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Hacienda Mixed Use Rezoning Initial Study Environmental Setting I -580, an eight -lane interstate freeway, is the northern boundary, Tassajara Creek to the Iron Horse Trail right -of -way to Arroyo Mocho is the eastern boundary, Arroyo Mocho is the southern boundary, and Hopyard Road is the western boundary of Hacienda. (See Figure 1, above.) The three sites are surrounded by Owens Drive (a four -lane road), Hacienda Drive (a four -lane road), Stoneridge Drive (a four -lane road) and Willow Road (a four -lane road). Gibraltar Drive (a two -lane road), is the boundary between the BRE site (Hacienda Site 7E) and the Roche Molecular Systems site (Hacienda Site 6). The Pleasanton /Dublin BART station is less than 1/2 mile due north of the three project sites. Significance Criteria The impact questions above constitute the significance criteria for this environmental topic. In addition, the project would result in a significant effect if it would: Result in a substantial increase in traffic that would cause the corridor or intersection level of service to drop during the peak hour below acceptable level of service (LOS) D, or if levels of service are already below D, a deterioration of 0.01 or more in volume -to- capacity (V /C) ratio. Discussion of Checklist Items Less than Significant Impacts. Development due to the proposed zone change may alter the land uses on the project sites from office and light industrial land -uses to residential and neighborhood serving retail land uses. As these proposed land uses would be located within '/z mile of a BART station, local automobile traffic due to the proposed project would be expected to differ from the currently permitted land uses on the site. A higher percentage of trips would be expected to be walking, bicycle, or transit trips, and vehicle traffic would be expected to travel the opposite direction of other traffic in the area. The EIR for the General Plan analyzed the Concentrated Residential Mixed Use Alternative which generally covers potential impacts of this proposed zone change. Although the EIR included an analysis using a reduced traffic generation rate to reflect the potential impact of a transit oriented development with potential residential units readily walkable to BART, this impact analysis was someone confounded by including additional commercial development on another site in this alternative. In any case, the analysis showed that all intersections (excluding downtown and gateway intersections) could be mitigated to LOS D and the needed improvements were included in the General Plan. At the time development plans are proposed for the project sites, this topic will be addressed in the environmental review document subject to the California Environmenta1QualityAct, and a new traffic analysis for the specific development proposed will be conducted. If any potentially significant effects were identified, then mitigation measures, such as those included in the EIR for the General Plan for the Concentrated Residential Mixed Use Alternative, would be included. On a program level, the impacts due to the zone change would be less than significant for the reasons stated above. No Impacts. The project would make no change to traffic patterns, would not change the design of existing arterial or collector roads, would not introduce incompatible vehicles (such as farm equipment) on the roadways, or cause conflicts with plans or policies supporting alterative transportation. The change to a mixed use designation on the three sites would support alternative transportation by providing for housing and neighborhood- serving retail uses with one half mile of a BART station. The zone change could lead to future development. At that time, the development plans would provide a design for emergency vehicle routes and Tor parking. This issue will be addressed in the Draft, Subject to Revision 25 8/31/2009