Dublin City Council
November 15, 2022

10/14/2022
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Aesthetics
Prior to issuance
of building permit
MM AES-4.1: Exterior Lighting Control Plan
To minimize the adverse impact associated with light and glare, the applicant shall submit an exterior lighting control plan for review and approval by the Community Development Director prior to issuance of a building permit for vertical construction for building lighting or approval of the final landscape plan for all other site lighting.

The exterior lighting control plan shall address the design and installation of all permanent exterior lighting and all temporary construction lighting such that:
(a) lamps and reflectors are not directly visible from beyond the project site, as feasible; (b) lighting does not cause excessive reflected glare; (c) direct lighting does not illuminate the nighttime sky; (d) illumination of the project and its immediate vicinity is minimized; and (e) the lighting mitigation plan complies with all relevant local policies and ordinances.

The exterior lighting control plan shall include the following:
 A photometric study that demonstrates spillover horizontal foot-candle (fc) levels do not exceed 1.0 fc at the project site boundary;  Identification of the location and direction of light fixtures that take the lighting control requirements into account;
 Lighting design that considers setbacks of project features from the site boundary to aid in satisfying the lighting control requirements;  City of Dublin
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 Lighting design that incorporates fixture hoods/shielding, with light directed downward or toward the area to be illuminated;  Light fixtures that are visible from beyond the project boundary shall have cutoff angles that are sufficient to prevent lamps and reflectors from being visible beyond the project boundary, except where necessary for security;
 Lighting fixtures that have a minimum necessary brightness, consistent with operational safety and security; and
 Where lights in high illumination areas are not occupied on a continuous basis, utilize timer switches or motion detectors so that the lights operate only when the area is occupied.

Air Quality
During
construction MM AQ-2.1: BAAQMD Basic Construction Mitigation Measures During construction, the following BAAQMD Basic Construction Mitigation Measures air pollution control measures shall be implemented:
 All exposed surfaces (e.g., parking areas, staging areas, soil piles, graded areas, and unpaved access roads) shall be watered two times per day.  All haul trucks transporting soil, sand, or other loose material off-site shall be covered.
 City of Dublin
 Bay Area Air
Quality
Management
District
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 All visible mud or dirt track-out onto adjacent public roads shall be removed using wet power vacuum street sweepers at least once per day. The use of dry power sweeping is prohibited.
 All vehicle speeds on unpaved roads shall be limited to 15 mph.  All roadways, driveways, and sidewalks to be paved shall be completed as soon as possible. Building pads shall be laid as soon as possible after grading unless seeding or soil binders are used.
 Idling times shall be minimized either by shutting equipment off when not in use or reducing the maximum idling time to 5 minutes (as required by the California airborne toxics control measure Title 13, Section 2485 of California Code of Regulations [CCR]). Clear signage shall be provided for construction workers at all access points.  All construction equipment shall be maintained and properly tuned in accordance with manufacturer’s specifications. All equipment shall be checked by a certified mechanic and determined to be running in proper condition prior to operation.
 Post a publicly visible sign with the telephone number and person to contact at the Lead Agency regarding dust complaints. This person shall respond and take corrective action within 48 hours. The Air District’s phone number shall also be visible to ensure compliance with applicable regulations.
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Prior to issuance
of grading permit
MM AQ-2.2: Off-Road Diesel-Powered Construction Equipment Prior to issuance of any grading permits, and/or building permits (whichever occurs earliest), the project applicant shall prepare and submit a construction operations plan that includes specifications of the equipment to be used during construction to the City of Dublin. The plan shall be accompanied by a letter signed by an air quality specialist, verifying that the equipment included in the plan meets the standards set forth below.
 For all construction equipment larger than 25 horsepower operating on the site for more than two days continuously or 20 total hours, shall, at a minimum meet U.S. EPA Tier 4 Final emission standards.

The project applicant shall submit a construction operations plan prepared by the construction contractor that outlines how the contractor will achieve the measures outlined in this mitigation measure. The plan shall be submitted to the City of Dublin for review and approval prior to the issuance of any grading and/or building permits (whichever occurs earliest). The plan shall include, but not be limited to the following:
 List of activities and estimated timing.
 Equipment that would be used for each activity.
 Manufacturer’s specifications for each equipment that provides the emissions level; or the manufacturer’s specifications for devices that would be added to each piece of equipment to ensure the emissions level meet the thresholds in the mitigation measure.
 City of Dublin
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 How the construction contractor will ensure that the measures listed are monitored.
 How the construction contractor will remedy any exceedance of the thresholds.
 How often and the method the construction contractor will use to report compliance with this mitigation measure.

Prior to issuance
of building permit
MM AQ-2.3: Architectural Coating
The applicant shall require by contract specifications that the interior architectural coating (paint and primer) products used would have a volatile organic compound rating of 20 grams per liter or less while exterior architectural coating must be less than 100 grams per liter. Contract specifications shall be included in the construction documents for the project, which shall be reviewed and approved by the City of Dublin.  City of Dublin
Prior to issuance
of building permit
MM AQ-2.4: Prohibition of Wood-Burning Fireplaces
The installation of wood-burning devices shall be prohibited within the development per Bay Area Air Quality Management District Regulation 6, Rule

3. The purpose of this rule is to limit emissions of particulate matter and visible emissions from wood-burning devices used for primary heat, supplemental heat or ambiance. This prohibition shall be noted on the deed for future property owners to obey. Natural gas fireplaces are acceptable.
 City of Dublin
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Prior to issuance
of building permit
MM AQ-2.5: Vehicle Trip Reduction
Develop a qualifying Commute Trip Reduction (CTR)/ Transportation Demand Management (TDM) plan to reduce mobile GHG emissions for all uses. The TDM plan shall be approved by the City of Dublin prior to the issuance of building permits and incorporated into the project’s Codes Covenants and Restrictions (CC&Rs). The TDM plan shall discourage single-occupancy vehicle trips and encourage alternative modes of transportation such as carpooling, taking transit, walking, and biking. The TDM Plan shall include and implement TDM Best Management Practices (BMPs) for non-residential uses. The TDM obligations shall apply for the lifetime of the project.

TDM Requirements for Non-Residential Uses:
 The Project Applicant shall consult with the local transit service provider on the need to provide infrastructure to connect the project with transit services. Evidence of compliance with this requirement may include correspondence from the local transit provider(s) regarding the potential need for installing bus turnouts, shelters, or bus stops at the site.
 BMPs that target retail employees and customers shall be described in the TDM Plan, including information regarding the direct implementing party (e.g., Project Developer, TMA, City, tenants and employers). The following BMPs shall be considered for inclusion in the TDM Plan for some or all portions of the retail development, to the extent feasible and appropriate:
o Bicycles: Infrastructure improvements; rider encouragement program; parking, repair facilities, showers and lockers; riders guide.  City of Dublin
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Short-term and long-term bicycle parking spaces shall be provided in prominent and convenient locations in all buildings.
o Vehicles: Preferential carpool parking; flexible work schedules for carpools; transportation coordinator(s); designating adequate passenger loading and unloading and waiting areas for ride-sharing vehicles; pre-tax commuter incentives; rideshare matching services. o Transit: On-site shuttle services, shuttle bus stops with shelters, pedestrians path linking buildings and transit stops.
o A website and marketing program to disseminate information on commute options; access to TMA management services.
o Pedestrian-oriented site design.

TDM Requirements for Residential Units:
 Owner-Occupied Units. Upon a residential dwelling being sold or offered for sale, the applicant shall notify and offer to the buyer or prospective buyer, as soon as it may be done, materials describing public transit, ridesharing, and nonmotorized commuting opportunities available in the vicinity of the project. Such information shall be transmitted no later than the close of escrow. This information shall be submitted to the City of Dublin Planning Division for review and approval, prior to the issuance of the first certificate of occupancy. The project’s CC&Rs shall require this information to be disclosed no later than the close of escrow for initial and subsequent purchases. 1437
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Rental Units. Upon a residential dwelling being rented or offered for rent, the applicant shall notify and offer to the tenant or prospective tenant, materials describing public transit, ridesharing, and nonmotorized commuting opportunities in the vicinity of the development. The materials shall be approved by the City of Dublin.

The materials shall be provided no later than the time the rental agreement is executed. This information shall be submitted to the City of Dublin Planning Division for review and approval, prior to the issuance of the first certificate of occupancy.

Biological Resources
Prior to any
vegetation
removal or
ground-disturbing
activities
MM BIO-1.1: Special Status Plant Surveys
Prior to any vegetation removal or ground-disturbing activities, a focused survey shall be conducted to determine the presence of any special-status plant species with potential to occur within the project area. Surveys shall be conducted in accordance with the Protocols for Surveying and Evaluating Impacts to Special Status Native Plant Populations and Natural Communities.

These guidelines require special-status plant surveys to be conducted at the proper time of year when rare or endangered species are both “evident” and identifiable. Field surveys shall be scheduled to coincide with known blooming periods, and/or during periods of physiological development that are necessary to identify the plant species of concern. If no special-status plant species are found, then the project will not have any impacts to the species and no additional mitigation measures are necessary. If any of the species are found on-site and cannot be avoided, implementation of MM BIO-1.2: Special-Status Plants Avoidance and Mitigation shall be required.
 City of Dublin
 CA Dept. of
Fish & Wildlife
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Prior to any
vegetation
removal or
ground-disturbing
activities
MM BIO-1.2: Special-Status Plants Avoidance and Mitigation Prior to obtaining the first site grading, building or other permit for development activities involving ground disturbance, the project applicant shall prepare the documentation acceptable to the Community Development Department that demonstrates compliance with the following:

1. If the survey determines that Congdon’s tarplant, San Joaquin spearscale, or other special-status species are present within or adjacent to the project site, direct and indirect impacts of the project on the species shall be avoided where feasible through the establishment of activity exclusion zones, where no ground-disturbing activities shall take place, including construction of new facilities, construction staging, or other temporary work areas. Activity exclusion zones for special-status plant species shall be established prior to construction activities around each occupied habitat site, the boundaries of which shall be clearly marked with standard orange plastic construction exclusion fencing or its equivalent. The establishment of activity exclusion zones shall not be required if no construction-related disturbances would occur within 250 feet of the areas supporting rare plan species populations.

2. If exclusion zones and avoidance of impacts on Congdon’s tarplant or other special-status species within the project area are not feasible, then the loss of individuals or occupied habitat of special-status plants shall be compensated for through the acquisition, protection, and subsequent management of other existing occurrences. Before the implementation of compensation measures, the project’s applicant shall provide detailed information to the CDFW and Lead Agency on the quality of preserved habitat, location of the preserved occurrences,  City of Dublin
 CA Dept. of
Fish & Wildlife
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provisions for protecting and managing the areas, the responsible parties involved, and other pertinent information that demonstrates that the compensation. population will be property preserved and managed. A mitigation plan identifying appropriate mitigation ratios at a minimum ratio of 1:1 [one preserved acre for each impacted acre] to ensure no net loss of acreage shall be developed in consultation with CDFW and approved by the City prior to the commencement of any activities that would impact Congdon’s tarplant or other species with potential to occur within the project area. A mitigation plan may include but is not limited to the following: the acquisition of off-site mitigation areas presently supporting the Congdon’s tarplant or other specialstatus species, purchase of credits in a mitigation bank that is approved to sell credits for special-status plants, or payment of in-lieu fees to a public agency or conservation organization (e.g., a local land trust) for the preservation and management of existing populations of specialstatus plants.

Prior to issuance
of grading,
building or other
development
permit
MM BIO-1.3: Burrowing Owl Avoidance, Exclusion and Required Measures Prior to obtaining the first site grading, building or other permit for development activities involving ground disturbance, the project applicant shall prepare the documentation acceptable to the Community Development Department that demonstrates compliance with the following:

Mitigate for Loss of Burrowing Owl Habitat
The majority of project site, with the exception of delineated wetlands, developed areas, and areas with tree cover, has been determined to potentially provide habitat or foraging areas for burrowing owl. Therefore, the project  City of Dublin
 CA Dept. of
Fish & Wildlife
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applicant shall implement compensatory mitigation for loss of owl habitat in accordance with the standards set forth in the Required Mitigation Plan section below.

Additional measures below will avoid direct impacts to individuals that may occupy the site during construction and implementation of the project.

Conduct a Burrowing Owl Survey
Prior to the first ground-disturbing activities, the project applicant shall retain a qualified biologist to conduct two pre-construction surveys for the Western burrowing owl on the project site.

The first survey shall be conducted no more than 14 days prior to grounddisturbing activities and the second survey within 48 hours of initial ground disturbance. The surveys shall be conducted in accordance with the 2012 CDFW Staff Report on Burrowing Owl Mitigation. If the surveys determine owls are present, then the measures set forth below shall be followed.

