13 ATTACHMENT 12 - Laserfiche WebLink

cumulatively considerable, resulting in significant adverse GHG emissions impacts. Therefore, additional analysis to assess cumulative impacts is unnecessary. 6 Office or retail projects result in additional GHG emissions, primarily through consumption of energy for transportation and energy usage, that could contribute to significant impacts on the environment. Method of Analysis The BAAQMD GHG Model (BGM) was used to estimate the Project's carbon dioxide equivalent (CO2e) emissions from direct and indirect emission sources, using the URBEMIS CO2 emission results as an input (discussed below). BAAQMD developed this model to calculate GHG emissions not included in URBEMIS, such as indirect emissions from electricity use and waste and direct fugitive emissions of refrigerants. The BGM also adjusts for state regulations not included in URBEMIS, specifically California's low carbon fuel rules, designed to increase the use of alternative fuels, and Pavley regulations, which regulate emissions from new passenger vehicles. The results are conservative, with no mitigating project characteristics or other mitigation measures assumed. A summary of the results are included in Tables 1 through 3 and the calculation sheets can be found in Attachment B. The URBEMIS2007 model, version 9.2.4, was used to calculate the Project's direct CO2 emissions from mobile sources (vehicles) and area sources as an input to the BGM model. Default URBEMIS settings were used except for the following. Where available, 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 interim 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). This Traffic Impact Study conservatively assumed no diverted -link trips and pass -by trip percentages reduced from averages to account for specifics of the location. For pass -by percentages not presented in the Traffic Impact Study, similarly conservative rates were assumed in this GHG analysis with no diverted trips (as shown in the URBEMIS output contained in Attachment B). The remaining trip generation as well as the trip length and average speed information was entered from the Trip Length Analysis performed by Dowling Associates using the City of Pleasanton's Travel Demand Model. Local office trip characteristics were taken from the Traffic Analysis Zone (TAZ) containing the Hacienda Business Park in the Pleasanton Travel Demand Model and input into the TAZ containing the proposed project to account for the trip characteristics of local office projects. Resultant trip lengths were also verified using the relevant U.S. Census Journey to Work data and Public Use Microdata Sample (PUMS) data. The trip length analysis can be found in Attachment A. A separate model run was also performed to account for market shift information from the Market Assessment and Fiscal Impact Analysis of the Pleasanton Gateway Business Park, prepared for the City of Pleasanton by Economic & Planning Systems in March 2010. This analysis concluded that the demand by Pleasanton residents for food stores and restaurants exceeds the supply. "Market shift" is anticipated to occur whereby some of the residents who 6 Bay Area Air Quality Management District. June 2010. California Environmental Quality Act Air Quality Guidelines, p. 2 -1. GHG EMISSIONS ANALYSIS FOR THE PLEASANTON GATEWAY PROJECT PAGE 6 OF 9