service E indicates conditions where traffic volumes are at or close to capaciu,, resulting in significant delays and' average travel speeds which are one-third the uncongested speeds or lower. Level of service F characterizes conditions where traffic demand exceeds available capacity, with very slow speeds (stop-and-go) and long delays (over a minute) and queuing at signalized intersections. Level of service D is generally used as the standard for planning new or upgraded transportation facilities in developed areas. This LOS represents tolerable peak period delays for mozorists, where drivers occasionally have to wait through more than one red light. Policy 5-3: Plan development in eastern Dublin to maintain Level of Service D or better as the average intersection level of service at all intersections within the Specific Plan area during .AM, PM and midday peak periods. The average intersection level of sero,ice is defined as the hourly average. 5.2.6 STREET CLASSIFICATIONS A hierarciny of streets shall be developed within the specific plan area to accommodate the various levels of vehicular and pedestrian traffic, as well as to provide amenities in the form of landscaping, sidewalks, bicycle lanes or trails, and lighting. The street hierarchy shall recognize the specific function of streets within the different districts of the specific plan. Where possible, sweets shall be designed to meet'special circumstances or conditions in order to create a particular community character or identity, to enhance commercial and retailing activity or to protect sensitive natural resources. The vehicle circulation plan includes six basic classes of roads, including major a.~erial s~eet~., arterial streets, major collector streets, collector streets, local residential streets, and industrial roads. Each of these classifications serves a different function for vehicle circulation in the Specific Plan area, and each classification is associated with a set of design standards, in addition, there will be several speciaiized street types in the Village Centers which will facilitate improved pedestrian access and on-street parking for fronting retail uses. Specialized street designs all require approval of the Director of Public Works/City Engineer. GOAL: To establish a vehicle circulation system which provides sufficient capacity for projected traffic and allows convenient access to land uses, while maintaining a neighborhood scale to th e residential street system. 5.2.7.,,_.~ ^~oTr~r',_.~. ARTERIAL STREETS The major arterial streets in Easte~ Dublin are designed to carry, very higt~ traffic volumes with a minimum of interference from connecting traffic. The major arterial streets include Dublin Boulevard, as well as Hacienda Drive, Tassajara Road and Fallon Road south of Dublin Boulevard. These streets will provide six through lanes, with up to eight through lanes for short street sections connecting directly to a freeway interchange. Access to major arterials will be permit-ted only at signalized intersections with arterial or collector streets, or at selected controlled locations with the approval Director of Public Works. Pohcy ~-4: Prowde four, s~x t-e and e~gl/~ major arterial streets to carry major communit3, and sub-regional traffic thro~ the Specific Plan area. planning, area. ..... . ....... ;a~ four ~ ..... ~ ........ ;.; *'~- ~ansit 5.2.8 CLASS I'COLLECTOR STREETS Class I collector streets serve primarily to circulate localized traffic and to distribute traffic to and from aderials. Class I collectors are desianed to accommodate four lanes of traffic (plus a center turn lane); however they carry lower traffic volumes at slow~ speeds than aderiais an~l they ha.ve a continuous eft-)i! turn lane separatinq the two directions of traffic flow. For intersections of Class I collectors with arterials, additional rioht-tum lanes shall be provided on the Class I collector at a minimum; additional left-turn lanes shall be provided as determined bv the Public Works Director/City Engineer. Typically, signalized intersections shall be spaced no closer than 750 feet. No direct vehicular or non-vehicular access from residential homes is allowed. An additional 10 feet of paved width and right-of-way shall be provided for bus turnouts as determined by the Public Works Director/City Engineer. If on-street parkinq is to be permitted on roadways that are part of the bicycle circulation system, an additional 10 feet of paved width and right-of-way shall be provided. Medians shall be striped in special cases if no abutting property access is allowed (minimum of one- quartc, r mile or one block}; the width of the striped medi3.' can be reduced with approval of the Public Work,,: Director/City Engineer. Left-turns into driveways within 200 feet of an intersection limit line shall be prohibited by a raised median. Policy 5-6: Provide two lane class II collector streets to provide access to commercial and industrial areas, and to residential neighborhoods. 5.2.10 RESIDENTIAL COLLECTOR STREETS Residential collector streets provide connections between local access streets and the streets xvhich provide for through vehicle movements. Residential collector streets are intended to provide access into residential neighborhoods or between sections of the neighborhoods, but not to pass through the neighborhoods. Direct access may be provided to uses such as schools and parks, but direct residential frontage shall be discouraged. Policy 5-5: Provide four lane class I collectors to move traffic quickly and efficiently within the planning area. 5.2.9 CLASS II COLLECTOR STREETS Class II collector streets with two-way center turn lanes serve primarily to circulate localized traffic and to distribute traffic to and from arterials and collector streets. They are designed to accommodate two lanes of traffic (plus a center turn lane}; however they carry lower traffic volumes at slower speeds than Class I collector streets. This type of facility provides access to properties and circulation to residential neighborhoods. Minimum distance between intersections shall be 350 feet. 'eviation from this minimum distance requirement may bu approved by the Public Works Director/City Engineer only if it can be demonstrated that left turn demands do not create an adverse traffic condition. Policy 5-7: Provide residential collector streets to provide access into residential neighborhoods and to connect local residential streets with arterial streets. 5.2.11 LOCAL RESIDENTIAL STREETS Local residential streets are designed to provide .¢ :,;ct access to residents properties and to maintain a h~sn quality residential environment. The streets are kept short and discontinuous to discourage through traffic and high speeds. Pavement ~vidths are minimized, both to discourage high speeds and to enhance the resid-ntial character. Adequate right-of-way is provided on each side of the street pavement for sidewalks and landscaping. Access to and from Class II collector streets from abutting properties shall be permitted at locations approved by the Public Works Director/Citv Engineer. No direct vehicular or non-vehicular access from residential homes is allowed. Parking on this facility shall typically be allowed. However, parking at critical locations may be denied as deemed appropriate by the Public Works Director/City Engineer for maintaining safe conditions. If a bike lane is provided and parking is retained, an additional 10 feet of paved width and right-of-way will be reqm ed to allow for a 10-foot widening of the roadway cross section. An additional 10 feet of paved width and right-of-way shall be provided for bus turnouts as determined by the Public Works Director/City Engineer. Class II collector streets can be designed with a 40-foot curb-to-curb width with a design ADT of 15 000 if the street has no direct access between intersections. Neighborhood traffic control measures can help reduce speeds and through traffic volumes on local residential streets. Traffic control measures could include local narrowing of streets at intersections, or properly designed dividers or traffic circles. Stop signs are generally not effective at reducing speeds, except in the immediate vicinity of the sign. Lowering speed limits is only effective with intensive enforcement. Policy 5-8: Provide local residential neighborhood streets which use the stre~ t alignment, short street length, strategic narrowing of lanes and appropriate neighborhood traffic control measures to discourage through traffic and high speeds. 5.2.! 2 FREEWAY AND INTERCHANGE IMPROVEMENTS Improvements to the !-580 freeway and the interchange at Fallon Road will be required to accommodate traffic to and from eastern Dublin as well as other regional traffic. The 1-580 freeway should be widened to provide a fifth auxiliary lane in each direction between Tassajara Road and Fallon Road, similar to the widening which has been completed west of Tassajara Road. The Fallon Road/El Charro Road interchange will need to be expanded to a partial cloverleaf design with a six-lane freeway overcrossing, similar to the Hacienda Drive interchange. In addition, the design of the Fallon Road interchange must incorporate provisions for quarry trucks as indicated in the City of Pleasanton's Stoneridge Drive Specific Plan. Policy 5-9: Construct auxiliary lanes on both directions of 1-580, extending from the Tassajara Road/Santa Rita Road interchange to the Fallon Road/El Charro Road interchange. Construct a partial cloverleaf interchange on 1-580 at Fallon Road/El Charro Road, including a six-lane overcrossing, two-lane offramps, and truck bypass lanes for truck movements from northbound El Charro to eastbound or westbound 1-580. Minimum curve radius,- 1,200 feet with 4 percent superelevation to 2,000feet with no superelevation. Minimum distance between street centerline to centerh'ne intersections: 750feet No direct residentia.~ [bontage. On -street parking is prohibited with the exception of emergency parking. Provide two left-turn bays and one right-turn bay at all intersections with major arterial and arterial streets. Full access to major arterial streets will occur only at signalized intersections. Right-turn-only access may be considered at a minimum separation of 3OOJbet from other access points or intersections. · )..~ini,~:u,~: dcsig:: xFccdx: 50 mi!es per hour · Mi::iz:u,,m grade: 7 pervo,ut · Mi;:i,mum curve. ~...o.~-'~" ..... .,~ 40nile.,. ~. ...... ._..~'~ :to capote!ovation. · Mi;:L~.u,~ dista;wc bct;vccn ........................ 0:~ street parking ix prohibited ;;,irk thc cxccFtio;~. of er.:crgcnc: parking. Direct access to abutting proFcrncc to ~c co.x.ro ..... ~ ~ prohibited. ACTION PROGRAM.- Streets and High ways Program 5At Detailed development plans submitted to the City shali include the standards noted below. Localized exceptions for special conditions may be approved by the Public Works Director in keeping with City procednres. Arteri, Ytreets: Minimum design speed- 55 miles per hour Minimum curb-to-curb width:, ,,~ .~,nv r~,~, ,/~,-~,~ r,,~, r~ eight ,.,,~"~ sections) including a .... ~ 4 foo~ '";~, .~;.~..~. ,,~,.-~:~- 80feet for 4 lane, 104 feet minimum for 6 lane and 128feet mini~tn for 8 loner · Maximum grade: 7 percent *- Mi::ir,::;:n. design cpccd. ;5 :nil'cc per hoz~r ........ ., 6fc~,~, ' ~ ..... 52feet for ~we ~ ~ Maxim::m grade: 8 percent intcrccctio;:c: 750 ~'ct * No direct :ccidc::tialfi'ontag~ Collector Streets CLASS 1 Mini~m design speed: 45 ~les per hour Curb-to-curb width: 76feet (92feet right-~bwctE) · Maximum grade: 8 percent (maximum grade up to 12 percent may be allowed under special comlitions and approved by Public Works Director) · Minimum curve radius: llOOfeet with no super elevation · i*ainimum distance between street intersections 3SO feet · Direct residential frontage only as approved by Public Works Director. CLASS !1 · ,,'~' qimum design speed: 30 miles per hour · Curb-lo-curb width: 40-52' (68' right-of-way) · Minimum grade: ¢-2- 8_ percent (maximum grade up to ~ 1_~2 percent may' be allowed under special conditions and approved by Ci~' Enginccr Public Works Director) · Minimum curve radius: 450~[eet with no superelevation. · Minimum distance between streel intersections: 250 350-feet · Direct residential fi~ontage only' as approved by' Public tVor~' Director Residential Streets Local t¢ ~sidentia[: · Minimum design speed 25 miles per hour · Curb-to-curb width.- 36' (32 ' with parking on one side). · ~t4oximum grade: 12 percent Onaximum grade up to 15 percent n, ,, be allowed under special conditions and approved by' City E,'.~g;nccr Public Works Director). · Minimum curve radius: 200' width no superelevation. · Maximum length of cul-de-sac streets: 600feet, serving no more than 25 dwelling units. · Local residential streets may not intersect arterial streets. · Terminate junctions of local residential streets at three-way Intersections where possible. · Minimum dislance between street intersections: ]50fbet Residential Collector · t~!inimum design speed 30 mile per hour · Curb-to-curb width - 40feet · Maximum grade: 12 percent (maximum grade up to 15 percent may be allowed under special conditions and approved ~v City Engineer) · M~ imum curve radius: 450feet width, no superelevation · Minimum distance between street intersections: 250feet. lmlustrial Roads: · Minimum design speed: 30 miles per hour. · Curb-to-curb width: 52feet. · Maximum grade: 7percent. · Minimum curve radius: 450feet with no superelevation. 5.3 PUBLIC TRANSIT The transit system for Eastern Dublin will provide service to all land use areas in the Specific Plan area (Figure 5.2). The major roadways Transit Spine service will connect the To':,':: Center, campus commercial, industrial, residential, and office areas,,..~'~" "'~..~ ...~,..~.~ ;,~. denshy resi~entia! areas directly to regional transn opportunities at the eastern Dublin/Pleasanton BART station. It is anticipated that transit service along Dublin Boulevard will carry commuters to and from major employment centers along the freeway and to BART.. Transit service will also extend west of the BAR~- station to tie Eastern Dublin into the existing area ~f Dublin, and to the south to provide service between Eastern Dublin and Pleasanton. GOAL: To maximize opportunities for travel by public transit. 5.3.1 LOCAL TRANSIT SERVICE The Livermore Amador Valley Transit Authority (LAVTA) provides local bus transit service in Dublin. Pleasanton, Livermore and adjacent Incorporated areas of Alameda County. Local transit service will be extended to Eastern Dublin in consultation with LAVTA. Policy 5-10: Provide transit service within one-quarter mile of 95 percent of the population in the Specific Plan area in accordance with LAVTA service standards. Policy 5-1 1: Provide transit service, at a minimum frequency of one bus every 30 minutes during peak hours, to 90 percen~ of employment centers with 100 or more employees in accordance with LAVTA service standards. 