Implement Avoidance Measures
If direct impacts to owls can be avoided, prior to the first ground-disturbing activities, the project applicant shall implement the following avoidance measures during all phases of construction to reduce or eliminate potential impacts to California burrowing owls.
 A pre-construction survey shall be performed prior to start of ground disturbance activities. This survey will occur regardless of the time of year, as burrowing owls may use the project site during the non-nesting 1441
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season. The survey shall be performed according to the standards set forth by the Staff Report for Burrowing Owl Mitigation.  The project site should be managed to prevent burrowing owl from occupying the site prior to any project activities
 All suitable burrows should be closed by hand once it has been determined that the burrow is unoccupied.
 Maintenance of the property to ensure burrows are not rebuilt will be necessary throughout the year to preclude the presence of burrowing owl and suitable burrowing owl habitat. Maintenance should occur approximately every 8 weeks, and burrows should be inspected prior to closure to ensure no burrowing owl are present. The frequency of burrow closure may be adjusted based upon ground squirrel and burrow reestablishment progress.
 The debris within the project site should be removed.  If discing is chosen as a preferred method for burrow maintenance, it is recommended that any sensitive biological resources (populations of rare plants, wetland boundaries and any active bird nests, etc.) be flagged by a qualified biologist and avoided.

Conduct Burrow Exclusion
If avoidance of burrowing owl or their burrows is not possible, prior to the first ground-disturbing activities, the project applicant, in consultation with the CDFW, shall prepare a Burrowing Owl Relocation Plan as indicated and following the CDFW 2012 Staff Report on Burrowing Owl Mitigation. 1442
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Monitoring of the excluded owls shall be carried out as per the California Department of Fish and Wildlife 2012 Staff Report.

Required Mitigation Plan
The project applicant shall consult with the CDFW and develop a detailed mitigation plan that shall include replacement of impacted habitat, number of burrows, and burrowing owl at a ratio approved by CDFW and in compliance with the requirements set forth in Appendix A of the CDFW 2012 Staff Report on Burrowing Owl Mitigation. Mitigation shall at minimum preserve similar quality habitat at a 1:1 ratio [one preserved acre for each impacted acre] within the boundaries of the East Alameda County Conservation Strategy. Mitigation areas shall be permanently preserved by a conservation easement held by a third party organization dedicated to ecological stewardship. The plan shall be reviewed and approved by CDFW and the City, and the conservation easement executed prior to the first ground-disturbing activities.

The project applicant shall consult with the CDFW and develop a detailed mitigation plan that shall include replacement of impacted habitat, number of burrows, and burrowing owl at a ratio approved by CDFW to ensure no net loss of species. The mitigation plan shall comply with the requirements set forth in Appendix A of the CDFW 2012 Staff Report on Burrowing Owl Mitigation and the plan shall be reviewed and approved by CDFW and the City prior to the first ground-disturbing activities.
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Prior to issuance
of grading,
building or other
development
permit
MM BIO-1.4: Nesting Bird Avoidance Measures
Prior to grading or development activities from February 1 to August 31, the applicant shall prepare the documentation acceptable to the Community Development Department that demonstrates compliance with the following:

Pre-construction Breeding Bird Surveys
No more than 14 days prior to initial ground disturbance and vegetation removal during the nesting season (February 1 to August 31), the project applicant shall retain a qualified biologist to perform pre-construction breeding bird surveys. If any nests are found, they shall be flagged and protected with a suitable buffer, depending on the species. Buffer distance may vary based on species and conditions, but is typically at least 50 feet, and up to 250 feet for raptors. No construction shall occur within this buffer until the qualified biologist has confirmed that the young have fledged the nest.

As used in this measure, “suitable” means the distance a qualified biologist determines in necessary to ensure no disturbance to nesting. The buffer distance is measured as the straight-line distance between an active nest and the activity, taking both horizontal and vertical distance into account. This mitigation measure does not apply to ground disturbance and vegetation removal activities that occur outside of the nesting season (September 1 to January 31).
 City of Dublin
Prior to issuance
of grading,
building or other
MM BIO-3.1: Wetland Mitigation Plan
Prior to obtaining the first site grading, building or other permit for development activities involving ground disturbance, the project applicant shall  City of Dublin
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development
permit
prepare the documentation acceptable to the Community Development Department that demonstrates compliance with the following:

The project applicant shall acquire the appropriate applicable permit(s) (e.g.

Section 404, Section 401, Porter-Cologne) from the respective regulating agency(s) (i.e. USACE and/or RWQCB). A wetland mitigation plan shall be prepared that will establish suitable compensatory mitigation based on the concept of no net loss of wetland habitat values or acreages, to the satisfaction of the regulatory agencies.

The wetland mitigation plan shall include measures for avoidance, minimization and compensation for wetland impacts. Avoidance and minimization measures may include the designation of buffers around wetland features to be avoided or project design measures. Compensation measures shall include the preservation and/or creation of wetlands or other waters. The final mitigation ratio (the amount of wetlands and other water created or preserved compared to the amount impacted) shall be determined by the applicable resource agency(s) and result in no net loss of wetland habitat value or acreages. The wetland mitigation plan shall include the following:

1. Description of wetland types and their expected functions and values;

2. Performance standards and monitoring protocol to ensure the success of the mitigation wetlands over a period of time to be determined by the resource agencies;

3. Engineering plans showing the location, size and configuration of wetlands to be created or preserved;
 US Army
Corps of
Engineers
 Regional
Water Quality
Control Board
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4. An implementation schedule showing the construction or preservation of mitigation areas shall commence prior to or concurrently with the initiation of construction; and

5. A description of legal protection of the preserved wetlands (such as dedication of fee title, conservation easement and/or an endowment held by an approved conservation organization, government agency or mitigation bank).

Cultural & Tribal Cultural Resources
During
construction
MM CR-1.1: Historic or Archaeological Discovery During Construction If buried historic or archaeological resources are discovered during construction, operations shall stop within 50 feet of the find and a qualified archaeologist shall be consulted to evaluate the resource in accordance with CEQA Guidelines 15064.5(f), which requires the Lead Agency to make provisions for historical or unique archaeological resource accidently discovered during construction.

The applicant shall include a standard inadvertent discovery clause in every construction contract to inform contractors of this requirement. If the resource does not qualify as a significant resource, then no further protection or study is necessary. If the resource does qualify as a significant resource then the impacts shall be avoided by project activities. If the resource cannot be avoided, adverse impacts to the resource shall be addressed. The archaeologist shall make recommendations concerning appropriate mitigation measures that shall be implemented to protect the resources, including but not limited to excavation and evaluation of the finds in accordance with Section 15064.5(f) of  City of Dublin
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the CEQA Guidelines. Any previously undiscovered resources found during construction within the project area should be recorded on appropriate Department of Parks and Recreation (DPR) 523 forms and evaluated for significance in terms of CEQA criteria.

During
construction
MM CR-2.1: Paleontological Resource Monitoring
In the event a fossil(s) is discovered during construction for the project, excavations within 50 feet of the find shall be temporarily halted or delayed until the discovery is examined by a qualified paleontologist, in accordance with Society of Vertebrate Paleontology standards.

The applicant shall include a standard inadvertent discovery clause in every construction contract to inform contractors of this requirement. If the paleontological resources are found to be significant, they shall be avoided by project construction activities and recovered by a qualified paleontologist.

Upon completion of the recovery, a paleontological assessment shall be conducted by a qualified paleontologist to determine if further monitoring for paleontological resources is required. The assessment shall include (1) the results of any geotechnical investigation prepared for the project area, (2) specific details of the construction plans for the project area, (3) background research, and (4) limited subsurface investigation within the project area.

If a high potential to encounter paleontological resources is confirmed, a monitoring plan of further project subsurface construction shall be prepared in conjunction with this assessment. After project subsurface construction has ended, a report documenting monitoring, methods, findings, and further  City of Dublin
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recommendations regarding paleontological resources shall be prepared and submitted to the Director of Community Development.

Geology and Soils
Prior to issuance
of building permit
MM GEO-1.1: Implement Preliminary Geotechnical Exploration Recommendations
The project applicant shall consult with a registered geotechnical engineer to prepare a design-level geotechnical investigation that incorporates the recommendations in the Preliminary Geotechnical Exploration. The designlevel geotechnical report shall address, but not be limited to, site preparation and grading, building foundations, and CBC seismic design parameters. A design-level geotechnical report shall be prepared and submitted in conjunction with Building Permit application(s) and reviewed and approved by the City of Dublin. Recommendations from the design-level geotechnical report shall be incorporated into the final project design and construction documents for each phase of the project.
 City of Dublin
Hazards and Hazardous Materials
Prior to issuance
of grading,
building or any
other
development
permit for
Planning Area 3
MM HAZ-1.1: Disposal of Deleterious Materials
Prior to any ground disturbance on the middle parcel (APN 985-52-24), the project applicant shall retain a qualified hazardous materials contractor to properly dispose of the observed deleterious materials, and any others discovered during remediation. Additionally, the applicant shall close the abandoned Zone 7 water supply well in accordance with applicable regulatory agency requirements.
 City of Dublin
 Dublin San
Ramon
Services
District
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Noise and Vibration
Prior to issuance
of grading,
building or any
other
development
permit
MM N-1.1: Construction Noise Reduction
To reduce the effects of construction noise, the City of Dublin shall ensure that the project applicants include the following on all construction contracts for the project:
 All construction operations shall comply with local noise standards and be limited to normal daylight hours. All stationary equipment shall be adequately muffled and located away from sensitive receptors. The construction contractor shall limit all on-site noise-producing construction activities, including deliveries and warming up of equipment, to the daytime hours of 7:00 a.m. to 7:00 p.m., Monday through Saturday, and non-City holidays.
 The construction contractor shall ensure that all internal combustion engine-driven equipment is equipped with mufflers that are in good condition and appropriate for the equipment.
 The construction contractor shall locate stationary noise-generating equipment as far as possible from sensitive receptors when sensitive receptors adjoin or are near a construction project area. In addition, the project contractor shall place such stationary construction equipment so that emitted noise is directed away from sensitive receptors nearest the project site.
 The construction contractor shall prohibit unnecessary idling of internal combustion engines.
 City of Dublin
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 The construction contractor shall, to the maximum extent practical, locate on-site equipment staging areas so as to maximize the distance between construction- related noise sources and noise-sensitive receptors nearest the project site during all project construction.  The construction contractor shall designate a noise disturbance coordinator who would be responsible for responding to any local complaints about construction noise. When a complaint is received, the disturbance coordinator shall notify the City within 24 hours of the complaint and determine the cause of the noise complaints (starting too early, bad muffler, etc.) and institute reasonable measures warranted to correct the problem, as deemed acceptable by the City of Dublin Community Development Department. The construction contractor shall conspicuously post the contact name and telephone number for the noise disturbance coordinator at the construction site.

Prior to issuance
of building permit
for Planning
Areas 2, 3 and 4
MM N-1.2: Noise Attenuation
As part of the Site Development Review Permit process for Planning Areas 2, 3, and 4, a detailed acoustical study based on architectural plans shall be prepared by a qualified acoustical consultant and submitted to the City of Dublin Community Development Department to demonstrate that all residential units would meet the City’s 60 dBA exterior noise standard for all common outdoor living areas. In addition, the acoustical study shall demonstrate that interior noise levels at all residential units at the project site would meet the City’s 45 dBA threshold. This mitigation measure complies with the applicable sections of the California Building Code (Title 24 of the California Code of Regulations) and Implementing Policy 9.2.1.B.6. The necessary noise reduction may be  City of Dublin
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achieved by implementing noise control measures at the receiver locations.

Where closed windows are required to achieve the interior 45 dBA CNEL limit, project plans and specifications shall include ventilation as required by the California Building Code. The final grading and building plans shall incorporate the required noise barriers (patio enclosure, wall, berm, or combination wall/berm), and the property owner/developer shall install these barriers and enclosures.

Transportation and Traffic
Prior to issuance
of building permit
MM AQ-2.5: Vehicle Trip Reduction
See Air Quality, above.
 City of Dublin
Prior to approval
of the Site
Development
Review Permit
MM TRANS 2-1: Implement Bicycle and Pedestrian Improvements To encourage mode shift and reduce VMT, prior to approval of the Site Development Review Permit, the project applicant shall work with the Community Development and Public Works Departments to identify and design construct bicycle and pedestrian improvements in the vicinity of the project site (generally within a quarter mile from the project site boundary) as identified in the City’s most recently adopted Bicycle & Pedestrian Master Plan.

Perform a complete streets study to identify the appropriate bicycle and pedestrian improvements along Tassajara Road and Dublin Boulevard in the vicinity of the project as identified in the City’s most recently adopted Bicycle and Pedestrian Master Plan. The completed street study will include but not be limited to development of street cross-sections to implement Class I or Class IV bike lanes along Tassajara Road between Gleason Drive and I-580.  City of Dublin
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In addition, prior to issuance of the first building permit for Planning Area 1, the project applicant shall contribute its pro-rata share of the planned improvements to the I-580 interchange pedestrian and bicycle improvements through the City of Dublin’s Traffic Impact Fee or by other means. The Project Developer shall enter into an agreement with the City to contribute the Project’s pro-rata share of the planned improvements.

