RES 06035 - Laserfiche WebLink

Ms. Terry Snyder September 21,2005 Page 2 o The CMA Board amended the CMP on March 26m, 1998 so that the local jurisdictions are now responsible for conducting the model runs themselves or through a consultant. The Countywide model is available to the local jurisdictions for this purpose. The City of Pleasanton has a signed Countywide Model Agreement with the ACCMA dated December 19, 1999. Before the model can be used for this project, a letter must be submitted to the ACCMA requesting use of the model and describing the project. A copy of a sample letter agreement is available upon request. o If the City chooses to use an alternative model other than the Alameda Countywide Model for traffic impact analysis, then for the purposes of the CMP Land Use Analysis Program, it should be demonstrated that the selected model output traffic volumes are conservative compared with the Alameda Countywide Model, with regard to the MTS roadways that are required to be analyzed. This comparison should be included in the environmental document. . Potential impacts of the project on the Metropolitan Transportation System (MTS) need to be addressed. (See 2003 CMF Figures E-2 and E-3 and Figure 2). The DEIR should address all potential impacts of the project on the MTS roadway and transit systems. These include 1-580, 1-680, Bernal Avenue, Foothill Road, Sunol Boulevard, Stanley Boulevard, Hopyard Road, Santa Rita Road as well as BART and LAVTA. Potential impacts of the project must be addressed for 2010 and 2025 conditions. o Please note that the ACCMA does not have a policy for determining a threshold of significance for Level of Service for the Land Use Analysis Program of the CMP. Professional judgment should be applied to determine the significance of project impacts (Please see chapter 6 of 2003 CMP for more information). o In addition, the adopted 2003 CMF requires using 1985 Highway Capacity Manual for freeway capacity standards. . Potential impacts of the project on CMF transit levels of service must be analyzed. (See 2003 CMP, Chapter 4). Transit service standard for BART is 3.75-15 minute headways during peak hours. The DEIR should address the issue of transit funding as a mitigation measure in the context of the CMA's policies as discussed below. . The adequacy of any project mitigation measures should be discussed, On February 25, 1993 the CMA Board adopted three criteria for evaluating the adequacy of DEIR project mitigation measures: o Project mitigation measures must be adequate to sustain CMP service standards for roadways and transit; o Project mitigation measures must be fully funded to be considered adequate; o Project mitigation measures that rely on state or federal funds directed by or influenced by the CMA must be consistent with the project funding priorities established in the Capital Improvement Program (CIP) section of the CMF or the Regional Transportation Plan (RTP). The DEIR should discuss the adequacy of proposed mitigation measures relative to these criteria. In particular, the DEIR should detail when the proposed roadway or transit route improvements are expected to be completed, how they will be funded, and what would be . '