4~m~ou rage 4¥eq uc n: and · renu-lang.-se-v-vice head~va-ys-.ahm~-~he-.T-va~si~ 5.3.2 REGIONAL TRANSIT CONNECTIONS The Bay Area Rapid Transit District (BART) !.l.~l.S constructcd is-c-cwve4-~ .~.'4.ms,tme4i~ the Dublin- Pleasanton extension to a station to be located just west of the Specific Plan area. The Eastern Dublin/ Pleasanton BART station will be a focal point for local transit services and will provide regional transit connections to western Alameda County, San Francisco, and the rest of the Bay Area. Policy 5-12: l~-~pm~ :,m i~4{m~cn'~al4oe~ BART service to the propo~l...eastern Dublin/Pleasanton station, orient~ local transit service to provide transit connections between the BART station and all portions of the Specific Plan area. 5.3.3 TRANSIT STOPS The use of transit service can be encouraged by the provision of bus pullouts, transit shelters, pedestrian paths and other amenities. Policy 5-13: Establish design guidelines for residential and commercial development so that there are clear and safe pedestrian paths between building entrances and transit service stops. Policy 5-14: Provide transit shelters at major limit stops and bus pullouts on major collector, arterial and major arterial streets. ACTION PROGRAM.- PUBLIC TRANSIT Program 5B: The City shall require review and approval of the following as condition of project approval for applicable projects in Eastern Dublin: Public transit route and phasing plan, to be prepared consultation with LA I'TA. · Bus turnouts and transit shelters, tn consultation with LA VTA. · Pedestrian path.v between transit stops and building entrances. 5. 4 PEDESTRIAN CIR CULA TION The Eastern Dublin Specific Plan provides for a network of pedestrian sidewalks and trails (Figure 5-3). Pedestrian paths will connect residential areas with major activity centers such as schools, parks, and retail centers, as well as providing passive recreational opportunities. Direct pedestrian access will be provided from residential neighborhoods wes~ of Tassajara Creek to park and school sites cast of Tassajara Creek. GOAL: To provide a safe and convenient pedestrian circulation system in eastern Dublin, designed for functional and recreational nee:~,~. 5.4. 1 STREAM CORRIDOR TRAILS The plan provides for a comprehensive system of pedestrian/bicycle trails within planning area stream corridors (see Figure 6.1). The trail along Tassajara Creek is intended to eventually become part of the larger East Bay Regional Park District's (EBRPD) regional trail network. A regional staging area will be provided on EBRPD land along the west side of Tassajara Road to provide trailhead access for local residents. This regional staging area would be likely to include facilities such as parking areas for ~ drinking water, restrooms, teleiL!ones, and parking areas for passenger vehicles and horse trailers. Pedestrian trails will also be developed within other stream corridors in the planning area. Policy 5-15: Provide a north-south trail along Tassajara Creek, and trails along other stream corridors as shown on the Pedestrian and Bicycle System map. 5.4.2 TOWN CENTER AND VILLAGE CENTERS The neighborhood commercial areas in the Town (;rater and Village Centers are to be developed as an attractive pedestrian environment. Features will include wide sidewalks with amenities such as seating, outdoor cafe and retail uses, public art and street trees. The Community Design section of the Specific Plan (see Chapter 8) contains guidelines for pedestrian provisions along individual street sections. Policy 5-16: Provide sidewalks and other streetscape amenities in the Town Center and Village Center areas in conformance with the Specific Plan design guidelines. ACTION PROGRAM: PEDESTRIAN CIRCULATION Program 5C: The City shall require development applicants in eastern Dublin to submit a detailed pedestrian circulation plan for review and approval by the City. This plan shall include the following components as deemed applicable under this Specific Plan by the Public Works Director. Any proposed improvements other than the City of Dublin Standard Plans must be approved by the Director of Public Works. I~assa_t,tra Creek Trail: Trail construction materials and methods shall c nform to The East Bay Regional I~ark District standards for trail ~c. nstruction. The trail shall be constructed for minimum visual impacr There should be a buffer with an approximate minimum width of lOO fket between the trail and nearby development. Staging Area and Trailhead: A staging area for the Tassajara Creek trail shall be provided in eastern Dublin, wilh parking, signs and trash; .., ttaine~' as designated by the East Bay Regional Parka' Distrk ~n consultation with the Ci(v of Dublin. The location of the staging area shall be based on convenience for visitors from outside eastern Dublin, with minimal disruption of local neighborhoods. Local trailheads shall be primarily designed for use by residents of eastern Dublin. Local trailheads shall be provided with appropriate signs and trash containers.. Sidewalk: Street improvements plans for eastern Dublin shall include sidewalks on both sides of the street except where the following conditions occur: On single-loaded .~2q,~./d~V,f~!.(t.J..streets sidewalk may be allowed on one side only, with the approval of the Director of Public Worka'. 5. 5 BICYCLE CIR CULA TION The Eastern Dublin Specific Plan provides for a a,qwork of bicycle routes (Figure 5-3). A Class 1 paved bi,ycle path will be provided parallel to the Tassajara Creek trail. Bicycle lanes will be provided on selected arterial streets and on major collector streets. GOAL: To provide opportunities for safe and convenient bicycle circulation in eastern Dublin. 5.5.1 BICYCLE ROUTES Bike Paths (Class I Bicycle Routes) are special pathways for the exclusive use of bicycles, separated from lnotor vehicle facilities by space or by a physical barrier. Bike Lanes (Class II Bicycle Routes) are lanes or paved area of a road designated for preferential u,: by bicycles. They are usually identified by "Bike La e" signs, special lane lines and other pavement markings. Policy 5-17: Establish a bicycle circulation system which helps to serve the need fm non- motorized transportation and recreation in eastern Dublin. 5.5.2 BICYCLE PARKING In order to encourage the use of bicycles, safe and convenient storage areas are needed for bicycles. Satisfactory bicycle parking is particularly needed at schools and recreation areas such as the Sports Park, major transit stops and commercial centers. Policy 5-18: Provide convenient and secure bicycle parking facilities at key destinations in eastern Dublin, such as schools, recreaqon areas, transSt stops and commercial ce,ters. ACTION PROGRAM: BICYCLE CIRCULATION Program 5D: The City shall require development projects in eastern Dublin to include provision., for bicycle circulation, as follows: Bike Path. Construct a base bike palh parallel to the Tassajara Creek trail..(ii~.~!,~'/;'~:L~.~...¥".i~, l~(!.~.(t..'.~/~.~b[~ [~:~.~.(~:a~'J ~,~'.o;2~' .L {~'~'q/~r~ ( 'reck ~nd b'~mhors~ ] r~fil and provide additional ri~ht- Bike Lanes. Construct bike lanes on Gleason Road, on the Transit SEine Central Parkway, on Tassajara Road and Fallon Road north of the ......... v .... Central Parkway, and elsewhere as dest~,nated on the Bicycle Circulation map, including all necessary and lane strq)ing. Bike Storage Facilities: Locate at key' destinations. 5.6 PARKING Convenient and adequate parking is an important component of the traffic and circulation system. However, large expanses of parking can have adverse environmental effects, including visual concerns, increased stormwater runoff, and summer heat buildup. In dense urban areas, stations on the parking supply can also l'~,,'.p to induce greater use of alternative travel modes such as ridesharing and transit. GOAL: To provide adequate, but not excessive amounts of parking. 5.6.1 PARKING REQUIREMENTS Various opportunities are available for reducing conventional parking requirements. In mixed use areas, cmnmercial and office workers can use parking areas during the day, while residents can use the parking at night Convenient public transit also can reduce the need tbr using private vehicles, and thus the demand for parking. Policy 5-19: Parking requirements in eastern Dublin shall be kept to a minimum consistent with actual parking needs. AIIo~vance shall be made for shared parking in mixed-use areas. Parking requirements may be reduced wherever it can be demonstrated that use of alternative transportation will reduce parking demand. 5.6.2 STREET PARKING Parking is encouraged on all streets except for the most heavily traveled arterial roads or where environmental constraints warrant protection. Street side parking 126 increases street activity, slows traffic and aids in developing a pedestrian environment where walking is desired. Policy 5-20: Encourage on-street parking on r.~a~dt~.~!.t.i.a.[.collector and local residential streets. Allow on-street parking on lower volume arterial streets within commercial areas. ACTION PROGRAM: PARKING Program 5E: Adopt parking standards for eastern Dublin. Subject to the approval of the Planning Director or Zoning Administrato and Public Works Director, allowance may be nade for reduced parking require~nents where effective alternative transportation is available, or lbr shared parking in mixed-use areas. Program 5F. Revise the City's existing zoning ordinance as needed to allow flexible parking standards in Eastern Dublin. 5. 7 TRANSPOR TA TION S YS TEMS MA NA GEMEN T A program of transportation systems management measures can help to reduce impacts related to transportation activity. Impacts related to transportation can include increased congestion on streets and freeways, degradation of air quality due to automobile pollutants, energy consumption, use of land for automobile-related aztivities, and aesthetic impa,',; of transportation infrastructure. The Specific Plan includes features which encourage the use of alternative modes of travel. The Plan includes a mix of land uses including housing, employment, retail and recreational uses, which helps to maximize the potential for trips to be made within the local area. Portions of the planning area, particularly the Town Center, provide for taese mixed uses in close proximity to each other, which increases the likelihood that trips can be made by, wailing er walking or by bicycle. Local transit service will be provided within the Specific Plan area with direct connections to regional transit services such as BART. The Plan also provides a full network of pedestrian and bicycle paths. Measures such as transportation systems management (TSM) programs or the provision of park-and-ride lots can provide additional information and incentives which help to reduce automobile use. Also the use of fiber optics or other "work at home" methods is encouraged to reduce daily commuting to work. GOAL: To minimize the transportation- related impacts of development in eastern Dublin. 5.7.1 TRANSPORTATION SYSTEMS MANAGEMENT PROGRAM Transportation Systems Management (TSM) programs are most effective at major employment sites. A TSM Program would include strategies such as on-site distribution of transit information and passes, provision of shuttle services to BART stations, participation in regional ridesharing services, preferential parking for vanpools and carpools, and flexible or staggered work hours. Policy 5-21: Require all non-residential projects with 50 or more employees to participate in a Transportation Systems Management (ISM) program. 5.7.2 PARK-AND-RIDE LOTS Park-~:,d-ride lots can provide a convenient location for drivers to meet for ridesharing. If transit service is provided to the lots, they can also provide parking for automobile access to the transit lines. Park-and-ride lots should be located adjacent to freeway interchanges and preferably along the route which most drivers take to work in the morning.. In the eastern Dublin area, the park-and-ride lots should be located on the west side of Hacienda Drive~ Tassajara Road and Fallon Road, as close to 1-580 as possible. The lots should also be clearly visible and well lit to promote security. Policy 5-22: Establish park-and-ride lots, adjacent to the freeway interchanges at Hacienda Drive, Tassajara Road and Fallon Road, to facilitate ridesharing by eastern Dublin residents. ACTION PROGRAM:. TRANSPORTATION SYSTEMS MA NA GEMENT Program 5G: The City, shall establish a citywide Transportation Svstem Management(TSM) program. The p;ogram would require emplo, with 50 or more employees to prepare a TSM program for submittal to the City. Program 5H: Work with developers at the freexvay interchanges to provide park-and-ride lots bet'veen 1-580 and Dublin Boulevard on the west sides of Hacienda Drive, Tassajara Road and Fallon Road. The parking lots will provide a minimum of 100 parking spaces and will include lighting and landscaping. · 10' landscaped setback outside ROW. IN TASSAJARA VILLAGE AND SOUTH OF GLEASON ROAD: · 14' median with large canopy tree. 20 'from curbline to ROW line includes canopy tree and secondary tree, sidewalk or pedestrian/bike path. Sidewalk may be widened and secondary tree eliminated where buildings are built at the lO' set back line. (See Figure 7,40) FROM GLEASON ROAD TO TASSAJARA V/LLAGE: · Four lane arterial street · 38' lan&caped median, with 24 'for future lanes. 20 'front curbline to ROW line includes large canopy tree and 8foot sidewalk or bike/pedestrian path. /e.. Figure 7.41) Dublin Boulevard · Six lane arterial street · No on-street parking. · 14' Landscaped median 20 ' fi'om curbline lo TOW line includes 2 large canopy trees and 8_L' sideua!k or pedestrian/bike path. · 10' landscaped setback outside ROW. (See Figure 7. ,72) Gi 'ason Road Four lane arterial street · No on-street parking. · 14' lan&caped median. · 12 'from curbline to ROW line includes large canopy tree and sidewalk. · lO'lan&capedsetbackoutside ROW. (See Figure 7. The T .... ;* Spine ;° c ,,,;,k, .... ;+ I~,.A USe the private auto for daily trips. The spine is the focus of all 15 ......... '"3u';"g CENTRAL PARKWAY · In the Tcwn Center mid Hacienda Gateway · Two lane (future four lane arterial stret_ ;1 · Within thepublic right-of-way (ROW),-8z 10 to 12' sidewalk between curbline and ROW line · Regularly apaced street trees in wells w:th grates. No planting strips · 8 'parallelparking aisle on each side of street. 1 O' setback from ROW for buildings.?).t comme, rcia_ ./_ areas. The setback area should be used for pedestrian circulation, window shopping, outdoor merchandising, outdoor caJbs and restaurants, and similar pedestrian- oriented activities. The City may allow the 8~ 1__0_0 sidewalk to be used for the above listed activities by means ora special encroachment permit, if the appIicant provides an 8' pedestrian way within the lO'setback. · 12' travel lanes 44' 30' lan&caped median (16'for future lanes)..e~.