Prior to approval
of the Site
Development
Review Permit
MM TRANS 3-1: Pedestrian & Bicycle Safety Improvements
To increase pedestrian and bicycle safety and reduce vehicle conflicts at the mid-block crossings along Central Parkway and Finnian Way between Tassajara Road and Brannigan Street, as well as along Dublin Boulevard; the applicant shall submit pedestrian and bicycle safety improvements as part of the Site Development Review Permit. These improvements shall include detailed plans and associated information that identify the recommended appropriate pedestrian crossing treatments. Specific recommended improvements include but are not limited to:
 Mid-Block Crosswalk Across Central Parkway Between Tassajara Road and Brannigan Street: Applicant shall work with the City to provide an uncontrolled crosswalk study per California MUTCD and FHWA guidance to determine the appropriate improvements that should be installed at this location. Improvements shall include Rectangular Rapid Flashing Beacon (RRFB), High Intensity Activated Crosswalk (HAWK), or similar device that would increase pedestrian and bicycle safety and reduce vehicle conflicts.
 Dublin Boulevard: The design of the pedestrian and bicycle facilities in Planning Area 2 shall consider the potential pedestrian and bicycle safety  City of Dublin
1452
City of Dublin SCS Dublin Mitigation Monitoring or Reporting Program

10/14/2022
Timing Mitigation Measure
Responsible for
Approval /
Monitoring /
Implementation
Completion
Date Initials
conflicts and discourage a mid-block crossing. Design solutions may include, but not limited to:
o Placement and layout of pedestrian and bicycle facilities so as not to lead pedestrians and/or bicyclists to cross at an uncontrolled mid-block crossing.
o Formal and informal barriers integrated into the design to deter pedestrians and bicyclists from crossing a roadway mid-block. o Wayfinding and signage directing pedestrians and bicycles where to safely cross Dublin Boulevard.

Vehicle Access
Project driveways are proposed midblock along the major arterials of Tassajara Road, Gleason Drive, Central Parkway, and Dublin Boulevard. Many of these driveways are unsignalized and limited to a right-in and right-out movement to reduce vehicle conflicts and delays that would arise from vehicles making a leftturn onto the major arterial with high volumes and speeds over multiple travel lanes. Internal to the project site, multiple drive aisles and access points are provided to allow several points of ingress and egress to the different land uses and to limit potential vehicle queuing from the internal drive aisles onto the major arterials. Further evaluation will be completed in the Site Development Review Permit process to confirm that vehicle queuing will not be a safety issue. The project would result in a less than significant impact as it relates to vehicular safety.
1453
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 1 of 12 RESOLUTION NO. xx-22

A RESOLUTION OF THE CITY COUNCIL

OF THE CITY OF DUBLIN

AMENDING THE GENERAL PLAN AND THE EASTERN DUBLIN SPECIFIC PLAN

RELATED TO THE SCS DUBLIN PROJECT
(PLPA 2022-00005)
(APNs 985-0051-004, 985-0051-005, 985-0051-006, 985-0052-024, and 985-0052-025) WHEREAS, the Property Owner, SCS Development Company, is requesting approval of the SCS Dublin Project including up to 550 market rate residential units and up to 100 affordable units, up to 265,000 square feet of retail commercial development, and related infrastructure and landscape improvements. Requested land use approvals include a General Plan Amendment and Eastern Dublin Specific Plan Amendment, a Planned Development Zoning District with Stage 1 and Stage 2 Development Plans, and a Development Agreement, among other related actions. These planning and implementing actions are collectively known as the “SCS Dublin Project” or the “Project;” and
WHEREAS, the Project site is approximately 76.2 acres generally bounded by Tassajara Road, Gleason Drive, Brannigan Street and I-580 (APNs 985-0051-004, 985-0051-005, 985- 0051-006, 985-0052-024, and 985-0052-025); and
WHEREAS, on February 15, 2022, City Council approved the Preferred Plan for the SCS Property, which stemmed from an extensive City-led Community Outreach process to engage the community on appropriate land uses for the property; and WHEREAS, the proposed project takes the first step in implementing the Preferred Plan for the SCS Property; and
WHEREAS, the existing General Plan and Eastern Dublin Specific Plan land use designations for the project site are: Neighborhood Commercial, General Commercial, MediumDensity Residential, Medium/High-Density Residential, High-Density Residential, and Public/Semi-Public; and
WHEREAS, the Applicant proposes to modify the existing land use designations consistent with the Preferred Plan to: General Commercial, Medium Density Residential, Medium-High Density Residential, Parks/Public Recreation and Public/Semi-Public. In addition, other provisions of the General Plan and Eastern Dublin Specific Plan are proposed to ensure consistency with the new land use designations for the Project site; and WHEREAS, the California Environmental Quality Act (CEQA), together with the CEQA Guidelines and City of Dublin CEQA Guidelines and Procedures require that certain projects be reviewed for environmental impacts and that environmental documents be prepared; and WHEREAS, pursuant to the requirements of CEQA, the CEQA Guidelines and City of Dublin CEQA Guidelines and Procedures, the City prepared a Draft Environmental Impact Report (EIR) dated July 2022, and a Final EIR dated October 2022, for the proposed Project, which reflected the City’s independent judgment and analysis of the potential environmental impacts of the Project; and
Attachment 8
1454
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 2 of 12 WHEREAS, the Draft EIR identified potentially significant impacts to aesthetics, air quality, biological resources, cultural and tribal resources, geology and soils, hazards and hazardous materials, noise, and transportation, most of which can be substantially reduced through mitigation measures; and
WHEREAS, the Draft EIR was circulated for 45 days for public comment from July 22, 2022, to September 6, 2022. Comments received on the Draft EIR were responded to in the Final EIR dated October 2022. The Draft EIR, comments and associated responses, and changes and clarifications to the Draft EIR constitute the Final EIR; and WHEREAS, consistent with Section 65352.3 of the California Government Code, the City obtained a contact list of local Native American tribes from the Native American Heritage Commission and notified the tribes on the contact list of the opportunity to consult with the City on the proposed General Plan Amendment. None of the contacted tribes requested a consultation within the 90-day statutory consultation period and no further action is required under section 65352.3; and
WHEREAS, on October 25, 2022, the Planning Commission adopted Resolution No. 22- 13 recommending that the City Council certify the Final Environmental Impact Report and adopt required CEQA Findings and a Statement of Overriding Considerations, and approve amendments to the General Plan and Eastern Dublin Specific Plan, a Planned Development Zoning District with Stage 1 and Stage 2 Development Plans, and a Development Agreement related to the SCS Dublin Project, which resolution is incorporated herein by reference and available for review at City Hall during normal business hours; and WHEREAS, a Staff Report, dated November 15, 2022 and incorporated herein by reference, described and analyzed the Project, including the General Plan and Eastern Dublin Specific Plan Amendments, Planned Development Zoning District with Stage 1 and Stage 2 Development Plans, Development Agreement and Final EIR, for the City Council; and WHEREAS, the City Council held a properly noticed public hearing on the Project, including the proposed General Plan and Eastern Dublin Specific Plan Amendments, on November 15, 2022 at which time all interested parties had the opportunity to be heard; and WHEREAS, on November 15, 2022, the City Council certified the SCS Dublin Final EIR and adopted CEQA Findings, a Statement of Overriding Considerations, and Mitigation Monitoring and Reporting Program for the Project; and
WHEREAS, the City Council considered the Final EIR and all above-referenced reports, recommendations, and testimony to evaluate the Project.

NOW, THEREFORE, BE IT RESOLVED that the foregoing recitals are true and correct and made a part of this resolution.

BE IT FURTHER RESOLVED that the City Council finds that the General Plan and Eastern Dublin Specific Plan Amendments, as set forth below, are in the public interest, will promote general health, safety and welfare, and that the General Plan as amended will remain internally consistent. The proposed Project is consistent with the guiding and implementing policies of the General Plan in each of the Elements and will allow for a mixed-use development 1455
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 3 of 12 consisting of both residential and commercial uses. The General Plan and Eastern Dublin Specific Plan Amendments noted below will ensure that the implementation of the proposed Project is in compliance with the General Plan and that each Element within the General Plan is internally consistent.

BE IT FURTHER RESOLVED that the City Council hereby adopts the following amendments to the General Plan:

Figure 1-1 (Dublin General Plan Land Use Map) shall be amended to show three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map), Brannigan Street south of Dublin Boulevard and removal of Northside Drive through the project site and shall be amended with new land use designations for the project site as shown below:

Figure 2-1 (Dublin General Plan Sites for Housing Development Map) shall be amended to show three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map), Brannigan Street south of Dublin Boulevard and removal of Northside Drive through the project site.

Figure 2-2 (Dublin General Plan Open Space Initiative Protection Areas Map) shall be amended to show three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map), Brannigan Street south of Dublin Boulevard and removal of Northside Drive through the project site.

Table 2.2 I(Land Use Development Potential: Eastern Extended Planning Area) shall be amended to read as follows:

Table 2.2. LAND USEDEVELOPMENT POTENTIAL: EASTERN EXTENDED PLANNING AREA CLASSIFICATION ACRES INTENSITY UNITS1 FACTOR YIELD1
RESIDENTIAL Acres Dwelling
Units/Acre
Dwelling Units Persons/
Dwelling Unit
Population
High Density 52.94 25 .1+ 1,328+ 2.7 3,587+
Medium-High
Density 153.61 14 .1-25 .0 2,165-3,840 2.7 5,847-10,368 Medium-High Density and Retail
Office
0 14 .1-25 .0 0 2.7 0
Medium-Density 418.1 6.1-14 .0 2,550-5,853 2.7 6,886-15,804 Single Family 725 0.9-6.0 652-4,350 2.7 1,760-11,745
1456
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 4 of 12 Estate Residential 30 .5 0.01-0.8 0-24 2.7 0-65
Rural Residential/
Agriculture
329.8 0.01 3 2.7 9
TOTAL: 1,709.95 6,698-15,398+ 18,089 -41,578+
COMMERCIAL Acres Floor Area
Ratio (Gross)
Square Feet
(millions) Square Feet/
Employee
Jobs
General Commercial 194.85 .20-.60 1.6- 5.0 510 3,328-9,985 General
Commercial/
Campus Office
168.57 .20-.80 1.46-5.87 385 3,814-15,258
Mixed Use 0 .30-1.00 0 490 0
Mixed Use 2/
Campus Office
22 .9 .45 max .45 260 1,731
Neighborhood
Commercial
0 .25-.60 .0 490 0
Industrial Park 56 .4 .35 max .86 590 1,458
Industrial Park/
Campus Office
0 .25-.35 0 425 0
Campus Office 137.58 .25-.80 1.50-4.79 260 5,763-18,440 Medical Campus 42.88 .25-.80 .46-4.49 260 1,796-5,747
Medical Campus / Commercial

15.85 .25-.80 .17-.41 510 338-812
TOTAL: 639.03 6.5-21.87 18,228-53,431

PUBLIC/SEMI- PUBLIC/OPEN
SPACE
Acres Floor Area
Ratio (Gross)
Square Feet
(millions) Square Feet/
Employee
Jobs
Public/Semi-Public 99.46 .50 max 2.16 590 3,671
Semi-Public 2.09 .50 max .045 590 77
Acres Number
Parks/Public
Recreation
207.4
Regional Parks 1.2 1
Open Space 699.56
Schools Acres Floor Area
Ratio (Gross)
Square Feet
(millions) Square Feet/
Employee
Jobs
Elementary School 38 .50 max 1.06 590 1,797
Middle School 27.8 .50 max .61 590 1,034
High School 23.46 .51 590 866
TOTAL: 1,098.97 5.87 7,445
Acres Dwelling Units Population Square Feet
(millions)
Jobs
GRAND TOTAL: 3,447.95 6,698-15,398+ 18,089 -41,578+ 12.37-27.74 25,673-60,876 1457
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 5 of 12 Figure 3-1 (Dublin General Plan Parks and Open Space Map) shall be amended to include the new

2.23-acre park within PA-2 and shall be amended to show three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map), Brannigan Street south of Dublin Boulevard and removal of Northside Drive through the project site.

Figure 4-1 (Dublin General Plan Schools and Public Lands Map) shall be amended to show three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map), Brannigan Street south of Dublin Boulevard and removal of Northside Drive through the project site.

Figure 5-1 (Dublin General Plan Roadway Classifications) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Table 5.1 (Roadway Improvements at General Plan Buildout (Year 2035)) shall be amended as to modify Tassajara Road and add Dublin Boulevard as follows: Text that is proposed to be deleted from the General Plan is shown in strikethrough and text that is proposed to be added to the General Plan is shown in underline:

ROADWAY IMPROVEMENT DESCRIPTION
Tassajara Road Widening Widening of Tassajara Road to eight seven lanes between Dublin Boulevard and I-580 westbound ramps.

