RES 06035 - Laserfiche WebLink

site specific traffic patterns associated with this alternative. By statute, EIRs are limited in scope to effects on the physical environment. Economic impacts become relevant only if they are found to be linked directly to an adverse physical effect. Such a circumstance does not arise with respect to the Bernal Property Phase II Specific Plan or the Bernal Community Park Master Plan. Economic effects can be evaluated in connection with the consideration of the site-specific projects. A 9 Comment: Commissioner Roberts expressed concern about safety of pedestrian crossings of Bernal Avenue, especially with respect to children. She noted that a pedestrian over- pass (which would be expensive) had been mentioned, and suggested that a signal- ized intersection be considered instead of an overpass. Response: A traffic signal currently exists at the Bernal Avenue/Pleasanton Avenue intersection and would be modified to accommodate the proposed traffic lane reconfiguration improve- ments. A pedestrian bridge over Bernal Avenue is not proposed by the Project, but rather as a part of Alternative 1 (DEI R, p. 164). See also Responses A 10 and All. A 10 Comment: Commissioner Roberts would like to see a full discussion of the issue of pedestrian safety in crossing Bernal Avenue. Response: As noted in the DEIR (p. 164), Alternative 1 includes "enhanced pedestrian access" between the north and south sides of Bernal Avenue, in part to support the sharing of parking facilities between the cultural arts center and the ACE Train Station. Provision for shared parking between the cultural arts center and the Ace Train Station would make it possible for each facility to have an "overflow" parking supply. The shared parking facilities might include 200 spaces at the cultural arts center and 200 spaces at the ACE Train Station. The terms and amount of shared parking would have to be determined through an agreement between the City of Pleasanton, Alameda County, and ACE. Use of each area for overflow parking from the other would be affected by the distance between the overflow area and the driver's destination. ACE Train Station drivers are primarily commuters who have to park and then access the station in time to meet their trains, and they may not be able (or willing) to increase their commute time by parking across Bernal Avenue and walking to the station, whether via a signalized pedestrian crossing or a pedestrian bridge. Use of the train station lot seems more likely for cultural arts center users whose schedule constraints are less severe. Those who are attending a timed event may be willing to allow a few extra minutes for the trip in anticipation of utilizing the overflow parking facilities if necessary. The benefits of the availability of the overflow supply to both uses would be maximized if an automatic signage system were installed advising motorists of the available capacity in each parking area. Pedestrian safety would be improved if a pedestrian bridge were provided, assuming those crossing Bernal Avenue would use the bridge. If pedestrians choose not to use 8