~e.n~.lir~.:~).'om.-#~.~e*~,~-ee~io''~o ~n4~,e~.i~ ; ~-~v~)~-4>~-~e~ov~'' ' "Bulb" sidewalks' into parking lane at intersections and pedestrian crossings and in selected mid-block areas, to allow for landscaping and pedestrian amen ities...~3j~ ~?provM._u~.)he Director No building setbacks beyond the front setback line, except to provide for outdoor dining areas' and entry patios/plazas. Street amenities program - see Town Center Commercial guidelines. [~' .... ihT; ...... '7 ~.4S.-t:-....~'ES!'. OF THE TOWN CENTER ¢,~AME AS ABOVE WITH FOLLOWING EXCEPTIONS) (tpproval {¢'the Director ~2[' Public }~,'ks/ Citj~ Kng. it~eer._ No building setbacks beyond the front setOack line, except to provide for outdoor dinin~ areas and entry patios/plazas. Street amenities program - see Town Center Commercial guidelines. LOCAL STREETS Four hme arterial street · 8 'parallelparking · .4' bike lane · 15' landscaped setback from ROW for residential buildings. Village Shopping Street As the center of village commercial activity, the Village Shopping Street is developed to facilitate pedestrian use. g42-10 front curbline to ROW line includes 62 5-- sidewalk and reguhtrly spaced street trees in 62-5' planting strip next to curb. (Sec Figure,*.~ MA'IN STREET · Develop aprogram of street amenities based on that of the Town Center/Transit Spine, but customized to identify each village. · No setbacks from ROW for buildings. FRONTING ON THE VILLAGE GREEN: Within the public right-of-way (ROW), 5' landscape and 10' sidewalk between curbline and ROW line Regularly spaced street trees in wells with grates. No planting str(t~s 8'parallel parking aisle on each side of street. 10' setback from ROW for buiMings. The setback area should be used for pedestrian circulation, window shopping, outdoor merchandising, outdoor cafes and restaurants, attd similar pedestrian-oriented activities. The City may allow the 10' sidewalk to be used for the above listed activities by means of a special encroachment permit, if the applicant provides an 8' pedestrian way within the 1 O' setback. · 12' lanes 18' sidewalk between curbside and ROW !ine allows cafes, outdoor merchandising, transit shelters and street furniture. · Regularly spaced street trees in tree wells with grates. No planting strips. On-street parallel parking (8 feeO both sides of streel. LEADING TO BUT NOT FRONTING ON THE VILLAGE GREEN: · 15' sidewalk between curbline and ROW line includes street trees in wells. · 12' travel lanes "Bulb" sidewalks into parking hme at intersections and pedestrian crossings and in selected mid-block areas, to allow for htndscaping and pedestrian amenities with the · 8'parallelparking. /~.~ i~..~. "7 /tTi Residential Collector The Residential Collector accommodates higher volumes of traffic than the standard Residential Street because it functions as more of a through route, tying together neighborhoods. 8' parallel parking on both sides. At Fallon Village, the residential collector is bordered on one side by a natural drainage swale. No parking is provided on the swale side of the street. · 12' lanes. 12'front curbline to ROW line includes 6' sidewalk and 6'planting strip with regularly spaced street trees. · 15' landscaped setback outside ROW. 6Sec Figure 7.48) Residential Street The Residential Street is the standard "pedestrian- oriented" local street in residential areas. · 36' curb-to-curb which allows two-way travel and parallel parking on both sides. lO'from curbline to ROW line includes 5' sidewalk and 5' planting strip with canopy trees'. · 15' landscaped setback outside ROW (See Figure Z49) Neighborbood Square Street · One way loop around neighborhood squares in Town Center. · 28' 36' curb-to-curb which allows one-way travel and parallel parking on both sides. · 6' sidewalk between curbline and ROWline. 15' landscaped setback outside ROW to be planted with regularly-spaced street trees. ~rc~ Figure 7.50) Alleys Alleys should be provided for access to residential parking areas in the Town Center and Village Centers. · Site alleys only between rearproperty lines. · 10' lanes Set back buildings and garages 5'from the alley ROW line. Landscape setbacks, except in front of garages or loading docks where pavement may be widened to allow for passing vehicles and turning movements. ,'c,~ Figure 7.50 Hillside Residential Collector In the Foothill Residential sub-area, residenti~.~ street sections, subject to approval of the Dh'ector of Public Works, may be modified in recognition of the need to reduce the extent of grading for roadway and building pads and the overall lower residential densities. · 36' curb-to-curb withparking on both sides · 10' easement with 5' sidewalk on ane side maintenance 20' front yard setback outside ROW. Setback may be reduced to 10' where lots are wider that 80', if all required parking for a development can be accommodated on street and in garages. Hillside Residential Street In areas wbere steep slopes limit development to one side of the roadway, street widths can may be further reduced to limit the amount of grading subject to approval of the Director of Public Works. (Same as Hillside Residential Collector with the following exceptions) 32'curb-to-curb with parking on one side (and houses on one side only) Village Special Entry Streets Special entry streets are designated in the village centers to connect residential neighborhoods with the village green and commercial core. · IN FALLON VILLAGE: · 28' median accommodates natural drainage swale. Plant it~ormally with native riparian vegetation. Includes adequate setbacks for a sidewalk or trail · I2' lanes. · 8' curbside parking · 12'front curbline to iROVr' Hue includes 6' planting strip with regularly spaced canopy trees and 6' sidewalic · 15' landscaped setback for residential buildings. · In Tassajara Village: Same as above except: · 14' median planted informally with canopy trees. ACTION PROGRAM: COMMUNITY DESIGN · Program 7A: Design Review. The City shall establish Design Review procedures and assign review responsibilities for projects proposed in eastern Dublin. The content of the Design Review will be based on the design guidelines and development standards contained in thi~ Specific Plan and any guidelines which the City has established for the City as a whole. In general, it is recommended that the process include at least three steps: Conceptual Desig'n Review, Site Plan Review, and Building Design review. The City has the option of conducting this review with planning staff and Planning Commission, or augmenting their review with a Design Review Board or a qualified design professional. · Program 7B: Design Submittals. Development applicants will be required to submit, at a minimum, the following materials for review. The City may require other information to be submitted based on the specific issues involved with each project. The basic submittal will include: · Ex2sting Condition Map(s) including relevant information such as slope~ vegetation, soit.~geolo~', infrttstructure~ eta · Design Concepts including rnapsAllustrations of concepts for built forr& landscape circulation, and grading and drainaga · Site Plans (Preliminao' and Final} including site plans, grading plans, landscape plans (planting, hard. scape, and amenities), lighting plan, and drainage plans. · Building Design including perspective sketches/renderings, e~rterior building elevations, building cross-sections, floor plans. building materials and color board, and signage design. · Special Concerns including visual sim, lations, re.vegexation plans, stream channel improvements planS, and site models. Program 7C: Master Streetscape Plan. The CiD' shall require thc development of a Master Strcetscape Plan for the Town Center Commercial area to ensure thc concepts set forth in thc Specific Plan arc translated into detailed design standards that will bc applied to all projects in thc sub-area- The Master Strcetscape Plan shall include the following elements: · ' ~t;no tree species, spacing, and · Street Tree Planting Plan ~ncl~ o - tree well treatment · Paving Standards including O~Pes of materials to be used and their location. · Ltghttng Standards tncluding the design criteria for size-, placerntnt, and rnalevials for signS within the commercial district. . . . · . ' and string · Amenities Standards tncluding cnt~nafor selecting street furniture (~g., public telephones, n~,spaper stands, benches, bicycle facies, trash receptacles, eta} public art,, $~asonal decorations, eta · Program 7D: Public Parking Lots. The CiD' should work with developers in the Town Center to encourage joint development of public parking lots and ganges by area merchants and the Cit),. · Program 7E: Communit3' Events. The City should encourage local merchants to participate in pro,mumming and marketing of special events in public areas, such as open air markets, weekend or lunch time concerts and seasonal celebratic--as: !GEND 6LD ; !,200 11,300 [ ),3oo Roadway Section Existing ADT 2010ADT Bulldoul ADT Freeway 8-lane divided 6-lane divided 4-lane divided 4-lane undivided 2-lane divided 2-lane undivided 4LD 0 1,95o 8,000 DUI~LIN 8LVD. ~ Santa Rita Rehabilitation Center 4LD 23,400 24,700 4LD O 17,600 40O 4LD 9,600 11,400 4,800 0 44,500 28,000 49,800 t37,500 8LD 3,500 2,200 51,700 42,600 68,000 47,100 CENTRALPKWY. §LD 5,000 22,550 ~33,200 6LD 5,500 34,500 t33,800 8LD 8LD 8,500 500 g00 GLEASON DR. 0 17,400 21,500 4LD 0 15,200 21,000 6LD 0 42,800 4LD 0 14,950 19,$00 oLD 0 14,950 22,70o ~6LD 8LD 0 27,65o~ 35,10o 8LD 0 53,100 4LD 6LD North Not to Scale blin General Plan i~st Dublin Existing and 2010 H0 and Beyond Network )1.T54 - ~/87 - NA Projected Traffic Volumes- iii I Figure 5-1b ;;END "',' Bui Route Lot' ':] Park-and-Ride DUBLIN BLVD. ) CENTI'IAL P ~'WY, ~ ' [] / Santa Rita Rehabilitation Center NOTE: **** ,<,, Routes are subject Io periodic **~;~(¢ mod/t/cations by the Livermore/Amador Gt E^SON DR. ._ - ~%.;O~. Vafley Transit Authority (LAVTA) as .~ity of Dublin East Dublin Transit Map North Not to Scale Figure 5-2b 57-O<31.1'54 - ~g7 - K2 LEGEND Roadway Bicycle Routes Class I (Palh) ... ,~, · Class Il(Lane) ....... Class III (Roule) ~ In addition to facilities indicated, residential areas shall provide pedestrian and bicycle connections to schools and other public tacilities as directed by the Public Works Director. Santa Rite Rehabilitation Center ~1 CENTRAL PKWY DUBLIN BLVD. North Not to Scale City of Dublin East Dublin Bicycle Circulation System 157-OOt-T54 . 6/97 - K2 I I Figure 5-3b 5. LAND USE AND CIRCULATION: CIRCULATION & SCENIC HIGHWAYS ELEMENT Government Code sec. 65302(b) requires that circulation elements include diagrams, policies and programs for existing and proposed major thoroughfares, transportation routes, terminals and other public utilities and facilities. The statute further requires that these circulation and public services features be correlated with the land use element. That is, the General Plan must propose circulation and public services adequate to meet the needs of the population planned for in the land use element. Dublin's proposed road system for the Primary Planning Area is shown on Figure 1-1, the General Plan map for Land Use and Circulation. Proposed tr3ffic transportation and roadway policies are presented below in this element. Information supporting the policies is located in the Technical Supplement, sec. 2.4, Circulation and Scenic Highways Element. The policies and standards in this element also pertain to the extended planning areas. ~'* o,4,4~,~,-,,, +h ....... ' plan .... ,4,~,.,,,, ~,,,4 .... ~" plan o+,,,4~,~o ~,~,~ ......... ,~ ~,.r *h,, ~--o* ..... ,~ Western Extended P!2nning Are3s sho,J!d 2!so be consulted for G'gid3nce on circu!3tion. These documents are expected to be completed in !992. Proposed public utilities and facilities are addressed in sec. 3.0, the Parks and Open Space Element, and in sec. 4.0, the Schools, Public Lands, and Utilities Element. Information supporting these policies is located in the Technical Supplement, sec. 2.2, Open Space Element and sec. 2.3, Schools, Public Lands and Utilities Element. The City of Dublin Circulation Plan was designed to comply with applicable regional transportation policies. The Tri-Valley Transportation Council's Tri-Valley Transportation Plan~Action Plan for Routes of ReBional Significance prescribes the long-range transportation vision for the Tri-Valley area, and identifies specific transportation performance criteria for the member agencies (Alameda County, Contra Costa County, Danville, Dublin, Livermore Pleasanton and San Ramon) The City of Dublin should use the Action Plan as a guideline in the development of its transportation system. This Circulation Element also identifies policies and criteria for streets not included in the Action Plan. 5. '1 ROADWAYS The street network described in this Circu!aticn Element roadway system was designed to accommodate-peak per4e~ traffic demand and minimize excessive delays and congested conditions during peak hours. The street design standards specify the widths and other design features necessary to ensure there is sufficient roadway capacity to accommodate future travel on Dublin streets. The most prominent features of Dublin's transportation network are Interstate 580 (which forms the southern boundary of the City) and Interstate 680 (which bisects Central Dublin). The interchange between these two freeways is currently being upgraded to improve the vehicle carrying capacity Additionally, new freeway hook ramps are to be constructed on 1-680 to improve access to the downtown area and the west Dublin BART station. 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 1 6/17~97 Vehicular traffic volumes on most arterial streets in Dublin are expected to increase steadily over the life of this General Plan. Projected vehicular traffic growth is attributed primarily to extensive development activity expected in west and east Dublin and in the surrounding Tri-Valley area. 5.1.1 Roadway Standards Guiding Policy A. Design non-residential streets to ~ accommodate forecasted averaqe daily traffic demand o_~_n segments between intersections, 3nd ~) minimize congested conditions during peak hours of operation a_t intersections and serve a balance of vehicles, bicycles, pedestrians and transit. B. Design residential collector streets, residential streets and cul-de-sacs to serve a balance of vehicu ~ bicycle and pedestrian traffic and to prevent misuse of residential areas by through vehicular traffic. Implementing Policy I~C. Design streets according to the standards set forth in paragraphs 1 through 7 below, as well as the listed Additional Design Criteria. If average daily traffic (ADT) is greater than the stated approximate maximum ADT, design the street to a higher functional classification, per ........ ~ '''f +~'" r-;+,, ~,,~,; .... ~t..p.,v.~. v, .,,v ~..] ~.,~...~,. Exceptions to these standards may be granted by the Public Works Director/City Engineer if a finding(s) can be is made that the exception is consistent with all applicable circulation policies and does not compromise public safety or access. In addition the req~ired cross-section could be reduced (as approved by the Public Works Director/City Engineer) where existing adjacent development makes the full cross-section unfeasible. 1. SIX LAHE PRIME ARTERIALS Four-Lane Design ADT 30,000 Minimum design 55 mph speed Curb-to-curb 80' (includes a 16' Right-of-Way Maximum grade Sidewalk * Minimum curve radius Public service and landscaping Six-Lane Eight-Lane 50,000 70,000 55 mph 55 mph 102' 104' .(includes 128' (includes median) a 16' median) a 16' median) 10~i * 122' 128* 152 ~ 7% 7% 7% 8' :'~' 8' o~7 ;. 8' !:.;!!i ~:!,' 1,200' with 4% 1,200' with 1,200' with superelevation 4% superelevation 4% superelevation 10' on each side 10' on each 10' on each side 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 2 6/17/97 easement of right-of-way side of right-of- of right-of-way way An additional 10 feet of paved width and right-of-way shall be provided for bus turnouts as determin~,d by the Public Works Director/City Engineer. If on-street parking is to be permitted on roadways that are parL of the bicycle circulation system, an additional 10 feet of paved width and right-of-way shall be provided. The prime a~erial streets are designed to distribute localized trips. Intersections with median openings shall be spaced no closer than 660 750 feet. In special circumstances, such as tee intersections, intersection spacing less than 750 feet may be allowed with the approval of the Public Works Director/City Engineer. Any other intersections without median openings may be approved by the Public Works Director/City Engineer. A raised median is required to separate the ~o directions of travel and to improve the visual appearance of the travel corridor. Approaches to a~erial intersections with Class I collectors as well as other a~erials shall be widened 3s required by the Public Works Director/City Engineer in order to provide ~ additional lanes for le~-turn and ~ right-turn movements. Access to and from ~ a~erial streets from abutting commercial prope~ies shall be controlled but not restricted. No direct vehicular or non-vehicular access from abutting residential homes is allowed. Parking on these streets shall be prohibited with the exception of emergency parking. Bike lanes shall be provided. Pedestrian crossings should be carefully selected to direct pedestrians to designated crossing points at signalized intersections. A major podion of the roadway capacity of the a~erials in East Dublin is required to se~e future Contra Costa County residents Although sufficient right-of-way should be prese~ed, construction of the roadway width for these facilities should be completed only after the Ci~ has secured a fair-share financial agreement with the appropriate agency. Ev AAflDI ~q' Q~n P~m~n P~H frnm I ~R fn A ma~r ~/~ll~y~--,~---,~,~A~ d~arH B~ ,kiln ~m~ ~l~t~rH fr~m Ramon Road *~ Dcughe~y ~ ~' '~ ....... ~. n,,h~ a~,,~ ..... ~ ~* ~f Doughe~y ~a Tassajar3 south of Dublin Bou!evard. I:f"M I1~ I ANII::: ~A Ir'M:;) (~TDEETQ Design ADT Minimum ,4,~o~g ..... ,4 Maximum grade Minimum c,Jp~e radius 30,000 50 mph 78' (inc!udes a !,!.' median) 98' 7% 1,400' ,.":ith no supere!evation ~1 /1' mn mar-h ~ir~m r~f rinhf nf ta~c,~ 5 - DRAFT CIRCULATION ELEMENT UPDA'rE Page 3 6/17~97 I ~1 ~I I~ ~ II I~1 ~iI~1 I~ ~1 I~11 ~ Ill~l I~ ~ ~] iI I~ ~1~] il I~II IV~I II I ~1 ~1 ~ I ~ I I~ i~1 additiona! lanes for !eft turn and right turn movements. cro~i .... hnl ll4 h ..... fl ,lly e~l~¢t~4 t~ 4ir~¢f pm~metri~ne tn designated crossing points EY~.,MPLES: ~.~.. c~ .... c~,.-.,4 er,.,-. A,-.-~,4,.. wo..,y n,-,,,I ..... ,4 ,,-. ~1,-,.o,.~ ~,-., .i ..... ,4 Village Parkway, Amador Valley Boulevard ,."/est of Vi!!age Parkway. · ~.2. CLASS I COLLECTOR STREETS Design ADT Minimum design speed Curb-to-curb Right-of-Way Maximum grade Minimum Curve Radius Public service and landscapinq easement 27,000 45 mph 76' 92' 8% 1,100' with no superelevation 10' on each side of right-of-way Sidewalk 8' (commercial areas) 6' (industrial areas) Class I collector streets serve primarily to circulate localized traffic and to distribute traffic to and from arterials ~u:~t-~. Class I collectors are designed to accommodate four lanes of traffic (plus a center turn lane); however, they carry lower traffic volumes at slower speeds than majer-sCreet-s arterials, and they have a continuous left-turn lane separating the two directions of traffic flow. For intersections of Class I collectors with arterials, additional right-turn lanes shall be provided on the Class I collector at a minimum; additional left-turn lanes shall be provided as determined by the Public Works Director/City Engineer. Typically, signalized intersections shall be spaced no closer than ~n~ 750 feet unless ~.,,~,'-*h .... ..,~ .......... ~,-,-,~-~,4 ~,h" the Public Works Director/C'ity Engineer and potentia! signalized intersections sha!! be spaced at intep:a!s r, of paved width and right-of-way shall be provided for bus turnouts as determined by the Public Works Director/City Engineer. If on-street parking is to be permitted on roadways that are part of the bicycle circulation system, an additional 10 feet of paved width and right-of-way shall be provided. Medians shall be striped in special cases if no abutting property access is allowed (minimum of one- quarter mile or one block); the width of the striped median can be reduced te-4-feet with approval of the Public Works Director/City Engineer. 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 4 6/17/97 Left-turns into driveways within 200 feet of ¢~a¢ an intersection measured from the limit line or the point of curb return (within 200') wi!! shall be prohibited by a raised median. EXAMPLES: Itlnne: :,~,+ ~vi~,fin~ in ~l lb:lin I lgll~ ] ~[ ~l'l~l' 1] Ill ~[[lll l, 43. CLASS II COLLECTOR STREETS Design ADT Minimum design speed Curb-to-curb Rig ht-of-Way Maximum grade Minimum curve radius Di lhl[,"' i rHIH'~, ,~n,-,l Public service and landscaping easement Sidewalk 12,000 30 mph 52' 68' 8% commercial, 12% residential 450' with no superelevation 10' on each side of right-of-way 8' (commercial areas) 6' (industrial areas) Class II collector streets with two-way center turn lanes serve primarily to circulate localized traffic and to distribute traffic to and from arterials and collector streets. They are designed to accommodate two lanes of traffic (plus a center turn lane); however, they carry lower traffic volumes at slower speeds than Class I collector streets. This type of facility provides access to properties and circulation to residential neighborhoods. Minimum distance between intersections shall be 250 350 feet. Deviation from this minimum distance requirement may be approved by the Public Works Director/City Engineer only if it can be demonstrated that left turn demands do not create an adverse traffic condition. Access to and from Class II collector streets from abutting properties shall be permitted at location,,' ~',.;-:~ide-~iial/;.,..x'nes ~s ,~/iowed Parking on this facility shall typically be allowed. However, parking at critical locations may be denied as deemed appropriate by the Public Works Director/City Engineer for maintaining safe conditions. If a bike lane is provided and parking is retained, an additional 10 feet of paved width and right-of-way will be required to allow for a 10-foot widening of the roadway cross section. An additional 10 feet of paved width and right-of-way shall be provided for bus turnouts as determined by the Public Works Director/City Engineer. Class II collector streets can be designed with a 40-foot curb-to-curb width with a design ADT of 15 000 if the street has no direct access between intersections. EXAMPLES: Re~iona!~'' ~,,~*r~+ ,~ ~¢~ ], , ,~1 ID I~--~ ,-'~,~. Road, Si!vergato ~ ' I ' ~n[;''~ 8~4. RESIDENTIAL COLLECTOR STREETS Design ADT Minimum design speed Curb-to-curb Right-of-Way Maximum grade Minimum curve radius Public service and landscaping easement 4,000 30 mph 40' (34' single loaded) 56' (47' single loaded) 12%* 450' with no superelevation 5-- 40: on each side of right-of-way 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 5 6/17/97 Sidewalk 5-- *Maximum grade up to 15% may be allowed under special conditions and approval by Public Works Director/City Engineer. Grade segments in excess of 12% shall not exceed 300 feet in length. Average grade over any 1,000 foot segment shall not exceed 10%. Residential collector streets also circulate localized traffic as well as distribute traffic to and from arterials and other collectors to access residential areas. Residential collector streets accommodate Iow volume levels and the use of this facility as a carrier of through traffic should be discouraged by its design. Minimum distance between intersections shall be 250 feet. Deviation from this minimum distance requirement may be approved by the Public Works Director/City Engineer only if it can be demonstrated that left turn demands do not create adverse traffic conditions. Parking on this facility shall typically be allowed. However, parking at critical locations may be denied as deemed appropriate by the Public Works Director/City Engineer for maintaining safe conditions. If a bikr~ lane is provided on this facility and parking is retained, an additional 10 feet of right-of-way will be required t~: allow for a 10-foot widening of the roadway cross section. EXAMPLES: York Drive; Vomac Road 5. INDUSTRIAL ROADS Design ADT Minimum design speed Curb-to-curb Rig ht-of-Way Maximum grade Minimum curve radius Pub!!c utility and landscaped Public service and landscaping easement Sidewalk 4,000 30 mph 52' 68' 7% 450' with no superelevation 10' on each side of right-of-way 8_' (commercial areas) 6-- (industrial areas) These roads serve traffic within industrial development. Minimum distance between intersections shall be 300 feet unless otherwise approved by the Public Works Director/City Engineer. Turnaround curb radius shall be a minimum of 50 feet. EY~,,MPLES: Sierra Court 5 - DRAFT CIRCULATION ELEMENT UPDATE Pag,, 6 6/17~97 6. RESIDENTIALSTREETS Design ADT Minimum vert4¢:~ design speed Curb-to-curb Right-of-Way Maximum grade Minimum curve radius Public service and landscaping easement Sidewalk 1,500 25 mph 36' (32' single loaded) 52' (45' single loaded) 12%* 200' with no superelevation 5--10' on each side of right-of-way 5-- *Maximum grade up to 15% may be allowed under special conditions and approval by the Public Works Director/City Engineer. Grade segments in excess of 12% shall not exceed 300 feet in length. Average grade over any 1,000 foot segment shall not exceed 10% Residential streets circulate localized traffic as well as distribute traffic to and from arterials and collectors to access residential areas. Residential streets accommodate Iow volume levels and should not be used to carry through traffic. Minimum distance between intersections shall be 150 feet. Deviation from this minimum distance requirement may be approved by the Public Works Director/City Engineer only if it can be demonstrated that left turn demands do not create an adverse traffic condition. 7. CUL-DE-SACS Minimum design speed Curb-to-curb Right-of-Way Maximum grade Minimum curb radius Public utilities and landscaped Public service and landscapinq easement Sidewalk 25 mph 34' (32' single loaded) 50' (45' single loaded) 12%* 200' with no superelevation 5-- 10' on each side of right-of-way 5-- *Maximum grade up to 15% may be allowed under special conditions and approval by the Public Works Director/City Engineer. Grade segments in excess of 12% shall not exceed 300 feet in length. Average grade over any 600 foot segment shall not exceed 12%. Cul-de-sacs are designed for residential land uses. The length of cul-de-sacs shall not exceed 600 feet. The turnaround curb radius shall be a minimum of ~ 4__Q0 feet. 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 7 6/17/97 ADDITIONAL DESIGN CRITERIA 1. No lane transition shall be allowed on horizontal curves except upon approval of the Public Works Director/City Engineer. 2. Horizontal curves shall be used for all horizontal changes of centerline direction. Vertical curves shall be used when the change in grade exceeds 1% in sags and 0.5°,/; on crests. 3. Sight distance on road knuckles across the inside corner should not be obstructed by landscaping and/or physical structures. Parking shall not be allowed on the inside curb from point of curb return (PCR) to PCR. 84_. The angle between centerlines of intersecting streets shall be as nearly a right angle as possible, but in no case less than 70 degrees or greater than 110 degrees. Streets shall intersect only in tangent section The tangent length shall extend a minimum of 200 feet and maximum grade of 6% from the point of curb return (PCR) on each leg of the intersection except as approved by the Public Works Director/City Engineer The tangent length of 200 feet is not required for residential streets intersecting another residential or collector street if an adequate intersection sight distance is provided. 45. Intersection sight distance shall meet Caltrans Highway Design Manual criteria. A minimum of one on-street parking space (20 feet) shall be provided along the frontage of each residential lot. However, in cases where the minimum on-street parking space requirement cannot be met, credit shall be given for surplus on-street parking in fro~t of along nearby lots upon approval of the Public Works Director/City Engineer. With approval of the Public Works Director/City Engineer, residential lots that provide three or more off-street parking spaces shall be exempt from this standard. 67. No gates or controlled access devices shall be allowed on any public er-~4vate street. Such gates or devices may be allowed on private streets upon approval of the Public Works Director/City Engineer, but in no case shall such devices cause traffic to back up onto a public street or right-of-way. Adequate area shall be provided for turnaround and visitor stopping. The gate operation shall ensure that emergency vehicles/services shall not be delayed. 7-8. Compound curves shall not be allowed. 89. All box-landscaped planters along a raised median shall be placed no closer than 3 feet from the face of the median curb. 11. Drainage systems along arterial roadways must be designed to maintain one unobstructed travel lane in each direction during a 100-year storm event. 12. Drainage systems along all streets must be designed to keep all travel lanes unobstructed during a 15-year storm event. 