14 ATTACHMENT 6 - Appendix A - E

City of Pleasanton–Spotorno Ranch Reduced Development Project Initial Study/Consistency Checklist Environmental Checklist FirstCarbon Solutions 153 https://adecinnovations.sharepoint.com/sites/PublicationsSite/Shared Documents/Publications/Client (PN-JN)/2148/21480021/Consistency Checklist/21480021 Spotorno Ranch Consistency Checklist ScreenCheck.docx Table 4: Project Trip Generation Summary Land Use Units Daily AM Peak-hour PM Peak-hour Saturday Weekday In Out Total In Out Total Single-family residence 22 220 210 4 12 16 14 8 22 ADU 22 180 170 2 8 10 7 5 12 Total Trips 400 380 6 20 26 21 13 34 2018 TIA 39 390 370 7 22 29 25 14 39 Difference between proposed project and 2018 TIA +10 -+10 -1 -2 -3 -4 -1 -5 Notes: du = dwelling unit Source: Trip Generation Manual (10th Edition). ITE 2017; Fehr & Peers 2021. Based on the expected level of trip generation for the proposed project, preparation of a full transportation impact assessment was not required for the currently proposed project. The proposed project is expected to generate marginally more vehicle traffic than anticipated in the 1998 HVSP FEIR for the Spotorno Flat Area but traffic would be within 2 percent of the amount estimated in the 2018 TIA/Draft SEIR. For this assessment, results from the 2018 Draft SEIR were used to evaluate the project’s potential effect related to the City’s traffic operations thresholds. Intersection Operations The HVSP FEIR analyzed nine intersections in the project area to determine whether there would be an impact to LOS resulting from the implementation of the HVSP. All intersections were projected to operate at an acceptable LOS and no mitigation was required. Table 5 below summarizes the results of the analysis of LOS peak-hour impacts as documented in the 2018 TIA. The City of Pleasanton generally strives to maintain LOS D or better for peak-hour intersection operations. Based on the level of project trip generation and the directions of travel to and from the project site, the addition of traffic from the project is not expected to appreciably change the operation of the intersections in the area and result in additional impacts based on the updated CEQA criteria or result in substantial effects based on the General Plan thresholds. Therefore, aside from payment of all applicable local and regional transportation fees, no new off-site intersection impacts were identified. Therefore, the proposed project would not result in any peculiar effects and would not result in new or more severe impacts related to intersection LOS beyond what was previously analyzed in the 1998 HVSP FEIR.