Dublin Boulevard Widening Widening of Dublin Boulevard to seven lanes between Tassajara Road and Brannigan Street
Figure 5-2b (Dublin General Plan Transit Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 5-3b (Dublin General Plan Bicycle Circulation Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 5-4b (Dublin General Plan Multi-Modal Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 8-1 (Dublin General Plan Geologic Hazards and Constraints Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 8-2 (Dublin General Plan Potential Flooding Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown 1458
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 6 of 12 as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 9-1 (Dublin General Plan 2011 Existing Noise Exposure Contours Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 9-2 (Dublin General Plan 2035 Projected Noise Exposure Contours Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 10-1 (Dublin General Plan Regional Corridors Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 10-2 (Dublin General Plan Gateways Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 10-5 (Dublin General Plan Villages Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

BE IT FURTHER RESOLVED that the City Council hereby adopts the following amendments to the Eastern Dublin Specific Plan:

Figure 2.4 Ownership Patterns shall be amended to update the land ownership of 18. Dublin Land Company to SCS Development Company
Table 4.1 (Eastern Dublin Specific Plan Land Use Summary) shall be amended to read as follows with no modifications to the footnotes:

TABLE 4.1

EASTERN DUBLIN SPECIFIC PLAN

LAND USE SUMMARY
(Amendment Reso# 66-03, 47-04, 223-05, 58-07, 37-08, 210-08, 176-09, 76-10, 55-12, 92-12, 210-12, 198-13, 159-14, 101- 15, 165-15, 151-16, 85-21, 14-22 and xx-22)
Land Use Description LAND AREA DENSITY YIELD

COMMERCIAL/INDUSTRIAL
General Commercial 252.55 acres .25-.35 FAR 2.746 MSF
General Commercial/Campus
Office
160.37 acres .28 FAR 1.956 MSF
Industrial Park* 61.3 acres .25-.28 FAR .747 MSF
Neighborhood Commercial 0 acres .30-.35 FAR 0 MSF
Mixed Use 0 acres .30-1.0 FAR .005 MSF
Mixed Use 2/Campus Office**** 25.33 acres .45 FAR .497 MSF 1459
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 7 of 12 Campus Office 94.28 acres .35-.75 FAR 1.840 MSF
Medical Campus 42.88 acres .25-.80 FAR .950 MSF
Medical Campus/Commercial 15.85 acres .25-.60 FAR .250 MSF Subtotal 652.56 acres 8.991 MSF

RESIDENTIAL
High Density 55.54 acres 35 du/ac 1,943 du
Medium High Density 169.31 acres 20 du/ac 3,386 du
Medium Density** 505.41 acres (1) 10 du/ac 5,054 du
Single Family*** 947.25 acres 4 du/ac 3,789 du (3)
Estate Residential 30.4 acres 0.13 du/ac 4 du
Rural Residential/Agric. 539.55 acres .01 du/ac 5 du
Mixed Use 0 acres 15 du/ac 115 du
Subtotal 2,247.46 acres 14,296 du

PUBLIC/SEMI-PUBLIC
Public/Semi-Public 99.46 acres .24 FAR 1.03 MSF
Semi-Public 2.09 acres .25 FAR .03 MSF
Subtotal 101.55 acres 1.06 MSF

SCHOOLS
Elementary School 55.8 acres (2) 5 schools
Junior High School 21.3 acres 1 school
High School 23.46 acres 1 school
Subtotal 100.56 acres

PARKS AND OPEN SPACE
City Park 56.3 acres 1 park
Community Park 93.3 acres 3 parks
Neighborhood Park 50.9 acres 7 parks
Neighborhood Square 19.2 acres 7 parks
Natural Community Park 10.4 acres 1 park
Subtotal 230.1 acres 19 parks
Open Space 684.06 acres
TOTAL LAND AREA 4,016.29 acres
Table 4.2 (Eastern Dublin Specific Plan Population and Employment Summary) shall be amended to read as follows with no modifications to the footnotes:

TABLE 4.2

EASTERN DUBLIN SPECIFIC PLAN

POPULATION AND EMPLOYMENT SUMMARY
(Amended Per Resolution No. 47-04, 223-05, 58-07, 37-08, 176-09, 76-10, 55-12, 92-12, 210-12, 198-13, 159-14, 165-15, 151- 16, 85-21, 14-22 and xx-22)
Land Use Designation Development Sq Ft/Employees Persons/du Population Commercial
Industrial Park .747 MSF 590 1,266
General
Commercial/Campus
Office*

1.956 MSF 385 5,081
General Commercial 2.746 MSF 510 5,384
Neighborhood Commercial 0 MSF 490 0
Mixed Use** 0 MSF 490 0
Mixed Use 2/Campus
Office****
.497 MSF 260 1,910
Campus Office 1.840 MSF 260 7,077
1460
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 8 of 12 Table 4.3 (City of Dublin Projected Jobs/Housing Balance) shall be amended to read as follows with no modifications to the footnotes:

TABLE 4.3

CITY OF DUBLIN

PROJECTED JOBS/HOUSING BALANCE
(Amended Per Resolution No. 223-05, 58-07, 37-08, 76-10, 55-12, 92-12, 210-12, 198-13, 159-14, xx-22) PLANNING AREA Dwelling
Units
Jobs Employed
Residents*
Balance** Ratio***
Existing City of
Dublin****
7,100 12,210 11,502 -708 1.06:1.0
Eastern Dublin
Specific Plan Area
14,181***** 26,591 22,973 -3,618 1.16:1.0
TOTAL: 21,281 38,801 34,475 -4,326 1.13:1.0******
Table 4.4 (Tassajara Gateway Subarea Development Potential) shall be amended as follows:

TABLE 4.4

TASSAJARA GATEWAY

SUBAREA DEVELOPMENT POTENTIAL
(Amended Per Resolution No. 76-10, 151-16, xx-22)
Designation Acres Density Development Potential
General Commercial 53.9 .25 FAR .586 msf
General Commercial/Campus
Office

10.5 .28 FAR .128 msf
Campus Office 33.28 .35 FAR .507msf
Medical Campus/Commercial 15.85 .36 FAR .250 msf
Open Space 6.9 ----- -----
Semi Public ---- ---- 0
TOTAL 120.43 ----- 1.471 msf
Section 4.4.1 (Location and Diversity) shall be amended to update the acres of residential classification and dwelling units:

Medical Campus .950 260 3,654
Medical Campus/
Commercial
.250 510 490
Public/Semi Public .99 MSF 590 1,678
Semi-Public 0.03 MSF 590 51
TOTAL: 10.006 MSF 26,591
Residential
High Density 1,943 du 2.0 3,886
Medium High Density 3,386 du 2.0 6,772
Medium Density 5,054 du 2.0 10,108
Single Family***(1) 3,789 du 3.2 12,125
Estate Residential 4 du 3.2 13
Mixed Use** 0 2.0 0
Rural Residential/Agric. 5 du 3.2 16
TOTAL: 14,181 32,920
1461
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 9 of 12 The Eastern Dublin Specific Plan designates 2,247.46 acres with a wide range of residential classifications and densities, resulting in development potential for approximately 14,296 dwelling units. Approximately 61 percent of the units will be single family (densities of 0.01 to 10 du/ac).

Table 4.5 (Town-Center-Commercial Subarea Development Potential) shall be amended as follows:

Table 4.6 (Town Center-Residential Subarea Development Potential) shall be amended as follows:

TABLE 4.5

TOWN CENTER -- COMMERCIAL

SUBAREA DEVELOPMENT POTENTIAL
(Amended Per Resolution No. 47-04, 85-21, xx-22)
Designation Acres Density Development Potential
General Commercial 25 .35 FAR .381 msf
Neighborhood Commercial 0 .35 FAR 0 msf
Parks/Public Recreation -- --
Public/Semi-Public 3.8 .25 FAR .041 msf
Semi-Public -- -- 0 msf
TOTAL 25 --- .422 msf
TABLE 4.6

TOWN CENTER-- RESIDENTIAL

SUBAREA DEVELOPMENT POTENTIAL
Designation Acres Density Development Potential
High Density 30.4 35 du/ac 1,064 du
Medium High Density 60.7 20 du/ac 1,214 du
Medium Density 201.7 10 du/ac 2,017 du
Single Family 89.2 4 du/ac 356 du
Subtotal 356.7 --- 4,651 du
Open Space 49.8 ---
City Park 56.3 --- 1 park
Community Park 80.6 --- 1 park
Neighborhood Park 11.6 --- 2 parks
Neighborhood Square 10 --- 6 parks
Nature Park 10.4 --- 1 park
Public/Semi-Public 3.8
Semi-Public --- --- 0 msf
Subtotal 222.5 ---
Elementary School 31.1 --- 3 schools
High School 23.46 1 school
TOTAL 633.76 --- 4,651 dwelling units
11 parks
3 elementary schools
1 high school
1462
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 10 of 12 Figure 4.1 (Land Use Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site and shall be amended with new designation for the project site as noted below.

Figure 4.2 (Planning Subareas Map) shall be amended as shown on the image below as follows:
1) Modify to the boundary of Tassajara Gateway Subarea
(Area A) to include the 1.2-acre parcel (Assessor’s Parcel Number 985-0051-004-00) located east of Tassajara Road
and west of Northside Drive included into Tassajara
Gateway subarea
2) Modify the boundary of Town Center-Commercial (Area B) to coincide with the northern boundary of the General
Commercial area along Finnian Way as shown in Figure

4.1. 3) Modify the boundary of Town Center-Residential (Area C) to occupy the remainder of the project site to the north of the new Town Center-Commercial boundary.
4) Show Brannigan Street south of Dublin Boulevard as a Collector Street and removal of Northside Drive through the project site
Figure 5.1 (Road System Map) shall be amended to show Tassajara Road between Dublin Boulevard and I-580 ramps to be seven lanes and Dublin Boulevard between Tassajara Road and Brannigan Street to be seven lanes.

Figure 5-3b (East Dublin Bicycle Circulation System Map) shall be amended to show Brannigan Street south of Dublin Boulevard as a Collector Street, three new public streets within the project site (shown as Finnian Way, Aviano Way and Diablo View Drive on the proposed land use map) as Collector Streets and removal of Northside Drive through the project site.

Figure 6.1 (Open Space Framework Map) shall be amended to include the 2.5-acre park “Neighborhood Square” as shown on Figure 4.1.

APPENDIX 3
Land Use Summary by Planning Areas sections “Tassajara Gateway,” “Town Center-Commercial,” and “Town Center-Residential” shall be amended as follows:
1463
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 11 of 12 APPENDIX 3

EASTERN DUBLIN SPECIFIC PLAN

LAND USE SUMMARY BY PLANNING SUBAREAS
Planning Subareas
Land Use Category Area Density Square Feet Units
Tassajara Gateway
General Commercial 53.9 .25 586,971
General Commercial/
Campus Office 10.5 0.28 128,066
Campus Office 33.28 .35 507,387
Open Space 6.9
Total 120.43 1,222,424
Town Center - Commercial
General Commercial 25 .35 FAR .381 msf
Neighborhood Commercial 0 .35 FAR 0 msf
Parks/Public Recreation
Public/Semi-Public .25 FAR 0 msf
Semi-Public -- -- 0 msf
Total 76.5 1,348,837
Town Center – Residential
High Density Residential 30.4 35 1,064 du
Medium High Density
Residential

60.7 20
1,214 du
Medium Density Residential 201.7 10 2,017 du
Single Family Residential 89.2 4 356 du
Subtotal 356.7 4,651 du
Open Space 49.8
City Park 56.3
Community Park 80.6
Neighborhood Park 11.6
Neighborhood Square 10
Nature Community Park 10.4
Public/Semi-Public 3.8
Subtotal 222.5
Elementary School 31.1
High School 23.46
Total 633.76 4,651 du
1464
Reso. No. XX-22, Item X.X, Adopted XX/XX/2022 Page 12 of 12 APPENDIX 4
Appendix 4 Land Use Summary by Land Owners “#18 Dublin Land Company” shall be amended to read as follows:

APPENDIX 4

EASTERN DUBLIN SPECIFIC PLAN

LAND USE SUMMARY BY LAND OWNERS
Owner/Land Use Category Acres Density Square Feet Units #18 SCS DEVELOPMENT CO.

General Commercial 29.4 .20 - .60
256,132 -
768,398
Medium High Density
Residential 21.1 14.1 – 25.0 360
Medium Density Residential 17 6.1 – 14.0 150
Parks/Public Recreation 2.5
Public/Semi-Public 3.8 - - 100
Total 73.8
256,132 -
768,398 650
PASSED, APPROVED, AND ADOPTED this 15th day of November, 2022 by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:
______________________________
Mayor
ATTEST:
______________________________
City Clerk
1465
Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 1 of 19 Attachment 9
ORDINANCE NO. XX – 22

AN ORDINANCE OF THE CITY COUNCIL

OF THE CITY OF DUBLIN

AMENDING THE ZONING MAP AND APPROVING A PLANNED DEVELOPMENT ZONING DISTRICT WITH STAGE 1 AND STAGE 2 DEVELOPMENT PLANS FOR THE

SCS DUBLIN PROJECT
(PLPA-2022-00005)
(APNs 985-0051-004, 985-0051-005, 985-0051-006, 985-0052-024, and 985-0052-025) The Dublin City Council does ordain as follows:

SECTION 1. RECITALS
A. The Property Owner, SCS Development Company, is requesting a Planned Development Rezoning with Stage 1 and Stage 2 Development Plans. The proposed Project includes up to 550 market rate residential units and up to 100 affordable units, up to 265,000 square feet of retail commercial development, and related infrastructure and landscape improvements. Requested land use approvals include a General Plan Amendment and Eastern Dublin Specific Plan Amendment, a Planned Development Rezoning with Stage 1 and Stage 2 Development Plans, and a Development Agreement, among other related actions. These planning and implementing actions are collectively known as the “SCS Dublin Project” or the “Project.”
B. The Project site is approximately 76.2 acres generally bounded by Tassajara Road, Gleason Drive, Brannigan Street and I-580 (APNs 985-0051-004, 985-0051-005, 985- 0051-006, 985-0052-024, and 985-0052-025).

