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3_Exhibit B
City of Pleasanton
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BOARDS AND COMMISSIONS
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PLANNING
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2020 - PRESENT
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2023
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02-22
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3_Exhibit B
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2/16/2023 1:15:46 PM
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2/16/2023 1:06:44 PM
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CITY CLERK
CITY CLERK - TYPE
AGENDA REPORT
DOCUMENT DATE
2/22/2023
DESTRUCT DATE
15Y
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\BOARDS AND COMMISSIONS\PLANNING\AGENDA PACKETS\2020 - PRESENT\2023\02-22
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Page 2 <br />kimley-horn.com 4637 Chabot Drive, Suite 300, Pleasanton, CA 94588 925.398.4840 <br />156380685.4 <br />The 360 residential units will be located within a five-story building, with a small surface parking lot and <br />motor-court, and wrapping around a resident only parking garage. The surface parking lot would be <br />located just north of the parking garage with primary access through Drive Aisle A. The parking garage <br />will be located within the core of the residential building and “wrapped” by the residential structure (not <br />visible to the adjacent public roadways). The Project also reflects a 40-foot setback along the east <br />side, based upon the City’s guidance for future widening of Stoneridge Mall Road. <br />The Project is proposing to close seven (7) and redesign two (2) existing driveways accessing the <br />existing retail surface parking lot along Stoneridge Mall Road, adjacent to the east and south sides of <br />the Project site. The existing main east-west drive aisle just south of the Sears parking garage would <br />remain and is shown as Drive Aisle A in the Project site plan. The primary garage access would be <br />accessed from Drive Aisle A and is located approximately 100 feet to the west of the intersection of <br />Stoneridge Mall Road and Drive Aisle A. The proposed layout would include a new north-south drive <br />aisle (Drive Aisle B) that would connect to Drive Aisle A just south of the existing Sears parking garage <br />and to the east-west portion of Stoneridge Mall Road. An additional driveway is proposed to the east <br />of Drive Aisle B that provides direct access to the parking garage. To navigate through congestion in <br />the area, the Project incorporates a roadway “Keep Clear” pavement legend in the southbound direction <br />along Stoneridge Mall Road adjacent to the east driveway. This would allow vehicles to enter the <br />intersection when the southbound queue on Stoneridge Mall Road extends beyond the east driveway. <br />Although there is known congestion along southbound Stoneridge Mall Road in the PM peak as a result <br />of employees leaving the nearby office uses to access I-680, the Project is expected to contribute traffic <br />mainly in the opposing direction as most residents are entering the Project site during the PM peak. <br />Similarly, to the north of the Project site, along Stoneridge Mall Road near the West Dublin/Pleasanton <br />BART Station, there is congestion along westbound Stoneridge Mall Road in the PM peak as a result <br />of office employees and BART riders leaving the study area to access I-580. The Project is expected <br />to contribute traffic mainly in the opposing direction as most residents are entering the Project site <br />during the PM peak. <br />C.PREVIOUS STUDIES <br />The City approved an expansion of 558,000 square feet of retail uses at Stoneridge Mall when it <br />approved the First Amendment to the Stoneridge Mall Development Agreement in 1997. As of 2012, <br />some of the approved expansion had been built, and approximately 353,500 square feet currently <br />remained to be built. The City conduced traffic studies in connection with its 2012 Housing Element <br />that addressed the impact of residential development at the housing opportunity sites its identified, plus <br />full buildout of the remaining 353,000 square feet of commercial uses at Stoneridge Mall. The City has <br />conducted other traffic studies since then, which also studied impacts of full buildout of commercial <br />uses at Stoneridge Shopping Center. This section discusses those previous traffic studies.1 <br />1 Though road capacity is no longer relevant to CEQA impacts or mitigation measures, this report references the <br />CEQA “impacts” and “mitigation measures” identified by prior studies because those studies were undertaken <br />before CEQA was amended to prohibit reliance on road capacity as a measure of significance.
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