RES 06035 - Laserfiche WebLink

Draft Environmental Impact Report Bernal Property Phase II Specific Plan Land Use Setting Immediately adjacent to the Phase II project is completed or planned development provided for under the Phase I plan, including 581 residences and the provision for up to 750,000 square feet of commercial/office development, as well as parklands and open space. Within the vicinity of the Phase II Specific Plan site are the Alameda County Fairgrounds north of Bernal, the Altamont Commuter Express (ACE) train station at the southeast corner of the Fairground site, and Pleasanton's Civic Center and downtown a little farther east on Bernal. Transportation Setting Regional vehicular access to the site is provided primarily by the 1-680/Bernal Avenue inter- change. Local street access is provided by way of Bernal Avenue, Sunol Avenue, Case Avenue, junipero Street, and Valley Avenue. At present, Western, Central, and Eastern Areas are accessed independently: the Western Area primarily via West Lagoon Road at Bernal Avenue; the Central Area primarily via Valley Avenue at Bernal Avenue; and the Eastern Area by Case Avenue at Bernal Avenue. Appendix F, Part 6 presents a full description of the area roadway network. The circulation system for the Phase I and Phase II Specific Plans is shown in Figure 19. The Citywide circulation system is already characterized by congestion. Appendix F, Part 10 provides information on intersections at which levels of service in 2003 did not meet the General Plan standard of LOS D. There were 8 such intersections. When approved traffic is added to existing traffic, the number of intersections expected not to meet the LOS D standard during at least one peak period daily rises to 25. Tables showing these intersections are presented in Appendix F, Part 11 for the scenario with approved project (with and without the Phase II Specific Plan) and for the scenario with General Plan development (with and without the Phase II Specific Plan). At these 25 intersections, the Specific Plan would be judged to have an adverse impact, because the General Plan calls for that finding if a project adds just a single trip to an intersection operating at an unsatisfactory service level. The projections for the 25 intersections show that future levels of service are expected to be no better than LOS E without the Phase 11 Specific Plan traffic. In a traffic setting where many intersections are already deficient, the problem is primarily the result of cumulative traffic, not project traffic. 130