13. Sidewalk widths shall conform to the following standards: 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 8 6/17/97 8' Commercial/heavy use areas 6' Industrial areas 5' Residential areas The City Engineer/Public Works Director may allow exceptions to these standards (increases or decreases) based on pedestrian usage; in no case shall the sidewalk width be less than 5 feet. 14. Traffic controls will be considered to correct specific problems. Th~, ~ ~aa ¢ ......... ;o ,~, ~. .... ;,4..,.~,,4 ,,. eight ~ ....... ;m;. m .... * ¢;,,~ years ~-~ ,k~ freeway *~ ¢ ......... in+~.~k~.g .... iu k~ .~k,,i,, ~ ~,k ~ ............ ~ ,k~ o~.~, street system ~p~i .... k ....y .qew ~ .... ~ from 6'_'idin.~ Policy [Freeway policy moved to Section 5.1.2] E. Wcr~ ~ifh {-ha /"'if,, nf Can 13,-~rnnn tn inr, rc,-'~e~ fh:~ ,',,'~n,~,'if,, r,f fh~ /~ I,-,,',ef-3 I~r~,,I,~,,"~r,'l inf,~r,-h~ng~ T t,~ may be achieved b,/ relocating so,dthbcund ! 680 ramps to intersect San Ramon Road north of A!costa. Guiding Policy F-D. Reserve right-of-way and construct improvements necessary to allow a,"teria! and cc!!ector streets to accommodate projected vehicular traffic with the least friction. The Daily Projected Traffic Volumes maps (Figures 5-1a and 5-1b) show existing and projected flows and lane requirements. The General Plan does not include more detailed street improvement proposals. E ........ For Streets defined as Routes of Regional Significance in the Tri-Valley Transportation Council's Tri- Valley Transportation Plan~Action Plan for Routes of Regional Significance (hereinafter referred to as "the TVTC Action Plan", the City of Dublin is required to make a "good-faith effort" to maintain Level of Service (LOS) D (VIC < 0.91) on arterial segments and at intersections. If this Transportation Service Objective (TSO) is violated, the City can implement transportation improvements or other measures to improve level of service. If such improvements are not possible or are not sufficient, the City may refer the problem to the TVTC for joint resolution. In the event that the TVTC cannot resolve the violation to the mutual satisfaction of all members, Dublin may modify the level of service standard, but only if other jurisdictions are not physically impacted. 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 9 6/17/97 .......... The Routes of Regional Significance within the City of Dublin are as follows: Dublin Boulevard, Dougherty Road, Tassajara Road and San Ramon Road. GF ..... For streets that are not defined as Routes of Regional Significance in th ~. TVTC Action Plan S-t-ewe strive to phase development and road improvements outside the Downtown Specific P!3n Area so that the operating Level of Service (LOS) for intersections in Dublin shall not be worse than LOS D. .......... Use the Tri-Valley Transportation Council Action Plan for Routes of Regional Significance as a guideline for making transportation policy decisions. Implementing Policies IG ...... Connect existing, north-south cul-de-sac streets near the proposed Western Dublin BART station south of Dublin Boulevard (Amador Plaza Road Golden Gate Drive and Regional Street) via the creation of a street parallel to and south of Dublin Boulevard. The proposed new street parallel to Dublin Boulevard is needed to serve intensive development of a-488-a6re the adjoining commercial area and to distribute West BART station traffic to three Dublin Boulevard intersections and the 1-680 freeway. JH ...... Design Do,Jgherty Ro3d as 3 six lane divided art. eri3! street and construct all roads on the City's circulation system as defined on Figures 5-1a and 5-1b. developers to ,-,,,,,.ih, ,,~ f,.oo ,,. help ~ .i,~ improvements [moved to "Additional Design Criteria" section] Seek funding agreement with Contra Costa County to designate the County's pro-rata "fair" share fo~ ultimate improvements, including right-of-way, on regional facilities within the City of Dublin. Examples of SL~ regional facilities include Tassajara Road Fallon Road and Dougherty Road. Development in Contra Costa County will contribute a significant amount of traffic to regional facilities within the City of Dublin; so the full cost should not be borne by Dublin users. Fundinq may be provided in part by the forthcoming Traffic Impact Fees under development by the City of Dublin the County of Contra Costa County and/or the TVTC. 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 1 0 6/17/97 Eastern Extended Planning Area - Additional Policies Substantial urban development is projected for the Eastern Extended Planning Area. The roadway system has been designed to accommodate traffic at buildout of the area according to the land use distribution and densities shown in the General Plan Land Use Map (Figure 2B). The system is structured around the existing- north-south roads and freeway interchanges (Hacienda Drive Tassajara Road and Fallon Road) and the extension of existing east-west roadways such as Dublin Boulevard and Gleason Drive. The roadway system also incorporates an east-west "transit spine" (Central Parkway) that extends the length of the planning area and connects the most intensively developed areas with the future Eastern Dublin BART station. Guiding Policy L ........ Provide an integrated multi-modal circulation system that provides efficient vehicular circulation while encouraging pedestrian bicycle, transit, and other non-automobile transportation alternatives. Implementing Policy M ....... Provide continuity with existing streets, include sufficient capacity for projected traffic, and allow convenient access to planned land uses. N ....... Require the following major circulation improvements in the Eastern Extended Planning Area: Extension of Dublin Boulevard from Dougherty Road to North Canyons Parkway. Extension of Fallon Road north to connect to Tassajara Road. .......... · Extension of Gleason Drive east to Fallon Road. .......... · In cooperation with Caltrans and other affected jurisdictions, pursue widening of Interstate 580 to ten total lanes (8 through lanes and two auxiliary lanes) between Tassajara Road and Airway Boulevard. .......... · Upgrade the Fallon Road interchange to the same standards as the Dougherty Road and Hacienda Drive interchanges (i.e., three through lanes in each direction across the overpass and a partial cloverleaf ramp system). planning area. Provide local collector streets for internal access to development areas throughout the O ....... Provide potential for additional future roadway connections linking existing Dublin to the Eastern Extended Planning Area. 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 11 6/17/97 Western Extended Planning Area - Additional Policies Q ....... Provide an efficient circulation system for the Western Extended Planning Area, including linkage to the rest of the City, alternate transportation modes, and sensitivity to environment ;:1 concerns. R ....... The primary access for the Schaefer Ranch sector of the Western Extended Planning Area shall be via Dublin Boulevard and Schaefer Ranch Road. Other sections of the Western Extended Planning Area shall have primary access via the Eden Canyon interchange. Implementing Policies S ........ Require the following major circulation improvements in the Western Extending Planning Area: .......... · Extension of Dublin Boulevard to Schaefer Ranch Road. .......... ° Collector streets tc provide access to residential neighborhoods and non-residential uses, as ident~: ~d in specific development plans. 5,1.2 Freeway Access The 1-680 freeway was recently widened to eight lanes north of 1-580; the 1-580/I-680 interchange will be rebuilt as both freeways and the arterial street system experience heavy new demands from development in adjoining communities. A new interchange is needed on 1-680 north of 1-580. Guiding Policy J. Improve freeway access. Implementing Policies K. Provide an additional interchange on 1-680 north of 1-580 to provide better access to the downtown .area. L. Improve 1-580 interchanges to serve planned growth. Access to downtown from the north and south along Interstate 680 is needed at a point closer than Alcosta Boulevard. Additional capacity at existing interchanges on 1-580 is needed to serve East Dublin travel demands. 5.2 TRANSIT Figures 5-2a and 5-2b illustrate existing and future transit routes. BART currently operates two bus lines serving several bus lines linking the Tri-Valley to Hayward, Bayfair, and Walnut Creek BART rail stations and providing limited local transit service. Dublin taxpayers h .... ~. ....... ;~ ,h~;~ r,,, ~h~ r^~ ,~;r~, ~;~ ..... ;~ as ~h ....... the crigina! n ~ ~ plan, k .... ,h ........ ; ......... ;.~ r~ n,.~;.~ h ........ ;"~ stronger suppcx fram the Metrcpc!itan TranspcXaticn 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 12 6/17/9 7 The East Dublin/Pleasanton BART Station will be completed as part of the BART Extension currently under construction. Ultimately, a second BART Station serving western and central Dublin will be completed. Followin~ completion of this extension, it is expected that BART Bus service to the Hayward and Bayfair BART stations may be discontinued. The Wheels bus system currently serves Pleasanton Dublin and Livermore. There are 11 bus routes offering weekday commute, off-peak and Saturday service. The Contra Costa County Connection Bus Service provides the 121 Route along the 1-680 corridor. This route extends through Dublin on Village Parkway, Dublin Boulevard, and San Ramon Road to Stoneridge Mall in Pleasanton. Guiding Policies A. Support a compact.,..,.,~"~*; o.~,j ..... downtown West Dublin BART station ...,~"'~ a o~v.,~ ~..,.u,,°*~*;~" *~,v ,h..~ ..... ~o. along ,~ q~' B. Support improved local transit as essential to a quality urban environment, particularly for residents who do not drive. Implementing Policies C. Urge BART cooperation in maintaining availability of station sites and develop standards for review of public and private improvements in the vicinity of BART stations that take account of both future traffic needs and development opportunities. 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 1 3 6/17~.~7 Guiding Policy - Eastern Extended Planning Area E. Support the development of a community that facilitates and encourages the use of local and regional transit systems. Implementing Policy - Eastern Extended Planning Area F. Encourage higher densities and mixed-use developments near major transit lines and transit transfer points as a means of encouraging the use of public transit. This type of transit-oriented development is especially encouraged alon~g Central Parkway and near the east Dublin BART station. G. Capitalize on opportunities to connect into and enhance ridership on regional transit systems including BART, LAVTA, and any future light rail systems. 5.3 SOUTHERN PACIFIC RAILROAD TRANSPORTATION CORRIDOR ~.~ c^,,..~. D~,m,~ .~.~., ~r ...... Track has been removed from the San Ramon Branch line between Pleasanton and Pleasant Hill. Recent Previous studies have proposed future use for light rail transit or a busway. Guiding Policy A. Support preservation along the Southern Pacific right-of-way between the East Dublin BART station and Dougherty Road and along the east side of Dougherty Road from the Southern Pacific right-of-way to the northern City limit as a potential transportation corridor. B. Consider potential recreational use in conjunction with transportation use. Committed development will require additional transportation capacity in the San Ramon Valley corridor; therefore, all options should be kept open. 5.4 B!CYCLE ROUTES BIKEWAYS Guiding Policy A. Provide safe bike mgtes bikeways along arterials and ma3vr streets (See Figures 5-3a and 5-3b). Implementing Policy B. Complete the following bikeway systems illustrated on Figures 5-3a and 5-3b.+ c~. v ...... t>~a Existing separate ~;~ ..... ,h 5 - DRAFT CIRCULATION ELEMENT UPDATE Page '~ 4 6/17/97 Village Alamo Creek Southern Pacific 5.5 TRUCK ROUTES Guiding Policy A. Designate and accommodate truck routes to minimize noise nuisance on residential arterial streets. Implementing Policy B. Strive to Restrict "through" trucks (defined as trucks with both origins and destinations outside the City limits) to 1 580 and l 680 in the City.. C. Take advantage of opportunities to provide long-term truck parking facilities. 5.6 SCENIC HIGHWAYS 1-580, 1-680, San Ramon Road, and Dougherty Road were designated scenic routes by Alameda County in 1966. Th¢~a are the routes from which people traveling through Dublin gain their impression of the city; therefore, it is important that the quality' of views be protected. In the Eastern Extended Planning Area, Tassajara Road and Doolan Road are designated as scenic corridors by Alameda County. it is the City's intention that Fallon Road will also be designated as a scenic route once it is extended north to connect with Tassajara Road. Guiding Policy A. Incorporate ?revicus!y County-designated scenic routes, and the proposed Fallon Road extension, in the General Plan as adopted City-designated scenic routes, and work to enhance a positive image of Dublin as seen by through travelers. 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 1 5 6/17/97 Implementing Policy B. Exercise design review of all projects visible from a designated scenic route. 5.7 FINANCING ROAD IMPROVEMENTS The City has a five year Capital Improvement Program (CIP) that includes a section on streets. The current most recent C1P (!99! n.~j_j ,,~,~:o*o ~,7., lists approved street improvement projects along with estimated costs and financing schedules. The moneys to fund these projects come from several sources including the City's operating budget, state/federal funds, development fees, grants and loans. (A copy of the current Dublin 199! 92 CIP program is available from the City Manager's Office.) Currently, development plans are being formulated for the eastern and western Extended Planning Areas. portions of the City. Construction of necessary roads will be funded by the developers. Developer contributiens ':.'il! also 5e requir.?4 for existing Traffic Impact Fee (TIF) requirements will also be assessed to fund city roadway projects that will be impacted by traffic from developments in the extended planning areas as well as in the Downtown. The East Dublin has been finalized; the Downtown TIF is currently being finalized. A regional TIF is currently under study by the Tri- Valley Transportation Council (TVTC) These fee programs are available from the Public Works Department. Guiding Policy A. Continue the city's program of requiring developers to contribute fees and/or improvements to help fund off'- site improvements related to their projects. 5 - DRAFT CIRCULATION ELEMENT UPDATE Page 16 6/17;-)7 iLEGEND I4LD I g,800 · 22,000 Roadway Section Exl,,tlng ADT 2010 ADT Freeway 8-lane divided 6-lane divided 4-lane divided 4-lane undivided 2-lane divided 2-lane undivided :. 