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Pleasanton Gateway— Environmental Checklist Transportation and Traffic section of the Initial Study, the development is conditioned to implement measures to improve street and intersection levels -of- service and to reduce office vehicle trips. These measures include, but are not limited to, on- demand electric /hybrid vehicle charging stations provided with the office buildings, trip reduction programs for the office workers including four -day work weeks, telecommuting infrastructure and car - pooling. Together, these measures will reduce the potential emissions from idling vehicles queued at intersections and /or freeway entrances. Therefore, this would be a less - than - significant- impact. d) The closest source of air pollutants that may affect public health is the 1 -680 freeway adjoining the west side of the site. A commercial /office land use is not considered to be a sensitive receptor to poor air quality because the commercial /office tenants and visitors are primarily indoors and, therefore, are not exposed to pollutants for extended periods of time. Therefore, the project would not expose residents to substantial pollutant concentrations and this would be considered no- impact. e) The proposed project will result in the construction of a commercial /office and is not expected to produce post construction objectionable odors. Therefore, this would be considered no- impact. f) The Lamphier- Gregory report analyzed the project's GHG emissions using a combination of BAAQMD's URBEMIS 2007 model ( "URBEMIS') and the BAAQMD GHG model ( "BGM ") for total CO emissions from transportation, electricity use, waste, and refrigerants, etc. Default model settings were used except for the following: . Trip generation, pass -by trip (traffic already using the adjacent roadway) percentages, and diverted -link trip (when a diversion is made from the regular route to make an interirn stop) percentages were used from the Traffic Impact Study completed for this Project by Fehr and Peers for the City of Pleasanton (June 2009, with a partial update in November 2009), where available or similarly conservative rates were assumed. . Trip length and average speed information was entered from the Trip Length Analysis performed by Dowling Associates that used the City's Travel Demand Model and was able to identify characteristics of office and retail trips in this particular area. . The emission analysis also accounted for the market shift that is anticipated to occur for the proposed grocery store and restaurants — Pleasanton residents who currently leave Pleasanton for such services will switch to the local services instead, resulting in fewer total vehicle miles traveled. By shopping at the project — for example, on their way to /from work and home — Pleasanton residents will drive less than they would have otherwise, so no additional vehicle miles traveled were added to the GHG models for these trips. Page 24 of 52 Pleasanton Gateway Initial Study August 2, 2010