C. The Project site is located within Planned Development Ordinance No. 104-94, which states that development of the property is subject to the Interim Agricultural Designation until a Planned Development Rezone with Stage 1 and Stage 2 Development Plans is adopted.

D. The Project site is located within the Dublin Town Center Priority Development Area (PDA), which includes a mix of housing types including single-family detached, townhomes, condominiums and apartments. The Town Center PDA is envisioned as a walkable area with locally serving businesses within walking distance or a short ride from residential neighborhoods, conveniently served by transit.

E. The California Environmental Quality Act (CEQA), together with the CEQA Guidelines and City of Dublin CEQA Guidelines and Procedures require that certain projects be reviewed for environmental impacts and that environmental documents be prepared.

F Pursuant to the requirements of the CEQA, the CEQA Guidelines and City of Dublin CEQA Guidelines and Procedures, the City prepared a Draft Environmental Impact Report (EIR) dated July 2022, and a Final EIR dated October 2022, for the proposed Project, which reflected the City’s independent judgment and analysis of the potential environmental impacts of the Project.
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Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 2 of 19 G. The Draft EIR identified potentially significant impacts to aesthetics, air quality, biological resources, cultural and tribal resources, geology and soils, hazards and hazardous materials, noise, and transportation, most of which can be substantially reduced through mitigation measures.

H. The Draft EIR was circulated for 45 days for public comment from July 22, 2022, to September 6, 2022. Comments received on the Draft EIR were responded to in the Final EIR dated October 2022. The Draft EIR, comments and associated responses, and changes and clarifications to the Draft EIR constitute the Final EIR.

I. Following a public hearing on October 25, 2022, the Planning Commission adopted Resolution No. 22-13, recommending that the City Council certify the Final EIR and adopt required CEQA Findings, and approve amendments to the General Plan and Eastern Dublin Specific Plan, a Planned Development Zoning District with Stage 1 and Stage 2 Development Plans, and a Development Agreement related to the SCS Dublin Project, which Resolution is incorporated herein by reference and available for review at City Hall during normal business hours.

J. A Staff Report dated November 15, 2022, and incorporated herein by reference, described and analyzed the Project, including the Planned Development Zoning District with Stage 1 and 2 Development Plans, for the City Council.

K. The City Council considered the Final EIR prepared for the Project, and all above referenced reports, recommendations, and testimony prior to taking action on the Project.

L. On November 15, 2022, the City Council adopted Resolution No. xx-22 certifying the Final EIR and adopting CEQA Findings, a Statement of Overriding Considerations and a Mitigation Monitoring and Reporting Program for the Project.

M. On November 15, 2022, the City Council adopted Resolution No. xx-22 approving General Plan and Eastern Dublin Specific Plan Amendments, which Resolution is incorporated herein by reference and available for review at City Hall during normal business hours.

SECTION 2: FINDINGS
A. Pursuant to Section 8.32.070 of the Dublin Municipal Code, the City Council finds as follows.

1. The SCS Dublin Project (“the Project”) PD-Planned Development zoning meets the purpose and intent of Dublin Municipal Code Chapter 8.32 in that it provides a comprehensive development plan that will be consistent with the General Plan and Eastern Dublin Specific Plan, as amended, and protects the integrity and character of the area by creating a desirable use of land that is sensitive to surrounding land uses by virtue of the layout and design of the site plan. The Project places residents and employment uses in areas planned for such uses, which promote preservation of sensitive environmental areas, throughout the City. The development plan focuses commercial uses south of Dublin Boulevard adjacent to I-580 and provides for a variety of housing opportunities north of Dublin Boulevard adjacent to existing residential neighborhoods. As a result, the development plan creates a more 1467
Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 3 of 19 desirable use of the land, a more coherent and coordinated development, and a better physical environment than would otherwise be possible under a single zoning district or combination of zoning districts.

2. Development of the Project under the PD-Planned Development zoning will be harmonious and compatible with existing and future development in the surrounding area in that the site will provide a mix of housing types including single-family detached homes, townhomes and apartments as well as a variety of neighborhood and regional-serving commercial uses. The Project site is in an area that has similar uses nearby including residential uses to the west, north and east, commercial to the east and west, and a large public park to the west.

B. Pursuant to Sections 8.120.050.A and B of the Dublin Municipal Code, the City Council finds as follows.

1. The PD-Planned Development zoning for the Project will be harmonious and compatible with existing and potential development in the surrounding area in that the proposed site plan has taken into account adjacent land uses and will provide a wide range of amenities to and for the community within the development and the surrounding neighborhoods.

2. The Project site conditions were documented in the EIR that has been prepared, and the environmental impacts that have been identified will be mitigated to the greatest degree possible. There are no site challenges that were identified in the EIR, which could not be mitigated, that will present an impediment to utilization of the site for the intended purposes. There are no major physical or topographic constraints and, thus, the site is physically suitable for the type and intensity of the commercial areas and residential uses approved through the PD zoning.

3. The PD-Planned Development zoning will not adversely affect the health or safety of persons residing or working in the vicinity, or be detrimental to the public health, safety and welfare in that the Project will comply with all applicable development regulations and standards and will implement all adopted mitigation measures.

4. The PD-Planned Development zoning is consistent with and in conformance with the Dublin General Plan and Eastern Dublin Specific Plan, as amended, in that the proposed uses of residential and commercial retail are consistent with the proposed residential and mixed-use land use designations for the site.

C. Pursuant to the CEQA, the City Council certified a Final EIR on November 15, 2022, prior to approving the Project.

SECTION 3: ZONING MAP AMENDMENT
Pursuant to Chapter 8.32, Title 8 of the City of Dublin Municipal Code, the City of Dublin Zoning Map is amended to rezone the property described below to a Planned Development Zoning District and supersedes the previously adopted zoning (Resolution No. 104-94):

76.2 acres bounded by Tassajara Road on the west, by Brannigan Street on the east, by I-580 on the south, and by a line approximately 150 feet north of Gleason Drive, primarily 1468
Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 4 of 19 comprised of the following Assessor’s Parcel Numbers: 985-52-24, 985-52-25 985-51-4, and 985-51-6 (the “Property”)
A map of the rezoning area is shown below:

SECTION 4. APPROVAL OF STAGE 1 AND STAGE 2 DEVELOPMENT PLAN The regulations for the use, development, improvement, and maintenance of the Property are set forth in the following Stage 1 and Stage 2 Development Plan for the entire 76.2-acre Project area, which is hereby approved. Any amendments to the Stage 1/Stage 2 Development Plan shall be in accordance with Section 8.32.080 of the Dublin Municipal Code or its successors.

Stage 1 and Stage 2 Development Plan
This is a Stage 1 and Stage 2 Development Plan pursuant to Chapter 8.32 of the Dublin Municipal Code. This Development Plan meets all the requirements for both a Stage 1 and Stage 2 Development Plan and is adopted as part of the PD-Planned Development rezoning for the SCS Dublin Project (PLPA-2022-00005).

The PD-Planned Development is divided into four Planning Areas (PA-1, PA-2, PA-3 and PA-4), with PA-2 subdivided into three subareas and PA-3 divided into two subareas. A map of the Planning Areas and subareas is shown below. The final location and configuration of PA-2a, shall be determined by the Site Development Review Permit and Tentative Parcel Map and shall be located north of Dublin Boulevard and south of PA-2c. 1469
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PLANNING AREA 1 (PA-1)

1. Statement of Uses (as defined by the Zoning Ordinance).

Permitted Uses1:

1. Animal Sales and Services

2. Arcade, accessory to primary use

3. Automobile/Vehicle Brokerage

4. Banks and Financial Services

5. Billiard/Pool Hall, accessory to primary use

6. Building Materials Sales

7. Comedy Club

8. Copying and Blueprinting

9. Dance Floor

10. Eating and Drinking Establishment

11. Eating and Drinking Establishment – Specialty

12. Eating and Drinking Establishment – Take Out

13. Health Club/Fitness Center

14. Health Services/Clinics

15. Hotel/Motel

16. Laboratory

17. Massage Establishment

18. Mobile Food Truck2

19. Mobile Retail Cart3

20. Office – Professional/Administrative

21. Outdoor Sale by Established On-site Business

22. Outdoor Seating

23. Outdoor Permanent Vendor

24. Personal Services

25. Plant Nursery

26. Recording Studio

27. Recreational Facility Indoor

28. Recreational Facility Outdoor

29. Retail – General

30. Retail Kiosk4

31. Retail – Neighborhood

32. Retail – Outdoor Storage

33. Retail – Service

34. Service Station

35. School – Commercial

36. Theater

37. Tobacco Retailer
Conditionally Permitted Uses:

1. Animal Hospital, Veterinarian
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2. Car Wash/Detailing (Zoning Administrator Approval)

3. Community Facility (Zoning Administrator Approval)

4. Nightclub

5. Repair Shop
Temporary Uses5:

1. Arts and Crafts Fair

2. Christmas Tree Sales Lot

3. Construction-Related Temporary Uses

4. Farmer’s Market

5. Festival/Street Fair

6. Office – Trailer Commercial

7. Pumpkin Sales Lot

8. Outdoor Event by an Established Business

9. Outdoor Sale Not Related to On-Site Established Business Notes:

1. A Zoning Clearance is required for those uses which are subject to a Zoning Clearance in the Zoning Ordinance.

2. Mobile Food Truck use shall comply with the following:
a. A Site Development Review Waiver approving the location of a food truck is required. Applications for multiple food trucks may be combined into one Site Development Review Waiver application. The application shall include a site plan demonstrating compliance with the following:

1. The location of a mobile food truck is limited to the parking area and shall not be located within a pedestrian plaza or public right-of-way.

2. The area used for all mobile food truck operations, including but not limited to customer queuing, trash, and dining, shall not impede the traffic visibility area at any driveway or intersection, emergency access, pedestrian and vehicular ingress or egress through the remainder of the parking, or the adjacent public right of way.

3. The area used for all mobile food truck operations, including but not limited to customer queuing, trash, and dining, shall not occupy more than 25 percent of the parking area.

4. If more than one mobile food truck is on the site at one time, they shall be located within the same vicinity, not more than 25 feet apart. b. In addition to the Site Development Review Waiver, the following operational standards apply:

1. Hours of operation are limited to 7:00 a.m. to 10:00 p.m. daily.

2. The mobile food truck must be stationary for a minimum of two (2) hours. No trolling allowed.

3. Provision of at least one trash receptacle, one recycling receptacle and one compost receptacle for use by patrons and in a convenient location that does not impede pedestrian or vehicular traffic.

4. Collection and removal of all litter and debris generated within a minimum 25- foot radius of the mobile food truck.
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5. No signs other than those exhibited on or in the mobile food truck.

6. Adequate lighting must be provided to ensure customer safety and shall be directed downwards and away from public streets and adjacent properties.

7. Maintenance of a valid business license from the City of Dublin.

8. Maintenance of a valid health permit from the Alameda County Department of Environmental Health.

3. Mobile Retail Cart. This includes small outdoor retail carts for the sale of any type of merchandise not constructed on a permanent foundation. The location is limited to the plaza areas. Up to a maximum of five mobile retail carts are permitted.

4. Retail Kiosk. This is a fixed structure constructed on a permanent foundation for the sale of any type of merchandise, including food and beverages. The location is limited to the plaza areas and subject to approval of a Site Development Review Waiver. Up to a maximum of five retail kiosks are permitted.

5. Subject to the Temporary Use Permit standards of the Zoning Ordinance.

2. Development Regulations.

Standard PA 1
Minimum Lot Area None
Minimum Lot Width/Frontage None
Minimum Lot Depth None
Maximum Building Height1 74 ft.

Maximum Floor Area Ratio 0.21
Maximum Building Area2, 3, 4 225,000 s.f.

Setbacks Pursuant to Dublin Municipal Code Chapter 8.36 Development Regulations unless otherwise noted
Minimum Setback
15 ft. at Dublin Blvd., Tassajara Rd. and Brannigan St. 15 ft. at I-580 Right-of-Way
5 ft. at Private Drives
Required Parking5 Per Dublin Municipal Code
Signage Pursuant to an approved Master Sign Program
Notes:

1. Protective netting (including support poles) for an outdoor golf facility may extend beyond the height limit up to a maximum height 190’.