2[ 1,300 2L 2,300 5,300 8,100 22,000 5 2OO 6,50018 2g ,900 2L 3,800 3,100 2,300 3,200 23,000 20,000 20,600 31,500 :~', 7,900 28,100 ~':' ,'~ 32,700 2L 1,650 0 8,800 0 3,600 2L 2,500 3,500 4LD Dublin General Plan West and Central Dublin 1996 Existing and 2010 Daily Projected Traffic Volumes 167-001-T64 · tl/98 - K2 4LD 10,200 14,200 2L 3,000 3,200 2L 4,700 4,700 6LD 10,800 40,250 2L 1,700 1,800 TAMARACKDR. 9,200 17,500 16,850 4LD 16,900 21,300 38,200 ~00 12,600 3,000 6,000 .. .... 6LD · ' 23,650 ,' 48,300 2LD 10,500 14,200 6LD 54,800 4L 0 8,800 6LD 7,950 37,700 43,500 70,300 DUBLIN BLVD, r~ 3L 0 4,2o0 Figure 5-1a North Not to Scale LEGEND 8LD 2,200 51,300 10,300 Roadway Section Existing ADT 2010ADT Bulldoul ADT Freeway 8-lane dlvlded (t-lane divided 4-lane divided 4-lane undivided 2-lane divided 2-lane undivided DUBLIN BLVD. Dublin General Plan 4LD O 1 ,gso Z O Santa Rita Rehabilitation Center 4LD 4LD o 23,400 24,700 4,800 44,500 4g,800 4LD 0 17,600 2O,4OO 4LD g,600 11,400 8LD, 3,500 51,700 66,000 0 j28,000 37,500 6L[ 2,200 42,800 47,1oo CENTRALPKWy. 6LD 5,000 22,550 33,200 GLEASON DR. 6LD 5,500 34,800 33,8OO ~ 8LD 8,500 500. 90o 0 17,400 Z 1,500 4LD 0 15,200 21,000 6LD 0 42,800 50,800 4LD 0 14,950 Ig,500 6LD o 14,g50 22,700 §LD 8LD 0 27,650 35 8LD o~ 53,10o 63,500 4LD eLD Norlh Not lo Scale East Dublin Existing and 2010 i2010 and Beyond Network 57.0O1.T54 · 5/97 · NA Projected Traffic Volumes- Figure 5-1b LEGEND ~ --' · Wheels Service The County Connection eeeeeee Transit Co~'rldor Dublin Ci~y Limit City of Dublin West and Central Dublin Transit Map 16?.00t-Tr)4 - 6/g7 · K2 Camp Parka NOTE: Routes are subjecl to periodic modifications by the Livermore/Amador Valley Transit Authority (LA VTA) as demand conditions warrant. BART Civic Cartier Dublin Sporla Grounda DUBLIN BLVD. ..... -....... BART North Not to Scale Figure 5-2a LEGEND ~ua Roule [] Park-and-Ride Lo I,I '.~ity of Dublin DUBLIN BLVD. 'llltllllllll Illlllllll Santa Rita Flehab///tation Center ) C~NTRAL p~. / East Dublin Transit Map. 570al T54 ~g? K2 NO TE: Routes are subject to periodic modifications by the Livermore/Amador Valley Transit Authority (LA VTA) as demand conditions warrant. '~ Norl~h No/to Scale Figure 5-2b LEGEND Roadway - Bicycle Roules Class, I (Palh) ,,, ,,,, - Class Il(Lmm) ,,,,,,, Class III (rioule) L ' '71 ';il In addition to facilities Indicated, [esldentlal areas shall provide pedeslr an and bicycle conneclions to schools and oilier public facilities as directed by the Public Works Director. ,/ ....- City ol Dublin West and Central 157.001-'T5,4 - 11~1)~ · Du~lh City Llmll DR. BART Civic Du~ln Sporfe Gro ur)da Camp Park~ %, DUBLIN BART North Not to Scale Dublin Bicycle I I CircUlation III ! System Figure 5-3a II I LEGEND Roadway Bicycle Routes Class I (Path) Claes II (Lane) Class III (Route) In addition to facilities indicated, residential areas shall provide pedestrian and bicycle connections to schools and other public lacilities as directed by the Public Works Director, North Not to Scale City of Dublin East Dublin Bicycle Circulation System Figure 5-3b I 157-0OI-T54 - 8/97 - K2 INITIAL STUDY EASTERN DUBLIN SPECIFIC PLAN AMENDMENT & DUBLIN GENER~L PL,~N AMENDMENT CIRCULATION ELEMENT Ct-L~NGES Planning Application # 96-052 iNTRODUCTION This Initial Study has been prepared by the City of Dublin to assess the potential environmental effects of the proposed Eastern Dublin Specific Plan Amendment & Dublin General Plan Amendment Circulation Element Changes (the Project). The analysis is intended to satisfy, the requirements of the California Environmental Qua/iD' Act (CEQA), and provide the City w~th adequate information for project review. The Eastern Dublin Specific Plan and General Plan Amendment Final Environmental Impact Report (FEIR) was adopted by the City Council on May 10, 1993 [consisting of the Draft Environmental Impact Report (DEIR), dated Au_m.~t 28, 1992; Responses to Comments Part I dated December 7, 1992; Responses to Comments Part II dated December 21, 1992; Revisions to Part I of the Responses to Comments relating to the Kit Fox; and Addendum to the DEIK dated May 4, 1993; and a DKS Associates Traffic Study dated December 15, 1992 (SCH9 t 103 064)]. An Addendum to the FEIR was approved by the City Council on Au__m.~st 22, 1994- It is also available'for review of the Planning Department. The Eastern Dublin General Plan Amendment and Specific Plan FEIR concluded certain siguificant impacts will result from the development of Eastern Dublin. Most of those impacts will be reduced to insignificance by mitigation measures of the FEI~. Some of the impacts from development of the adopted Specific Plan will remain unavoidable sig~nit:icant adverse impacts, but they were included in a Statement of Overriding Considerations passed by the Dublin City Council when it adopted the Eastern Dublin Specific Plan. The FErR that was prepared for the Eastern Dublin General Plan Amendment and Specific Plan was a '?to_m-am" envi.ronmental impact report (Pro_m-am EIR). If a Pro_m'am EIR is used, subsequent environmental docnments need to be prepared for projects within the pro_m-am only/.fi_here are additional envkonmental impacts not considered in the preparation of the ori~_~hnal Environmental document or additional mitigation measures are required (CEQA Guidelines Section 15168). The proposed nmendments to the Ea~rn Dublin Specific Plan (EDSP) Will not create any significant impacts which were not already covered by the FEIK or reduced to insi,cmificance by mitigation measures of the FEIR and Mitigation Monitoring Pro~m'a_ rn~ and conditions of approval of the project. The Project is within the scope of this Program EIY,-, and the FEIR adequately describe the impacts of the project, and there have been no changes or new information which would necessitate supplementing this Pro~m-arn EIR pursuant to Public Resources Code section 21166 and CEQA ~m~idelines Section 15162. The proposed nmendments to the Dublin General Plan will not result in any negative environmental impacts, and a Negative Declaration is proposed. The Dublin General Plan was adopted in February of 1985 and revised in September of 1992. Volume 2 of the General Plan includes an Environmental Impact Report (EIR) and Technical Supplement addressing various impacts anticipated from adoption of the General Plan. This ErR (SCH #84011002) was certified by the Dublin City Council on February 11, 1985. The EDSP Final Environmental Impact Report (FEIK) and the Dublin General Plan Envkonmental Impact Report are available for review a~ the City of Dublin Planning Department, 100 Civic Plaza, Dublin, CA. [~;~.~r/~., .c3:.-. ~ Th_is I~tial Study includes a Project Description, Environmental Checklist Form, an Evaluat..;on and Discussion of issues identified in the checklist, and a Determination. Attached to the Initial Study is a Mat_dx which has incorporated the adopted Mitigation Measures and Action Progams of the Eastern Dubli Gene~-al Plan Amenchment and Specific Plan EIR which apply to development of the EDSP. The Matrix has been designed for use in evaluating specific project proposals in Eastem Dublin for compliance w/th the Eastern Dublin Final Environmental Impact Report and Mitigation Monitoring Progrm':_ The Mitigation Measures of the Eastern Dublin General Plan Amendment and Specific Plan Final Environmental Impact Report (the FEIR) and 'the two approved addenda thereto are referenced throughout th/s Initial Study. Please refer to the Matrix to review the Mitigation Measures and/or Action Pro_m-ams, or refer to the FEIR itself for related mitigation descr/ptions. PROJECT DESCRIPTION The City of Dublin is proposing an amendment to the Eastern Dublin Specific Plan (EDSP, or Specific Plan) and to the Dublin General Plan to reflect proposed modifications to the circulation element. As noted above, the EDSP was adopted irt 1994 and has a certified Program EIR. Since its adoption, in the processing of var/ous land use applications in the Specific Plan area, it has become clear that several sections of the Spec/tic Plan regarding public rights-of-way require clarification and modifications to terminology. The primary purpose of the proposed amendments is to update the Specific Plan to accurately reflect details of the planned Eastern Dublin circulation system as anticipated by the TH-Valley Traffic Model (TVTM). The TVTM is a system which uses the most current information on land use and circulation networks to predict future traffic volumes and patterns. The TVTM has been adopted by the City of Dublin, TH-Valley Transportation Council, and surrounding communities. Th/s project's proposed amendments to the lane requirements of the Specific Plan and Genera/Plan diagr"mns are a result of using this more accurate modeling tool. The proposed changes w/il involve modifications to sections of the Specific Plan and General Plan Circulation Elements regarding public r/ghts-of-way for consistency and clarification in terrninc;logy. For example, Figure 5-I of the General Plan requires updating to reflect accurate lane requirements for several roadways, including additional lanes along Tassajara Road. Also, roadway descriptions will be clarified to consolidate the various categories of the General Plan and Specific Plan roadway systems. Some policies of the General Plan have been updated to reflect the current conditions. Limited related minor revisions to the text or figzu-es in other chapters of the Specific Plan and General Plan may be requ/red for consistency only. The substance of the proposed revisions involve only the circulation element, and does not change any land use designations. The proposed Specific Plan and General Plan traffic volume dia~m-ams, tables containing supplemental data, and proposed text changes are available for review by contacting the City of Dublin Public Works Department at (510)833-6630, or the Plarming Department at (510)833-6610. L?~VIRONMENT:%L cHECKLIST FORM This study was prepared based upon the location of the project, staff office review, field review, comments submitted by local agencies; the CEQA Law and Guidelines, CiD' of Dublin CEQA Guidelines, and use of City Planning documents including the previously certified Eastern Dublin General Plan Amendment and Specific Plan Final Environmental Impact Report (FEIR), and the Dublin General Plan EIR (General Plan EIR). These EIP,-s concluded certain si~ificant impacts will result from the development of the Eastern Dublin Specific Plan and the Dublin General 1J'lan. Most of those impacts will be reduced to insignificance by mitigation measures of the EIRs. Some will remain unavoidable si~ificant adverse impacts but they were included in Statements of Overriding Considerations passed by the Dublin City Council when it approv, ed the planning documents- The Project will not create anY significant impacts not already covered by these EIRs. Impacts of the project are described below. 1. Project title: Eastern Dublin Specific Plan & Dublin General Plan Circulation Element Amendments 2. Lead agency name and address: City of Dublin, 100 Civic Plaza, Dublin, CA 94568 3. Contact person and phone number: Mehran Sepehri, Senior Engineer, (510)833-6630, or Tasha Huston, .~sociate Planner; (510)833-6610 4. Project location: The project affects both the Dublin General Plan and the Eastern Dublin Specific Plan (EDSP), which together apply to land within the City limits, the Extended Planning Area, and the EDSP plannin~ area. The Dublin community is situated near the center of the "Tri-Valley" re~ion (which includes the communities of Dublin, San Ramon, Pleasanton, and Livermore, and portions of both Ai'ameda County and Contra Costa County). The Dublin "City limits" includes the area within the City boundaries; and the '~Extended Planning Areas" includes the potentially developable land immediately adjacent to the west and east of the City limits. The EDSP planning area (consisting of approximately3,300 acres) is located on the eastern edge of the CiD' of Dublin- This planning area is bound on the south by Interstate 580; by the Alameda/Contra Costa County line to the north; by the eastern border of Camp Parks property on the west; and by a stepped boundary along the east side of the area, beginning east of Croak Road near 1-580, and stepping westward until it meets the County line at TassajaraRoad. 5. Project sponsor's name and address: City of Dublin, 100 Civic Plaza, Dut~lin, CA 94568 6. General plan: (Various designations wdthin the General Plan and Specific Plan dia__re'ams) .. 7. Zoning: (Various designations within the City; s~ City of Dublin Zoning Map; EDSP planning area is zoned with a Planned Development (PD) Overlay Zone, consistent with the land uses shown in the EDSP) 8. Description of project: The amendments to the Eastern Dublin Specific Plan and to the Dublin General Plan affect modifications to the circulation element. The primary purpose of the proposed amendments is to update the Specific Plan to accurately reflect details o£the planned Eastern Dublin circulation system as anticipated by the Tri-Valley Traffic Model. The changes will involve modifications to sections of the Specific Plan and General Plan Circulation Elements regarding public rights-of-way for consistency and clarification in terminology. For example, Fibre 5-1 o£the General Plan requires updating to reflect accurate lane requirements for several roadways. Also, roadway descriptions will be clarified to consolidate the various cate~,ories of the General Plan and Specific Plan roadway systems- Some policies of the General Plan have bee~updated to reflect the current conditions. Limited related minor revisions to the text or figures in other chapters of the Specific Plan and General Plan may be required for consistency only. The substance of the proposed revisions involve only the circulation element,, and does not change any land use designations. 9. Surrounding land uses and setting: ~Tarious) 10. Other public agencies whose approval is required ' None 3 E/~-'v-I_RONM]ENT.4~L FACTORS POTENTIA~LLY .AFFECTED: The environmental factors checked be/ow would be potentially affected by this project, involving at leas impact that is a "Potentially Significant Impact" as indicated by the checklist on the following pages. [] Land Use and Planning [] Population and Housing [] Geological Problems [] Water ']~A/r Quality ]~ Transportation/Circulation [] Biological Resources j]~ Ener~m7 and Mineral Resources [] Hazards ,15tNoise ..J~/Publ/c Services [] Uti/it/es and Service Systems [] Aesthetics [] Cultural Resources [] Recreation [] Mandatory Findings of Significance 4 ENWIRON."MENTA3L IMPACTS CHECKLIST I. LA_ND USE AND PLANNING. Would the proposal: a) Conflict with ~eneral plan designation or zon}ng? (Source #: l, 2 ) b) Conflict with ~pplicable environmental plans or policies adopted by agencies with jurisdiction over the project? (1,2) c) Be incompatible with existing land use in the vicinity? ( 1, 2 ) d) Affect agricultural resources or operations (e.g., impacts to soils or farmlands, or impacts from incompatible land uses)? (1, 2 ) e) Disrupt or divide the physical arrangement of an established community (including a low-income or minority community)? (1,2) IL ?OPI_ILATION .4aNI) Y[OUSING. PVould the proposal: a) Cumulatively exceed official regional or local population projections? (1) b) Induce substantial zrowth in an area either directly or indirectly - area or extension of major ( .