SUPPLEMENTAL MATERIAL - Laserfiche WebLink

In accordance with case law, mitigation measures identified in an EIR normally must be roughly proportional to the impact they are designed to avoid or reduce in intensity(CEQA Guidelines Section 15041). As described in the Draft SEIR under Impact 4.D-1 (significant adverse effects to local study intersections), effects to three intersections would occur under Existing plus Project conditions with development of Phase I of the EDZ(club retail, hotel, and general retail uses).At two of these intersections—Commerce Drive at Johnson Drive and Johnson Drive at Owens Drive(North)—level of service(LOS)would degrade to an unacceptable level and installation of a traffic signal would be required to mitigate the impact. At the third intersection—Stoneridge Drive at Johnson Drive—vehicle queue spillback from Stoneridge Drive onto the freeway mainline and adjacent intersections and vehicle queues would extend beyond available storage for the eastbound left-turn movement from Stoneridge Drive to Johnson Drive, periodically impeding through traffic on Stoneridge Drive and resulting in southbound vehicle queues on Johnson Drive,blocking access to driveways along the corridor. (LOS would also degrade to an unacceptable level at the Stoneridge Drive at Johnson Drive intersection, but only with full buildout of the EDZ or the addition of near-term traffic, or both.)To mitigate the queueing impact, improvements would be required on approaches to the Stoneridge Drive at Johnson Drive intersection.1 Because all of the above impacts(except LOS degradation at Stoneridge Drive/Johnson Drive)would occur with development of Phase I of the EDZ,the City could assign financial responsibility for mitigation proportionately to the Phase I uses, and could require the applicable mitigation measures to be in place by the time that Phase I development is ready for occupancy. Because the club retail use is,by far,the largest generator of traffic that would occur with Phase I (nearly 80 percent of PM peak-hour trips),the club retail use would be expected to bear the greatest share of the financial responsibility for mitigation. Under longer-term cumulative conditions(20 to 25 years hence), LOS would degrade at the intersection of Hopyard Road/Owens Drive; mitigation identified in the General Plan would reduce this impact to a less-than- significant level. Additional sources of funding for the required transportation improvements could include City funds collected from traffic impact fees paid by development projects,as well as,potentially, State and/or federal funds,particularly for improvements directly related to the Interstate-680(I-680)freeway,such as a third eastbound left-turn lane from Stoneridge Drive to Johnson Drive,an additional northbound receiving lane on Johnson Drive,and modification of the traffic signal at the Stoneridge Drive at Northbound I-680 off-ramp,which together would prevent Stoneridge Drive queues from backing up onto the freeway mainline.As noted above,the City anticipates that future approval of applications for major development projects in the EDZ,such as a potential club retail store or hotel in Phase! and,potentially,other large retail store(s)at buildout,would entail the developer(s)entering into a transportation improvement agreement. To clarify the timing and funding of the implementation of traffic-related mitigation measures,the following revisions are made to Mitigation Measures 4.D-la through 4.D-ld: I As stated in the Draft SEIR,because the review and approval process for the portion of the measure(Mitigation Measure 4.D-I d)that would eliminate the significant queueing impact at the Stoneridge Drive/Johnson Drive intersection is not under the control of the City of Pleasanton,the impact related to vehicle queue spillback periodically impeding through traffic on Stoneridge Drive and blocking access to driveways along Johnson Drive during the PM peak hour would be significant and unavoidable.