2. Allows up to two hotels of a total of 75,000 square feet with a total maximum of 140 rooms.

3. Square footage for enclosed trash rooms or building electrical rooms shall not be counted toward the maximum building area.

4. Outdoor Mobile Vendors (i.e., retail kiosks and mobile retail carts) are not included in the maximum building area.

5. So long as they comply with the development standards in the notes above, no parking is required for mobile food trucks, mobile retail carts, retail kiosks, and undesignated outdoor seating located in common areas for informal seating and dining. 1472
Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 8 of 19 PLANNING AREA 2 (PA-2) including subareas PA-2a, PA-2b and PA-2c

1. Statement of Uses PA-2 (as defined by the Zoning Ordinance).

PA-2a Permitted Uses1:

1. Multi-Family Residential2

2. Accessory Structures and Uses

3. Home Occupations

4. Accessory Dwelling Units

5. Junior Accessory Dwelling Units

6. Community Facility

7. Community Care Facility/Small

8. Community Care Facility/ Large

9. Family Day Care Home (up to 14 children)
PA-2b Permitted Uses1:

1. Multi-Family Residential

2. Accessory Structures and Uses

3. Home Occupations

4. Accessory Dwelling Units

5. Junior Accessory Dwelling Units

6. Community Care Facility/Small

7. Family Day Care Home (up to 14 children)
PA-2a and 2b Conditional Uses:

1. Bed and Breakfast
PA-2a and 2b Temporary Uses:

1. Construction-Related Temporary Uses
PA-2c Permitted Uses1:

1. Multi-Family Residential3

2. Arcade, accessory use only

3. Banks and Financial Services

4. Billiard/Pool Hall, accessory use only

5. Copying and Blueprinting

6. Eating and Drinking Establishment

7. Eating and Drinking Establishment – Specialty

8. Eating and Drinking Establishment – Take Out

9. Massage Establishment

10. Mobile Retail Cart4

11. Office – Professional/Administrative

12. Outdoor Permanent Vendor

13. Outdoor Sale by Established On-site Business

14. Outdoor Seating

15. Personal Services
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16. Recording Studio

17. Recreational Facility/Indoor

18. Recreational Facility/Outdoor

19. Retail – General

20. Retail Kiosk5

21. Retail – Neighborhood

22. Retail – Service

23. Day Care Center (15+ persons)
PA-2c Conditionally Permitted Uses:

1. Animal Hospital, Veterinarian

2. Comedy Club
PA-2c Temporary Uses:

1. Arts and Crafts Fair

2. Christmas Tree Sales Lot

3. Construction-Related Temporary Uses.

4. Farmer’s Market

5. Festival/Street Fair

6. Office – Trailer Commercial

7. Outdoor Event by an Established Business

8. Outdoor Sale Not Related to On-Site Established Business

9. Outdoor Skating Rink

10. Pumpkin Sales Lot
PA-2c Prohibited Uses:

1. Building Materials Sales

2. Car Wash/Detailing

3. Health Services/Clinics

4. Hotel/Motel

5. Laboratory

6. Plant Nursery

7. Repair Shop

8. Retail – Outdoor Storage

9. Service Station

10. School – Commercial

11. Tobacco Retailer
Notes:

1. A Zoning Clearance is required for those uses which are subject to a Zoning Clearance by the Zoning Ordinance.

2. Multi-family residential limited to that developed by a non-profit entity and serves to meet affordable housing needs or the housing needs of an underserved economic segment of the community

3. Multi-family residential along Finnian Way is limited to above and/or behind ground floor commercial uses.
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4. Mobile Retail Cart. This includes small outdoor retail carts for the sale of any type of merchandise not constructed on a permanent foundation. The location is limited to the plaza areas. Up to a maximum of two mobile retail carts are permitted.

5. Retail Kiosk. This is a fixed structure constructed on a permanent foundation for the sale of any type of merchandise, including food and beverages. The location is limited to the plaza areas and subject to approval of a Site Development Review Waiver. Up to a maximum of two retail kiosks are permitted.

6. Subject to the Temporary Use Permit standards of the Zoning Ordinance.

2. Development Regulations: Planning Area 2a (PA-2a)
Standard PA-2a Public/Semi-Public
Minimum Lot Area None
Minimum Lot Width/Frontage None
Minimum Lot Depth None
Maximum Building Height 65 ft.
5 stories
Maximum Residential Units 100
Maximum Density 50 du/ac
Setbacks Pursuant to Dublin Municipal Code Chapter 8.36 Development Regulations unless otherwise noted
Minimum Setbacks
10 ft. at Tassajara Road,
20 ft. at Dublin Boulevard
4 ft. at Private Drives and alleys
Common Usable Open Space 200 sf/unit
Required Parking3 Per Dublin Municipal Code Chapter 8.76 Off-Street Parking and Loading Regulations

3. Development Regulations: Planning Area 2b (PA-2b)
Standard PA-2b Medium High Density Residential
Minimum Lot Area None
Minimum Lot Width/Frontage None
Minimum Lot Depth None
Maximum Building Height 50 ft.
4 stories
Maximum Residential Units 290
Maximum Density 16.29 du/ac
Minimum Street Setbacks
20 ft. at Tassajara Road,
10 ft. at Central Parkway
10 ft. at Brannigan Street
20 ft. at Dublin Boulevard
Minimum Setbacks1
Front Living Area 10 ft. from back of curb
20 ft. building to building
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Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 11 of 19 Porch/Deck 5 ft. from back of curb
10 ft. building to building
Encroachments 2 2 ft. max into required setback
Side
Corner Lot – Living
Area 3 ft. to back of curb
Corner Lot -
Porch/Deck 3 ft. to back of curb
Encroachments 2 2 ft. max into required setback
Rear
Building to Drive
Aisle
4 ft. first floor from back of curb
2 ft. upper floors from back of curb
Garage Door 4.5 ft. from back of curb
Encroachments 2 2 ft. max into required setback
Minimum Building Separation
Garage Door to Garage Door3 29 ft.

Building to Building (sides) 10 ft.

Encroachments 2 2 ft. max into required setback
Required Parking Per Dublin Municipal Code Chapter 8.76 OffStreet Parking and Loading Regulations Notes:

1. Setbacks are measured from property line unless otherwise noted.

2. Encroachments may include window bays, chimneys, and other architectural projections.

3. Measurement is for garage doors which are across street/drive aisle from each other.

4. Development Regulations: Planning Area 2c (PA-2c)
Standard PA 2c – Commercial
Minimum Lot Area None
Minimum Lot Width/Frontage None
Minimum Lot Depth None
Maximum Building Height 55 ft.

Maximum Floor Area Ratio1 0.38
Maximum Building Area2, 3, 4, 5 40,000 sf of commercial uses 80,000 sf of residential uses
Maximum Residential Units 40
Setbacks Pursuant to Dublin Municipal Code Chapter 8.36 Development Regulations unless otherwise noted
Minimum Street Setbacks
10 ft. at Tassajara Road
0 ft. at Finnian Way
5 ft. corner street side
Rear
Building to
Drive Aisle
4 ft. first floor from back of curb
2 ft. upper floors from back of curb
Garage Door 4.5 ft. from back of curb
Private Street
Encroachments 2 ft. max into required setback
Required Parking6 Per Dublin Municipal Code Chapter 8.76 Off-Street 1476
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Minimum Parking Setback 10 ft. from property line along public streets 10 ft. from property line along main entry road
Notes:

1. Floor area ratio includes commercial and residential square footage.

2. 80,000 sf of residential excludes parking garage.

3. Square footage for enclosed trash rooms or building electrical rooms shall not be counted toward the maximum building area.
4 Outdoor Mobile Vendors (i.e., retail kiosks and mobile retail carts) are not included in the maximum building area.
5 Minimum commercial space for each shophouse unit is 350 square feet. 6 No parking is required for Outdoor Mobile Vendors, and undesignated outdoor seating located in common areas for informal seating and dining.

PLANNING AREA 3 AND PLANNING AREA 4 (PA-3A and PA-4) including subareas PA-3a and PA-3b

1. Statement of Uses (as defined by the Zoning Ordinance).

Permitted Uses1:

1. Multi-Family Residential (PA-3a only)

2. Single-Family Residential (PA-3b & PA-4 only)

3. Accessory Structures and Uses

4. Home Occupations

5. Accessory Dwelling Units

6. Junior Accessory Dwelling Units

7. Community Facility

8. Community Care Facility/Small

9. Family Day Care Home (up to 14 children)
Conditionally Permitted Uses:

1. Bed and Breakfast Inn
Temporary Uses2:

1. Construction-Related Temporary Uses

2. Tract and Sales Office/Model Home Complex
Notes:

1. A Zoning Clearance is required for those uses which are subject to a Zoning Clearance by the Zoning Ordinance.

2. Subject to the Temporary Use Permit standards of the Zoning Ordinance.

2. Development Regulations: Planning Area 3a (PA-3a)
Standard PA-3a Medium High Density
Residential
Minimum Lot Area None
1477
Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 13 of 19 Minimum Lot Width/Frontage None
Minimum Lot Depth None
Maximum Building Height 50 ft.
4 stories
Maximum Residential Units 290
Maximum Density 16.29 du/ac
Minimum Street Setbacks
20 ft. at Tassajara Road,
10 ft. at Central Parkway
10 ft. at Brannigan Street
20 ft. at Dublin Boulevard
Minimum Setbacks1
Front
Living Area 10 ft. from back of curb
20 ft. building to building
Porch/Deck 5 ft. from back of curb
10 ft. building to building
Encroachments 2 2 ft. max into required setback
Side
Corner Lot – Living Area 5 ft. to back of curb
Corner Lot - Porch/Deck 3 ft. to back of curb
Encroachments 2 2 ft. max into required setback
Rear
Building to Drive Aisle 4 ft. first floor from back of curb 2 ft. upper floors from back of curb
Garage Door 4.5 ft. from back of curb
Encroachments 2 2 ft. max into required setback
Minimum Building Separation
Garage Door to Garage Door3 29 ft.

Building to Building (sides) 10 ft.

Encroachments 2 2 ft. max into required setback
Required Parking
Per Dublin Municipal Code Chapter

8.76 Off-Street Parking and Loading
Regulations
Notes:

1. Setbacks are measured from property line

2. Encroachments may include window bays, chimneys, and other architectural projections.

3. Measurement is for garage doors which are across street/drive aisle from each other.

3. Development Regulations: Planning Area 3b and 4 (PA-3b and PA-4) Standard PA-3b and PA-4
Medium-Density Residential
Minimum Lot Area 1,600 sf
Minimum Lot Width 30 ft.

Minimum Lot Depth 40 ft.

Maximum Building Height
Primary Residence 45 ft.
3 stories
ADU/Garage 27 ft.
2 stories
Maximum Residential Units 150
Maximum Density 8.8 du/ac
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Front
Living Area 8 ft. to back of curb
Porch/Deck 5 ft. from back of curb
Garage Door 3 ft. from back of curb
Encroachments 2 2 ft. max into required setback
Side3
Interior
3 ft. for main residence
10 ft. on one side/0 ft. on other side for
detached garage/ADU
Corner 4 ft.

Encroachments2 2 ft. max into required setback
Rear
Living Area 4 ft. from back of curb
ADU/Garage
4 ft. first floor from back of curb
2 ft. upper floors from back of curb

4.5 ft. from back of curb (garage door)
Encroachments 2 2 ft. max into required setback
Usable Private Yard Space 200 sf min. for primary residence 10 ft. min dimension
Required Parking
Per Dublin Municipal Code Chapter

8.76 Off-Street Parking and Loading
Regulations
Notes:

1. Setbacks are measured from property line.

2. Encroachments may include window bays, chimneys, and other architectural projections.

3. Zero lot line configuration are permitted provided a minimum building separation of an aggregate 6 feet is provided. Articulated lot lines and Reciprocal Use Easements are allowed.

PLANNING AREAS - ALL

1. Phasing Plan. The Project will be constructed in phases and ultimately subject to market conditions. Notwithstanding, the following conditions on Project phasing shall apply:
a. Phase 1 will consist of site preparation and mass grading of the entire Project site. b. Phase 2 is comprised of the horizontal development (e.g., construction of streets, utilities, etc.) and vertical construction of the Project, which will happen in sub-phases across all of the Project’s Planning Areas. However, to ensure that the residential portions of the Project do not wholly develop in advance of the retail/commercial portions, the following restrictions are imposed on the issuance of permits:

No building permits shall be issued for a for-sale, market rate residential unit on any portion of the Project site until improvement plans have been approved, bonds posted, and a building permit has been issued for construction of a non-residential building within the Finnian Way Commercial area in Planning Area 2c.

2. General Plan and Eastern Dublin Specific Plan Consistency. The Project is consistent with the General Plan and Eastern Dublin Specific Plan, as amended by the Project. The land use designations for the Project site are General Commercial for PA-1 and PA-2c, Public/Semi-Public for PA-2a, Medium-High Density Residential for PA-2b and PA-3a, and Medium Density Residential for PA-3b and PA-4. The development permitted by the PD 1479
Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 15 of 19 zoning for each PA is consistent with that PA’s land use designation. The Project also includes a Park/Public Recreation land use designation within PA-2 and PA-3.