=., through projects in an undeveloped iafrastructure)? (1) c) Displace ex/sting housing, especially affbrdable housing? (1) GEOLOGIC PROBLEMS. Would the proposal result in or expose people to potential impacts involvin~o: a) Fault rupture? (1, 3 ) b) Seismic ~ound shaking? (1, 3 ) c) Seismic ~oa'ound failure, including liquefaction? (1, 3 ) d) Seiche, tsunami, or volcanic hazard? (1, 3 ) e) Landslides or mudflows? (1, 3 ) f) Erosion, changes in top%m-aphy or unstable soil conditions from excavation, Fading, or fill? (1, 3 ) g) Subsidence of land? (1, 3 ) h) Expansive soils? (I, 3 ) i) Unique geologic or physical features? (1, 3 ) ~notentially Signiftc. m~t [] [] [] Signi~c.~t ImpaCt [] [] [] [] 5 IV. V~ ATER. IJZould the ]proposal result in: a) Changes in absorption rates, drainage patterns, or the rate and amount of surface runoff?. (1) [] b) Exposure of people or property to water related hazards such as flooding? (1) [] c) Discharge into surface waters or other alteratiDn of surface water quality (e.g., temperature, dissolved oxygen or turbidity? (1) [] d) Changes in the amount of surface water in any water body? (1) [] e) Changes in currents, or the course or direction of water movements? (1) [] f) Change in the quantity of ground waters, either through direct additions or withdrawals, or through interception of an aquifer by cuts or excavations or through substantial loss of~oundwater [] recharge capabiliw? (1) g) Altered direction or rate of flow of~oundwater? (1) [] h) Impacts to groundwater quality? (1) [] i) Substantial reduction in the amount of~oundwater otherwise available for public water supplies? (1) [] V. A]~R QUALITY. FFould the.proposal: a) Violate any air quality standard or contribute to an ex/sting or projected air quality violation? (1, 2 ) [] b) Expose sensitive receptors to pollutants? (I, 2 ) [] c.) Alter air movement, moisture, or temperature, or cause any change in climate? (I, 2 ) [] d) Create objectionable odors? (1, 2 ) [] VI. TRA_NSPORTATION/CIRCUI~ATION. lgrould the proposal result in: a) Increased vehicle lrips or traffic congestion? (I, 2, 4 ) [] b) H~7~rds to safety from desi=ma features (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm [] equipmenO? (1,2, 4 ) c) Inadequate emergency access or access to nearby uses? (1,2, 4 ) [] d) Insufficient parking capacity onsite or offsite? (1, 2, 4 ) [] e) hazards or bart/ers for pedestrSans or bicyclists? (1, 2, 4 ) [] f) Conflicts with adopted policies supporting alternative transportation (e.g., but turnouts, bicycle racks)? (1, 2, 4 ) [] g) Rail, waterborne or air traffic impacts? (t) [] Significmu ]ntpoC! 3'i~Jt?c~nt A~mgcmon bworpormed lmpoct [] [] [] Impact VII. BIOLOGICAL RESOURCES. Would the proposal result in impacts to: a) Endangered, threatened or rare species or their habitats (including but not limited to plants, fish, insects, animals, and birds? (1) b) Locally designated species (e.g., heritage trees)? (l) c) Locally designated natural communities (e.g., oak forest, coastal habitat, etc.)? (1) d) Wetland habitat (e.g., marsh, riparian, and vernal pool)? (l) e) Wildlife dispersal or migration corridors? (1) VIII. EI~ERGY AND MINERAL RESOURCES- Would the proposal: a) Conflict with adopted energy conservation plans ? (1, 2 ) b) Use nonrenewable resources in a wasteful and inefficient manner? (1,2) c) Result in the loss of availability ora -known mineral resource that would be of future value to the region and the residents of the State? (i,2) IX. EL4X. ARDS. Would the proposal involve: a) A risk of accidental explosion or release of hazardous substances (including; but not limited to, oil, pesticides, chemicals, or radiation)? (1) b) Possible interference with an emergency response plan or emergency evacuation plan? (1) c) The creation of any health hazard or potential health hazards? (1) d) Exposure ofpeopte to existing sources o£potential health hazards? (1) e) Increased fire hazard in areas with flammable brush, grass, or u-ees? (1) X- NOISE. Would the proposal result in: a) Increases in existing noise levels? (1, 2, 5 ) b) Exposure of people to severe noise levels? (1, 2, 5 ) potentially Impoct potentially Silrnificant Unlt.~ ),fitigt~ion I n c. o rpo ra~ t d ~ thtm No lrn.taact 59.- XL PUBLIC SERV'ICES. Would zhe proposal result in a need for new or allered government scm,ices in any of d~e following areas: a) Fire protection? (I) b) Police protection? (1) c) Schools? (1) d) Maintenance of public facilities, including roads? (1) e) Other government services (l) XIL UTILITIES AND SERVICE SYSTEMS. Would the proposal result in a need for new systems or supplies, or substantial alterations to the following utilities: a) Power or natural gas? (1, 2 ) b) Communications systems? (1, 2 ) c) Local or regional water trealxnent or distribution facilities? (1, 2 ) d) sewer or septic tanks? (1, 2 ) e) Storm water drainage? (1, 2 ) f) Solid waste disposal? (1, 2 ) g) Local or regional water supplies? (1, 2 ) XTII. AESTI~TICS. Would the proposaL' 3'q.~.ficant ]mpac~ Impctct ?.'olmpoct [] [] [] [] [] [] [] [] a) Affect a scenic vista or highway? (I, 2 ) b) Have a demonstrable negative aesthetics effect? (1, 2 ) c) Create light or glare? (1, 2 ) XIV. CULTURA.L RESOURCES. Would theproposat: [] [] [] t2' [] o [] [5, a) Disturb paleontological resources? (1) b) Disturb archaeolo~caI resources? (1) c) Have the potential to cause a physical change which would affect unique ethnic cultural values? (1) d) Restrict ~:cisting religious or sacred uses within the potential impact area? (I) XV. RECREATION. Would the proposal: [] [] [] [] [] M a) Increase the demand for neig, hborhood or regional parks or other recreational facilities? (1) b) Affe,t existing recreational opportunities? (1) XVI. 5k4~NDATORY FINDINGS OF SIGNIFICANCE. a) Does the project have the potential to degrade the quality of the environment,, substantially reduce the habitat ora fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples oft. he major periods of California history or prehisto~? b) Does the project have potential to achieve shfrt-term, to the disadvantage of long-term, environmental goals? [] [] [] ,~' c) Does the project have impacts that are individually limited, but cumulatively considerable? ("Cumulatively · ~' earl conmderable m s that the incremental effects ora 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 p. roj?cts) [] []/K[ [] d) Does the project have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly? [] [] ,'[~', [] DISCUSSION - Mandatory Findings of Sig-nificance a) As indicated by the checklist form, the project will not degrade the quality of the environment~ substantially reduce the habitat ora plant or animal species or eliminate important examples of California history or prehistory. b) All potentially sig-nificant environmental impacts can be mitigated to reduce both the long term and the short term environmental impacts below a level of significance except for those impacts included within the Statement of Overriding Considerations of the Eastern Dublin General Plan Amendment and Specific Plan EIR. A description of the rnifigation measures is contained in the Matrix, Attachment A. c) All potentially signixhcant cumulative environmental impacts have been addressed in the EIR. d) As discussed under the headings "Risk of Upset" and "Human Health," the project does not have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly. Referenced information sources utilized for this analysis include the following: I) 5) 5) 6) 7) Determination based on location of project; Determinauon based on staff'office review; Determinatmnbased on field review; Determinauonbased on the City of Dublin General Plan; Determ~naUon based on the City of Dublin Zoning Ordinance; Determination based on the Eastern Dublin General Plan A_mendment and Specific Plan Final EIR and Addendum; Not applicable. EVALUATION OF ENVIRONMENTAL IMPACTS 1) A brief explanation is required for all answers except "No Impact" answers that are adequately supported by the informa sources a lead agency cites in the parentheses following each question. A "No Impact" answer is adequately supported if me ec~ referenced information sources show that the impact simply does not apply to projects like the one involved ( .~., the project falls outside a fault rupture zone). A "No Impact" answer should be explained where it is based on project-specific factors as OB e* well as general standards ( .,., the project will not expose sensitive receptors to pollutants, based a project- specific screening analysis). , 2) All answers must take account of the whole action involved, including off-site as well as on-site, cumulative as well as project-level, indirect as well as direct, and construction as well as operational impacts. 3) "Potentially Significant Impact" is appropr/ate if there is substantial evidence that an effect is significant. If there are one or more "Potentially Si~maificant Impact" entries when the determination is made, an EIR is required. 4) "Negative Declaration: Potentially Significant Unless Mitigation Incorporated" applies where the incorporation of mitigation measures has reduced an effect from "Potentially Significant Impacf' to a "Less Significant Impact." The lead agency must describe the mitigation measures, and briefly explain how they reduce the effect to a less than significant level (initiation measures from Section XVII, "Earlier Analyses," may be cross-referenced). 5) Earlier analyses may be used where, pursuant to the tiering, pro_m-am EIR, or other CEQA process, an effect has been adequately analyzed in an earlier EIR or negative declaration. Section 15063(c)(3)(D). ). In this case a discussion should identify the following on attached sheets: a) Earlier analyses used. Identify earlier analyses and state where they are available for review. b) Impacts adequately addressed. Identify which effects from the above checklist were within the scope of and adequate analyzed in an earlier document pursuant to applicable legal standards, and state whether such effects were addressed by mitigation measures based on the earlier analysis. c) Mitigation measures. For effects that are "Less than Significant with Mitigation Incorporated," describe the mitigation measures which are incorporated or refined from th~ earlier document and the extent to which they address site-specifi~ conditions for the project. Lead agencies are encouraged to incorporate into the chec 'klist references to information sources for potential impacts (e.g., general plans, zoning ordinances). Reference to a previously prepared or outside document should, where appropriate, include a reference to the page or pages where the statement is substantiated. See the sample question below. A source list should be attached, and other sources used or individuals contacted should be cited in the discussion. 7) This is only a suggested form, and lead agencies are free to use different ones. ENVIRONMENTAL CHECKLIST RESPONSES & ANALYSIS The following discussion includes explanations of answers to the above questions regarding potential environmental impacts, as indicated on the preceding checklist. Each subsection is annotated with the number and letter corresponding to the checklist form. A majority of the potential impacts discussed within this initial study were addressed in the earlier analysis of the Eastern Dublin General Plan .annendment/Specific Plan Amendment Final EIR (FEIR), incorporated by reference, and the mitigation measures adopted. Mitigation measures are noted, and the matrix of mitigation measures is included as Attachment A. The FEIR was a program EIR and it adequately describes the im;~acts of the project. Also, the Dublin General Plan was adopted after certification of an EIR in ' 1985. which discussed the environmental impacts from the land use desi~maati_'ons and ~ February of. ' ...... ~- .... -~ .... ~,-, ts to the General Plan and EDSP proposea for this implementaUon otme oenerat man. in: ,;~,, ,~,,.,,~,en supplemental EIR, pursuant to Public Resources Project involve no changes or new information requiring a Code Section 21166 and CEQA Guidelines Section 15162. EXISTING SETTING: The project is located in the City of Dublin, and portions of the project affect the Eastern Dublin Specific Plan (EDSP). The EDSP setting is included in the FEIR prepared for the Specific Plan area, and the City setting is included in the EIR for the General Plan. Please refer to the Eastern Dublin GPA/SPA FEIR for a description of the ex~sting project setting; and refer to the Project Location section of the Introduction to this Initial Study for a description of the project location. POTENTIAL IMPACTS AND MITIGATION MEASURES: LA.~ USE & PLANNING: The project ]s ccmsistent with the General Plan land use designations and with the Eastern Dublin Specific Plan. The proposed amendments to the circulation element relates to roadways needed for development within the Specific Plan areas to address lane requirements anticipated traffic by the Tri-Valley Traffic Model, and to address the City's requirements for ensuring adequate ~irculafion facilities in the Specific Plan area. The proposed _amendmenB_do no_t change any land uses in the area affected by the proposed project. Also, the revised lane requirements will not cause any growth inducing impacts because they are needed to serve the traffic already anticipated under the approved General Plan and Specific Plan land use' designations. Further, the impacts of development in the project were addressed in the earlier analysis of the Eastern Dublin Specific Plan / General Plan Amendment Final Environmental Impact Report (FEI.R) and the Dublin General Plan EIR. The proposed amendment will not raise si~cant new impacts beyond those discussed in the EIRs. POPULATION & I:IousING: No si~m~ificant impacts are expected to occur for the proposed amendments to the Specific Plan and General Plan Circulation Element, because the type and intensity of land uses in the General Plan and Specific Plan area are not proposed to be changed. The proposed amendment to the General Plan Figure 5.1 diagram involving lane requirements will not adversely affect the circulation system, nor result in growth inducing impacts, because the proposed changes will increase the width and number of lanes on certain roadways, and provide the capacity nseded for existing approved projects and to meet the traffic demand predicted by the TV'TM finder sxisting approved land use plans. The project does not involve any changes in land uses nor increase 5ne allowable intensity o£1and uses. Also, the adoption of the Eastern Dublin Specific Plan signified :he City's intent to introduce ~owth in an area that previously supported minimal development. Growth inducing impacts associated with development from the adopted Specific Plan were analy in the FEIR. Please refer to the earlier analysis of the FEIR, pp. 3.2-1 through 3.2-I 1, for a discussion of population and housing. The proposed amendment will not raise new si=m'fificant impacts, nor any significant impacts not previously discussed in the EIRs. GEOLOGIC PROBLEMS: These item~ were addressed in the earlier analysis of the General Plan EIR, the FEIR., and through various mitigation measures. The proposed amendments do not cause any new simaificant impacts beyond those analyzed due to development approved under the Specific Plan, nor an~ si_maificant impacts which were not addressed in the EIR.s. For an explanation of these items, see FEIR mitigation measures MM 3.6/2.0 to 3.6/28.0, or the M/figat/on Monitoring Matrix. W.