11 ATTACHMENT 7 - Laserfiche WebLink

Second Public Street Access Road Alternative 3 of the DEIR evaluated a second public road access toward the north through the Berlogar property to a connection with New Vineyard Avenue. The rationale for this alternate access road is that it could reduce project traffic on Bernal Avenue. The traffic analysis concluded that the alternative would not be successful in diverting enough project traffic to have a substantial effect in reducing future congestion in Pleasanton's road network. Thus, it would not achieve the principal purpose for which it was formulated. Additionally, the construction of a second access through the Berlogar property would result in its own environmental impacts -grading, geological, trees, topography, etc. - to an area previously studied by the City with the Final Environmental Impact Report for the Vineyard Avenue Corridor Specific Plan. Public Streets and Sidewalks The proposed public streets for this development will be 28 feet in width providing for two travel lanes and one parking lane on one side of the street. A separated sidewalk will be provided on one side of Street A from Hearst Drive to the trail staging area. Sidewalks are not required for the smaller side-street cul-de-sacs courts. A large landscaped median island will be provided at the development's entrance reflecting a method of traffic calming. All streets and courts would be public and maintained by the City. The driveways serving Lots 10, 26, 30 through 32, 44 through 46, and 51 would be private and would then be maintained by the Homeowners Association. The project's circulation appears to ensure sufficient accessibility for emergency service vehicles and that there would not be a design feature likely to contribute to a hazardous traffic condition. Construction Traffic Trips associated with construction traffic are described in Appendix F of the DEIR. As noted in the Noise section of the DEIR, it is anticipated that major equipment required for site preparation and the installation of infrastructure would be brought to the site and remain there throughout this construction period, without contributing to daily traffic. Thus, the majority of construction traffic would be construction workers and delivery vehicles. Appendix F includes an estimate of construction traffic - 50 to 100 trips per day, with about 40 to 50 trips in the hour before construction begins at 8:00 a.m. and an equivalent number of trips at the end of the work day. About 10 percent of the pre a.m./post p.m. vehicles are expected to be trucks. Construction-period traffic associated with the project would be less than the operations-period traffic, and the majority of these trips would be outside of the a.m./p.m. peak hours. The DEIR did not find an adverse impact to the existing street system relating to construction-period traffic. Impact On Surroundina Neighborhoods and Streets The DEIR analyzed three residential streets using procedures defined in the City's Baseline Report: Hearst Drive, Concord Street, and Palomino Drive. All three of these streets are categorized as residential collector streets in the Baseline Report. These streets represent the two most direct routes connecting Bernal Avenue to Hearst Drive at PUD-33 Page 26 of 59 June 13, 2007