3. Inclusionary Zoning Regulations. The Project shall comply with the Inclusionary Zoning Regulations (Chapter 8.68) for the provision of affordable housing as a residential development of 20 units or more.

4. Aerial Photo.

5. Site Plan. The following Stage 1 and Stage 2 Site Plan is conceptual. Final site design shall be determined by the Site Development Review Permit, including, but not limited to, the placement of the Public/Semi-Public affordable housing project.

6. Architectural Standards. The architecture of the development is characterized by clean, modern lines, using natural materials and a neutral color palette. Buildings are designed and situated to create a blend of formal and casual spaces across the site. The Project’s materials, landscapes and architecture work together to create welcoming neighborhoods and public gathering spaces.

The architectural design shall reflect the following standards:
 Employ high quality materials to provide visual interest in the Project and to complement its surroundings.
 Use diversity of textures in the building finishes providing a varied and interesting base form for the buildings.
 Incorporate features such as different wall planes, heights, wall textures, roof 1480
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 Architectural details shall extend around all sides of building, including rear elevations when visible to perimeter public streets.

Planning Area 1 (PA-1) is characterized by larger building footprints and is organized into a modified urban street grid, geared towards regional visitors. It is anticipated to contain a hotel, community room, and various retail typologies. PA-1 contains the Tassajara Place Entertainment District, which is located at the intersection of Dublin Boulevard and Tassajara Road, and an indoor/outdoor recreation facility (e.g., Top Golf) located on the southern half of the parcel.

Planning Area 2 (PA-2c) is characterized by a mix of building footprint sizes and a series of interconnected pedestrian-friendly public spaces. These include a linear park (Grand Paseo) leading to a primary gathering space (Finnian Square and Finnian Way retail street), which connects small shops, boutiques, and restaurants to Waterford Shops to the west, and to the new high school to the east. The linear park (Grand Paseo) then extends south of Finnian Square to Dublin Boulevard to a bus stop.

Planning Area 3 (PA-3) is characterized by the north extension of the Grand Paseo, preserving the view corridor to Mount Diablo, as well as enhanced sidewalks along Central Avenue connecting the paseo to Emerald Glen Park. PA-3 is also characterized by the Aviano Way extension, creating a bike and pedestrian friendly corridor to Piazza Sorrento and Kolb Elementary School beyond.

Residential (PA-2, 3 and 4)
The goal of the architecture in the residential areas is to complement that of the commercial areas and provide design continuity within the Project as a whole. The objective is to allow flexibility within each neighborhood while maintaining a cohesive design theme throughout the Project. The architecture design shall employ a variety of colors and high-quality materials.

Commercial (PA-1 and PA-2c)
The goal of the architecture in the commercial areas is promote distinct storefronts. The objective is to allow the maximum expression of a store’s individual personality and character while maintaining a cohesive design theme throughout the Project. The architecture design shall employ a variety of colors and high-quality materials so that the buildings make a statement on their own.

7. Preliminary Landscape Plan.
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Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 17 of 19 The conceptual landscape design of the Project shall reflect the following standards. The landscape design shall:
 Create a linear park-like environment that is accessible to the public linking Gleason Drive all the way to Dublin Boulevard, leading bikes and pedestrians to Finnian Square retail district, and preserving views of Mount Diablo.
 Create a regional retail and entertainment destination at the richly landscaped Tassajara Place Entertainment District on PA-1. The plaza will be designed for customer experience, children’s play and extended stay times.  Provide interpretive and educational components to enrich visitor’s experience on the site.
 Treat the site’s storm water in a set of basins throughout the site that are linked to the site’s water infrastructure, or for areas where regional treatment was previously approved, treat the site’s stormwater in a regional stormwater treatment basin.  Create a visual buffer and soften the edge between the public realm and the site.  Utilize plants that provide a year-round vegetated landscape with seasonality, color, and interest for an attractive visual environment.
 Incorporate landscape design intended to screen large, gathered parking areas within PA-1 to reduce the visual impact of such parking from Interstate 580 and Tassajara Road while maintaining visibility to the buildings and businesses.

Finnian Square Landscape Design Criteria
The landscape of Finnian Square shall focus on quality, and intimate gathering spaces.

Outdoor seating for restaurants is key and shall be integral to the overall design of the square. The square shall provide a number of different seating options. The placement of shrubs, built-in seating, and planters shall be low so as not to obstruct sight-lines to retail spaces and activity in the plaza. Trees shall be placed to compliment seating areas and provide shade. In the square itself, trees shall represent a variety of species with varied characteristics for visual interest. Landscaping should be used to provide some buffer to vehicular traffic on Finnian Way, but not obstruct circulation into the square. In dedicated seating areas, special pavers or other materials shall be used to create an enhanced environment encouraging longer stay times. Flexible seating can be used to provide greater choice (hard, soft, short, tall, reclining, etc.) accommodating different user needs and preferences. A small, low, water feature will provide acoustic and visual calming.

Tassajara Place Entertainment District Landscape Design Criteria The landscaped plaza will be richly detailed, and programmed for different activities such as live music, fitness, social gaming such as bocce ball, and experiential diversity. Trees and plants will be designed to create greater outdoor comfort with color, texture and 1482
Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 18 of 19 shade. The central plaza at Tassajara Place will provide a variety of tree species introducing variation in texture, size and color. Shade and ornamental trees will populate the central plaza and will be carefully positioned to maintain view corridors to shops and signage. Shrubs and other plantings will be a combination of decorative floral and low water use native species where appropriate. It is important that the hard-scape design at Tassajara Place is not utilitarian. The focus of the materials should reflect a high level of craft and material richness. Careful and strategic use of high-quality materials such as brick pavers, stone, and hardwood will elevate customer experience over nearby competing centers. Part of the plaza will accommodate live music, with sound and electricity provided. Accommodations for seasonal decorations will also be provided.

The Grand Paseo Concept
The Grand Paseo ties together the SCS Dublin site from Dublin Boulevard all the way to Gleason Drive. Along the paseo it varies in size and experience to provide users a dynamic environment with much to offer. From south to north, the paseo widens towards views of Mount Diablo. From north to south, the paseo narrows coinciding with Finnian Square bring the energy of the retail shops and the recreational promenade together. A generous multi-use path, with distinctive paving shall run the full length of the Grand Paseo from Gleason Drive to Dublin Boulevard. The paving on the multi-use path should clearly delineate bike and pedestrian lanes.

The Grand Paseo should embrace bio-diversity in tree and shrub plantings and low water/drought tolerant plantings. Shade trees should be placed strategically in areas with longer stay times and regular pedestrian and bike circulation. A distinctive signature tree species should accentuate the paseo. Community gardens, if included, should be located close to Central Parkway, convenient to Emerald Glen Park. The final design of the Grand Paseo is subject to the City’s park planning and community input process.

8. Applicable Requirements of the Dublin Zoning Ordinance. Except as specifically provided in this Stage 1 and Stage 2 Development Plan, the use, development, improvement, and maintenance of the property shall be subject to the regulations of the closest comparable zoning district as determined by the Community Development Director and the Dublin Zoning Ordinance.

9. Statement of Compatibility with Stage 1 Development Plan. The Stage 2 portion of this Development Plan is consistent with the Stage 1 portion of this Development Plan.

SECTION 5. SEVERABILITY
The provisions of this Ordinance are severable and if any provision, clause, sentence, word or part thereof is held illegal, invalid, unconstitutional, or inapplicable to any person or circumstances, such illegality, invalidity, unconstitutionality, or inapplicability shall not affect or impair any of the remaining provisions, clauses, sentences, sections, words or parts thereof of the ordinance or their applicability to other persons or circumstances.

SECTION 6. POSTING OF ORDINANCE
The City Clerk of the City of Dublin shall cause this Ordinance to be posted in at least three (3) public spaces in the City of Dublin in accordance with Section 36933 of the Government Code of 1483
Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 19 of 19 the State of California.

SECTION 7. EFFECTIVE DATE
This Ordinance shall take effect thirty (30) days following its adoption.

PASSED AND ADOPTED BY the City Council of the City of Dublin, on this ___ day of _______, by the following votes:

AYES:

NOES:

ABSENT:

ABSTAIN:
_____________________________
Mayor
ATTEST:
_____________________________
City Clerk
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Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 1 of 3
Attachment 10
ORDINANCE NO. xx - 22

AN ORDINANCE OF THE CITY COUNCIL

OF THE CITY OF DUBLIN

APPROVING A DEVELOPMENT AGREEMENT BETWEEN THE CITY OF DUBLIN AND SCS

DEVELOPMENT COMPANY RELATED TO THE SCS DUBLIN PROJECT
(PLPA-2022-00005)
(APNs 985-0051-004, 985-0051-005, 985-0051-006, 985-0052-024, and 985-0052-025) The Dublin City Council does ordain as follows:

SECTION 1. RECITALS
A. A request has been made by SCS Development Company to enter into a Development Agreement with the City of Dublin for the property known as the SCS Dublin Project site, which includes properties identified by Assessor Parcel Numbers 985-0051-004, 985- 0051-005, 985-0051-006, 985-0052-024, and 985-0052-025, an approximately 76.2-acre site.

B. The Property Owner, SCS Development Company, is requesting a Planned Development Rezoning with Stage 1 and Stage 2 Development Plans. The proposed Project includes up to 550 market rate residential units and up to 100 affordable units, up to 265,000 square feet of retail commercial development, and related infrastructure and landscape improvements.

Requested land use approvals include a General Plan Amendment and Eastern Dublin Specific Plan Amendment, a Planned Development Rezoning with Stage 1 and Stage 2 Development Plans, and a Development Agreement, among other related actions. These planning and implementing actions are collectively known as the “SCS Dublin Project” or the “Project.”
C. The Project site is approximately 76.2 acres generally bounded by Tassajara Road, Gleason Drive, Brannigan Street and I-580 (APNs 985-0051-004, 985-0051-005, 985-0051-006, 985- 0052-024, and 985-0052-025).

D. The project is the subject of an Environmental Impact Report (EIR), State Clearinghouse No. 2022040022. The activities under the Development Agreement do not result in any impacts beyond what was previously analyzed in the EIR.

E. The proposed Development Agreement is attached to this Resolution as Exhibit A.

F. The Planning Commission held a public hearing on the proposed Development Agreement on October 25, 2022, for which public notice was given by law.

G. The Planning Commission recommended that the City Council approve the SCS Dublin Project including the Development Agreement by Resolution No. 22-13.

H. A public hearing on the proposed Development Agreement was held before the City Council on November 15, 2022 for which public notice was given as provided by law. 1485
Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 2 of 3
I. The City Council has considered the recommendation of the Planning Commission, including the Planning Commission’s reasons for its recommendation, the Agenda Statement, all comments received in writing, and all testimony received at the public hearing.

SECTION 2: FINDINGS AND DETERMINATIONS
Therefore, on the basis of: (a) the foregoing Recitals which are incorporated herein, (b) the City of Dublin General Plan; (c) the Eastern Dublin Specific Plan, (d) the SCS Dublin Project EIR; (e) the Staff Report; (f) information in the entire record of proceeding for the Project, and on the basis of the specific conclusions set forth below, the City Council finds and determines that:

A. The Development Agreement is consistent with the objectives, policies, general land uses and programs specified and contained in the City’s General Plan, and in the Eastern Dublin Specific Plan in that: (a) the Development Agreement incorporates the objectives policies, general land uses and programs in the General Plan and Specific Plan and does not amend or modify them; and (b) the Project is consistent with the fiscal policies of the General Plan and Specific Plan with respect to the provision of infrastructure and public services.

B. The Development Agreement is compatible with the uses authorized in, and the regulations prescribed for, the land use districts in which the real property is located because the Development Agreement does not amend the uses or regulations in the applicable land use district.

C. The Development Agreement is in conformity with public convenience, general welfare, and good land use policies in that the Developer’s Project will implement land use guidelines set forth in the Eastern Dublin Specific Plan and the General Plan as articulated in Resolution No. xx-22, amending the General Plan and the Eastern Dublin Specific Plan, adopted by the City Council on November 15, 2022.

D. The Development Agreement will not be detrimental to the health, safety, and general welfare in that the Developer’s proposed Project will proceed in accordance with all the programs and policies of the General Plan, Eastern Dublin Specific Plan, and future Project Approvals and any Conditions of Approval.

E. The Development Agreement will not adversely affect the orderly development of property or the preservation of property values in that the project will be consistent with the General Plan, the Eastern Dublin Specific Plan, and future project approvals.

F. The Development Agreement specifies the duration of the agreement, the permitted uses of the property, and the obligations of the Applicant. The Development Agreement contains an indemnity and insurance clause requiring the developer to indemnify and hold the City harmless against claims arising out of the development process, including all legal fees and costs.