~,TER: These items were addressed in the earlier analysis of the General Plan El_R, the FEER, and through various mitigation measures. The proposed amendments do not cause any new si~ma/ficant impacts, nor any si_*_mificant impacts which were not addressed due to development in the Specific Plan in the FEIR. For an explanation of these items, see FEIR mitigation measures MM 3.5/0_5.0 rhrougJa 3.5/52.0, or the Mitigation Monitoring Matrix. _adR Qu.mtrr¥: Air Quality impacts were discussed in the earlier analysis of the FEIR, and the mobile source emissions impacts resulting from development of the EDSP were determined to be a si_onificant impact, even with application of mitigation measures. These impacts were included in Ih,, S~tement of Overriding Considerations adopted for the EDSP. However, the proposed amendment to the circulation element relate to changes in the lane requirements for roadways needed for development within the Specific Plan to ensure adequate circulation facilities in the Specific Plan area. The proposed amendments do not change any land uses nor allow increased intensity of land use in the area affected by the proposed project. The wider roadways and additional lanes which will be planned for some roadways are needed for the traffic projected under currently approved land uses, and are not intended to provide excess capacity. In fact, the lanes on some roads are needed to improve levels of service and minimize potential congestion, thereby reducing the possibility of ~o-ridlock traffic occurring and the associated congestion and air qnality impacts. The revised lane ~equirements w/il not cause any g-rowth inducing impacts because they are needed to serve the traffic already anticipated under the approved General Plan and Specific Plan land use designations. For further discussion of the impacts from development in the Specific Plan area, see the Eastern Dublin Specific Plan / General Plan Amendment Final Environmental Impact Report (FEIR) or Mitigation Monitoring Matrix. The proposed amendment will not result in any new significant impacts, nor any si~ma/ficant impacts not previously discussed in the EIRs. TRANS?ORT.~.TION/CIRCULATION: The impacts to transportation and circulation from development of the Specific Plan were addressed in the earlier analysis of the FEIR., and through various mitigation measures. The Eastern Dublin GPA/SPA Final EIR indicates that some impacts (both project-specific and cumulative) remain potentially significant even after implementation of proposed mitigation measures Two of them affect intersections and the other two the general operation ofi-580. Cumulative impacts affecting 1-580 would occur irrespective of development under the Eastern Dublin Specific Plan. These four impacts are not capable of being mitigated to a level of insi~m,.J_ficance, and have been included in the Statement of Overriding Considerations adopted with the Specific Plan. l~) Vii* The proposed amendments to the Specific Plan and General Plan will affect the improvements to roadway systems by new development as required by the FEIR and conditions of individuaJ project approvals (e.g.: roadway widths). Because these measures will be completed concurrent wSth individual development projects in the Specific Plan area, the potential impacts upon the circulation system from new development will be mitigated to a level of insignificance (except those identified in the Statement of Ovendding Considerations), in part due to the revised roadway requirements contained in the current proposal. The Dublin General Plan BLR identified increased traffic as a significant impact based upon the General Plan's approved land uses. The revised lane requirements will provide the capacity needed for the land use intensity anticipated under existing General Plan desig'nations- The proposal would not result in ~owth inducing impacts because the project does not involve any changes in land uses or increase the allowable intensity of land uses. Mitigation measures of the BIR and Action Programs of the Specific Plan which will be applied to individual development projects include: MM3.3/2.1 thro ~ugh 3.3/16,1 and 3.12/7.0 and Action Pro=returns 5A throug& 5D. Refer to the Eastern Dublin GPA/SPA Final EIR or the Mitigation Monitoring Matrix for a complete listing. ,~ide from the traffc related impacts noted in the FEIR and Dublin General Plan BIR, the Project will not result in any new significant traffic impacts, nor any significant impacts which have not already been evaluated in the previous environmental analyses. In fact, the lanes on some roads are needed to improve levels of service and minimize potential congestion from the traffic anticipated by the more accurate predictions of the Tri-Valley Traffic Model. BIOLOGICAL t:I~ESOLrRCES: These items were discussed in the earlier analysis of the development anticipated in the FEI_R and Dublin General Plan EER, and addressed through various mitigation measures. The proposed amendments to the EDSP and General Plan Circulation Elements will not result in new sigmi.ficant impacts, nor any si~ificant impacts not previously discussed in the EIRs, because the revised lane requirements do not result in any new roadways in any areas not prex-iously depicted as development areas. ENERGY & MINERAL RESOURCES: These items were discussed in the earlier analysis of the. development anticipated in the FEIK and Dublin General Plan EII~, and addressed throug_h various mitigation measures. The FEIR indicates that development of the Eastern Dublin Specific Plan area will result in si~ificant consnmption of non-renewable ener~ resources even with suggested mitigation measures. Therefore, this topic area was included in the Statement of Overriding Considerations. The proposed amendments to the EDSP and General Plan Circulation Elements will not result in new significant impacts, nor any significant impacts not previously discussed in the EIRs. For further descriptions of mitigation measures, see the Mitigation Monitoring Mawix. Hxz~ml)s: These items were addressed in the earlier analysis of the FEIR and Dublin General Plan Eli(, and throug2a various mitigation measures. The Project will not raise any new significant hazards impacts, nor any si~maificant hazards impacts which were not addressed in the EIRs. Mitigation measures of the FEIR and Action Pro,ams of the Specific plan and corresponding conditions of approval that reline to this subject area are as follows: >.4/~.0, >.4/>. through ~.4/9.0, 3.5/1.0, 3.5/3.0, 3.10/1.0 through 3.10/5.0, 3.10/7.0, 3.11/3.0, 3.11/7.0; gE, 9P and 9Q. 13 F','-'-~. Xo NOISE: The noise impacts of development in the Eastern Dublin Specific Plan area were ~addressed in the earlier analysis of the FEIR: and through various mitigation measures. The FEIR deter-mined noise generated by the buildout of the Eastern Dublin area would cause an adverse impact on existin.~ residences which could not be reduced to a level ofinsignii~cance and, hence, this was part ofth~ Statement of Overriding Considerations. Several mitigation measures oft. he EDSP FEIR that v, apply to development projects to help mitigate noise impacts include: MM3.10/1.0 through 3.10/5.0. The Dublin General Plan anticipated noise levels along Dublin Boulevard due to increased trafiSc to exceed the 70 dB noise level. Th/s impact is not considered a significant impact based upon the General Plan's conditionally acceptable Commun/ty Noise Environments for Offices/RetaiFCommercial uses of 70-75 dB (Dublin General Plan, Table 9.1). The potent/al increase in noise levels due to changes in lane requirements for traffic predicted under currently approved land uses is not expected to create a new significant impact in relation to the waf~c noise akeady anticipated by the General Plan for this roadway. In summary, the proposed amendments to the circulation elements will not result in any si_m~ificant noise impacts, nor additional sign/ficant noise impacts not previously anticipated by the FEIR or by the City of Dublin General Plan and EIR. PUBLIC SERVICES: The impacts from development in the Eastern Dublin Specific Plan area upon public services were addressed in the earlier analysis of the FEIR, and through various mitigation measures. Mitigation measures of the FEIR require certain studies to be performed to determine specific service and improvement needs for individua/development projects, based upon the land use designations approved w/th the EDSP. The studies are required to be completed prior to any development occurring in the Eastern Dublin Specific Plan, pursuant to the Specific Plan. The proposed amendments to lane requirements is an example of a refinement to the estimate of public service improvements due to a more accurate modeling tool. Please refer to the FEIR or the Mitigation Monitoring Malrix for measures that relate to public services. The proposed project will not result in any significant impacts~ nor additional si,gnificant impacts not covered by the ElKs. UTILITIES: Tile impacts of development in the Eastern Dublin Specific Plan area upon ~JfiIifies were addressed in the earlier analysis of the FEIR, and through various mitigation measures. The ex'tension of water, electrical and natural gas lines into the Eastern Dublin Specific Plan area has been determined by the FEIR to be a si~oni6cant ~owth-inducing impact and, therefore, was included within the Statement of Overt/ding Considerations as an unavoidable adverse effect of the project. However, the proposed amendments will not result in any additional si?i6cant impacts not covered by the FEI'R, nor any new sigrfificant impacts, because they do not propose any changes to or increased intensity of land use or additional physical development projects (other than some major roadways being wider than previously planned) which were not already anticipated in the EIRs. _a, ZSTn~IICS: The aesthetics impacts from development in the Eaxtem Dublin Specific Plan area were addressed in the earlier analysis of the FEIR, and through various mitigation measures. The proposed project will not result in any new si~m-~ificant impacts, nor additional si__cm.ificant impacts not covered by the FEIR. The changes to the Dublin General Plan will not result in any new significant impacts, nor additional si~ma/ficant impacts not covered by the E/Rs because the area has already been developed and major roadways have been designated in the Dublin General Plan. CULTURAL RESOURCES: The impacts of development in the Eastern Dublin Specific Plan area upon cultural resources were addressed in the earlier analysis of the FEIR, and through various mkigafion measures. The proposed project will not result in any new si_~nificant impacts, nor additional significant imsacts not covered by the EIRs, because the revised lane requirements do not result in new roadways in any areas not previously designated for development. XV. ]~ECREATION.' The impacts of development in the Eastern Dublin Specific Plan area upon recreation resources were addressed in the earlier analysis of the FEIR, and through various mitigation measures. The proposed project will not result in any new siKaificant impacts, nor additional significant impacts not covered by the EIRs, because the amendments do not result in changes to any l~d uses, nor affect existing recreational opportuaities, nor increase the demand for neighborhood or regional par'ks or other recreational facilities. I5 DETERMINATION On '&s basis of this initial evaluation: [] I find that the proposed project COULD NOT have a sig-nificant effect on the environment, and a NE. GATI\rE DECL.~,.ATION will be prepared. Zt I find that althou~ the proposed project co~Id have a sig-nificant effect on the environment, there will not be a si~ificant effect-in this case because the mitigation measures described on an attached sheet have been added to ~ project. A NEGATIVE DECLARATION will be prepared. [] I find that the proposed project MAY have a significant effect on the environment,, and an ENVIRONMENTAL IMPACT REPORT is required. [] I find that the proposed project M_AY have a si_o-nificant effect(s) on the environment,, but at least one effect 1) has been adequately analyzed in an earlier document pursuant lo applicable legal standards, and 2) has been addresser by mitigation m~tsures based on the earlier analysis as described on attached sheets, if the effect is a "potentially si~ificant impact" or "potentially significant unless mitigated." An ENrVIRO~T-a2' IMPACT REPORT is r~uired, but it must analyze only the effects that remain to be addressed. [] I/-md that although the proposed project could have a si_.sxaificant effect on the environment, there '~q2.L NOT ~ a si_rznificant effect in this case because all potentially sj_o-nificant effects (a) have been analyzed adequately in an earlier EIR pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR, including revisions or mitigation measu~s that are imposed upon the proposed project (unavoidable si_maifk adverse effegts of the project have b~n included in the Statement of Overriding Considerations). Si~maature . ' e2'~,--,,. ~ -'.-rzc~? Date ! Prinled Name Mehran Sepehri Title Civil Engineer ATTACHMENT A I~Ia~TREX OF I~TIGATION _MEASURES OF THE EASTERN DUBLIN SPECIFIC PL.kN / GENERAL FL.iN _4dMEI~I)M~NT EIR 17 EASTERN DUBLIN SPECIFIC PLAN AND GENERAL PLAN AMENDMENT ENVIRONMENTAL IMPACT REPORT MITIGATION MONITORING MATRIX (under separate cover) Available at: City of Dublin Planning Department 100 Civic Plaza Dublin CA 94568 ATTAf IMEN T EASTERN DUBLIN SPECIFIC PLAN AND GENERAL PLAN AMENDMENT ENVIRONMENTAL IMPACT REPORT AND DUBLIN GENERAL PLAN ENVIRONMENTAL IMPACT REPORT (incorporated by reference) Available at: City of Dublin Planning Department 100 Civic Plaza Dublin CA 94568