SECTION 3. APPROVAL
The City Council hereby approves the Development Agreement (Exhibit A to the Ordinance) and authorizes the City Manager to execute it.
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Ord. No. XX-22, Item X.X, Adopted XX/XX/22 Page 3 of 3
SECTION 4. RECORDATION
Within ten (10) days after the Development Agreement is fully executed by all parties, the City Clerk shall submit the Agreement to the County Recorder for recordation.

SECTION 5. EFFECTIVE DATE AND POSTING OF ORDINANCE
This Ordinance shall take effect and be in force thirty (30) days from and after the date of its passage. The City Clerk of the City of Dublin shall cause the Ordinance to be posted in at least three (3) public places in the City of Dublin in accordance with Section 36933 of the Government Code of the State of California.

PASSED AND ADOPTED BY the City Council of the City of Dublin, on this ___ day of ______, 2022 by the following votes:

AYES:

NOES:

ABSENT:

ABSTAIN:
_____________________________________
Mayor
ATTEST:
________________________________
City Clerk
1487
RECORDING REQUESTED BY:

CITY OF DUBLIN
WHEN RECORDED MAIL TO:

City Clerk
City of Dublin
100 Civic Plaza
Dublin, CA 94568
Fee Waived per GC 27383
Space above this line for Recorderʼs use

DEVELOPMENT AGREEMENT

FOR THE SCS DUBLIN PROJECT
Attachment 11
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THIS DEVELOPMENT AGREEMENT (this “Agreement” or this
“Development Agreement”) is made and entered into for reference purposes on this day of , 2022, by and between the City of Dublin, a Municipal Corporation (hereafter “City”) and AWARD HOMES, INC., a California corporation (“Award”), SCS DEVELOPMENT COMPANY, a California corporation (“SCS Development”), and SANTA CLARA VALLEY HOUSING GROUP, INC., a California corporation (“SCV Housing”) (Award, SCS Development, and SCV Housing are collectively referred to herein as “Developer”) pursuant to the authority of §§ 65864 et seq. of the California Government Code and Dublin Municipal Code, Chapter 8.56. City and Developer are, from time-to-time, individually referred to in this Agreement as a “Party,” and are collectively referred to as “Parties.”

RECITALS
A. California Government Code §§ 65864 et seq. (“Development Agreement Statute”) and Chapter 8.56 of the Dublin Municipal Code (hereafter “Chapter 8.56”) authorize the City to enter into a Development Agreement for the development of real property with any person having a legal or equitable interest in such property in order to establish certain development rights in such property.

B. Developer owns certain real property (the “Property”) consisting of approximately 76.9 acres of land, as more particularly described in Exhibit A, Legal Description of Property, attached hereto and incorporated herein by reference.

C. Developer has applied for, and City has approved, various land use approvals in connection with a project consisting of up to 550 market rate residential units, up to 100 affordable units, and up to 265,000 square feet of retail commercial development (the “Project”), including, without limitation, a General Plan and Eastern Dublin Specific Plan Amendment for the SCS Dublin Project (Resolution No. ____ adopted on _____, 2022) and a Stage 1 and Stage 2 Planned Development Rezoning and Development Plan for the SCS Dublin Project (Ord. No. __-22 adopted by the City Council on ______, 2022) (the “PD”), and this Agreement (approved by the DA Approving Ordinance (defined below)) (collectively the “Project Approvals”).

D. Development of the Project will require additional approvals from the City, including but not limited to a subdivision map or maps and Site 1489
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Development Review approval or approvals (the “Subsequent Project Approvals”).

E. City desires the timely, efficient, orderly and proper development of the Project.

F. City and Developer have reached agreement and desire to express herein a Development Agreement that will facilitate development of the Project subject to conditions set forth herein.

G. City has undertaken, pursuant to the California Environmental Quality Act (Public Resources Code Section 21000 et seq., hereinafter “CEQA”), the required analysis of the environmental effects that would be caused by the Project and has determined those feasible mitigation measures which will eliminate, or reduce to an acceptable level, the adverse environmental impacts of the Project. The environmental effects of the proposed development of the Property were analyzed by the Final Environmental Impact Report and certified by the City Council on ______________, 2022. City has also adopted a mitigation monitoring and reporting program to ensure that those mitigation measures incorporated as part of, or imposed on, the Project are enforced and completed.

Those mitigation measures for which Developer is responsible are incorporated into, and required by, the Project Approvals. City also has adopted findings of fact and statements of overriding considerations for those adverse environmental impacts of the Project that may not or cannot be mitigated to a less than significant level.

H. City has given the required notice of its intention to adopt this Development Agreement and has conducted public hearings thereon pursuant to Government Code Section 65867 and Chapter 8.56. As required by Government Code Section 65867.5, City has found that the provisions of this Development Agreement and its purposes are consistent with the goals, policies, standards and land use designations specified in Cityʼs General Plan.

I. On __, the City of Dublin Planning Commission, the initial hearing body for purposes of development agreement review, recommended approval of this Development Agreement pursuant to Resolution No. ___.

J. On , 2022, the City Council of the City of Dublin adopted Ordinance No. ___ approving this Development Agreement (the “DA Approving Ordinance”). The DA Approving Ordinance took effect on , 2022. 1490
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NOW, THEREFORE, with reference to the foregoing recitals and in consideration of the mutual promises, obligations and covenants herein contained, City and Developer agree as follows:

AGREEMENT

1. Description of Property. The Property that is the subject of this Agreement is described in Exhibit A. Upon the Cityʼs vacation of the Northside Drive PA1 Property (as defined in Section 8.1 herein) pursuant to Section 8.1, the Northside Drive PA1 Property automatically shall become part of the Property and City and Developer shall execute and record a Clarification (as defined in Section 9.4) of this Agreement in accordance with Section 9.4 to amend the legal description of the Property attached hereto as Exhibit A to add such Northside Drive PA1 Property.

2. Interest of Developer. Developer has a legal interest in the Property in that it is the owner of the Property.

3. Relationship of City and Developer. It is understood that this Agreement is a contract that has been negotiated and voluntarily entered into by the City and Developer and that neither City nor Developer is an agent of the other. The City and Developer hereby renounce the existence of any form of joint venture or partnership between them, and agree that nothing contained herein or in any document executed in connection herewith shall be construed as making the City and Developer joint venturers or partners.

4. Effective Date and Term

4.1 Effective Date. The effective date of this Agreement (“Effective Date”) is the date upon which the DA Approving Ordinance takes effect.

4.2 Term. The term of this Agreement shall commence on the Effective Date and shall continue for five years thereafter, unless said term is otherwise extended or terminated as provided in this Agreement (as so extended or terminated, the “Term”). In the event that any third-party lawsuit is filed challenging the Cityʼs issuance of the Project Approvals or its compliance with CEQA, the Term of this Agreement shall be automatically extended for a duration equal to the time from the filing of such lawsuit to the entry of a final order dismissing or otherwise finally terminating such lawsuit, which duration shall include any appeals (“Litigation Extension”). If required by one of the parties, the other party shall enter into a Clarification pursuant to Section 9.4 below memorializing the length of such Litigation Extension. This Agreement 1491
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shall terminate with respect to any for sale residential lot and such lot shall be released and no longer subject to this Agreement, without the execution or recordation of any further document, when a certificate of occupancy has been issued for the building(s) on such lot.

4.3 Optional Extension. Prior to the expiration of the Term of this Development Agreement, as provided in Section 4.2, Developer may extend the Term of the Development Agreement. To do so, Developer shall give City written notice at least 90 days prior to the termination date of the Development Agreement. At the time Developer provides such notice, Developer shall make a payment to City in the amount of $250,000 (adjusted for inflation from the Effective Date using the CPI-U, San Francisco-Oakland-San Jose Area) for each year of extension requested under this provision. Upon receipt of the notice and the contribution, the City Manager shall approve the extension and shall notify the Developer in writing that the Term of the Development Agreement has been automatically extended for an additional time period equal to the time period requested by Developer under this provision, commencing on the date the Development Agreement would otherwise have terminated; provided Developer may exercise its option to extend the Development Agreement no more than five times, for a maximum total Term of the Development Agreement of ten years (plus any extensions pursuant to Sections 4.2 or 4.3 hereof). Provided there is an extension period remaining, Developer may request the extension for multiple years and provide the payment due for each yearʼs extension. Each extension shall apply to the entire Property upon payment of one $250,000 (as adjusted in accordance with this Section 4.3) per year extension payment, even if the Property is owned by multiple Developers at that time.

4.4 Term of Project Approvals. The term of any Subsequent Project Approvals (as defined in Recital D) for the Property or any portion thereof, specifically including, without limitation, subdivision map or maps and Site Development Review approval or approvals, shall be extended automatically for the Term of this Agreement.

4.4.1 Termination of Agreement. In the event that this
Agreement is terminated prior to the expiration of the Term, the term of any Project Approval and the vesting period for any final subdivision map approved as a Project Approval shall be the term of the approval but for this Section 4.4. 1492
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5. Vested Rights/Use of the Property/Applicable Law/Processing

5.1 Right to Develop. Developer shall have the vested right to develop the Project on the Property in accordance with the terms and conditions of (i) this Agreement, the Project Approvals (as and when issued), and any amendments to any of them as shall, from time to time, be approved pursuant to this Agreement, and (ii) the Cityʼs ordinances, codes, resolutions, rules, regulations and official policies governing the development, construction, subdivision, occupancy and use of the Project and the Property including, without limitation, the General Plan, the Dublin Municipal Code, and the Specific Plan, the permitted uses of the Property, density and intensity of use of the Property and the maximum height, bulk and size of proposed buildings, and the provisions for reservation or dedication of land for public purposes that are in force and effect on the Effective Date of this Agreement (collectively, “Applicable Law”). In exercising its discretion when acting upon Subsequent Project Approvals, City shall apply the Applicable Law as the controlling body of law (within which Applicable Law such discretion shall be exercised). Upon approval by the City, and provided that the specific Subsequent Project Approvals are consistent with the Project Approvals, the subsequently approved tentative map or maps and Site Development Review approval or approvals for the Project shall become a Project Approval and shall become part of the law Developer is vested into under this Agreement without the need to amend this Agreement. Notwithstanding the foregoing or anything to the contrary herein, any amendment to the Project Approvals shall not become part of the law Developer is vested into under this Agreement unless an additional amendment of this Agreement is entered into between Developer and City in accordance with this Agreement. In the event that such amendments to the Project Approvals are sought for any distinct portion of the Property or Project, such amendments shall not require amendment of this Agreement with respect to any other portion of the Property or Project, except to the extent set forth in such amendment.

5.2 Fees, Exactions, Dedications. The City shall not apply to the Project any development impact fee or any application, processing or inspection fee (collectively, “Fees”) that the City first enacts after the Effective Date. Except as otherwise set forth in this Agreement, City and Developer agree that this Agreement does not limit the Cityʼs discretion to impose or require (a) payment of any fees in connection with the issuance of any Subsequent Project Approvals as necessary for purposes of mitigating environmental and other impacts of the Project, (b) dedication of any land, or (c) construction of any public improvement or facilities (collectively “Exactions”). Except as specifically 1493
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provided herein, nothing in this Agreement shall limit the Cityʼs ability to impose existing development impact Fees at rates that are increased beyond the amounts in effect on the Effective Date or limit Developerʼs ability to challenge any such increases under state or local law.

5.3 Construction Codes. Notwithstanding the provisions of Section 5.1 above, to the extent Applicable Law includes requirements under the state or locally adopted building, plumbing, mechanical, electrical and fire codes (collectively the “Codes”), the Codes included shall be those in force and effect at the time Developer submits its application for the relevant building, grading, or other construction permits to City. In the event of a conflict between such Codes and the Project Approvals, the Project Approvals shall, to the maximum extent allowed by law, prevail. For construction of public infrastructure, the Codes applicable to such construction shall be those in force and effect at the time of execution of an improvement agreement between City and Developer pursuant to Chapter 9.16 of the Dublin Municipal Code.

5.4 New Rules and Regulations. During the Term of this
Agreement, the City may apply new or modified ordinances, resolutions, rules, regulations and official policies of the City to the Property which were not in force and effect on the Effective Date only to the extent they are not in conflict with the vested rights granted by the Applicable Law, the Project Approvals or this Agreement. In addition to any other conflicts that may occur, each of the following new or modified ordinances, resolutions, rules, regulations or official policies shall be considered a per se conflict with the Applicable Law:

5.4.1 Any application or requirement of such new or
modified ordinances, resolutions, rules, regulations or official policies that would (i) cause or impose a substantial financial burden on, or materially delay development of the Property as otherwise contemplated by this Agreement or the Project Approvals, (ii) frustrate in a more than insignificant way the intent or purpose of the Project Approvals or preclude compliance therewith including, without limitation, by preventing or imposing limits or controls in the rate, timing, phasing or sequencing of development of the Project; (iii) prevent or limit the processing or procuring of Subsequent Project Approvals; or (iv) reduce the density or intensity of use of the Property as a whole, or otherwise requiring any reduction in the square footage of, or total number of, proposed buildings, structures and other improvements, in a manner that is inconsistent with or more restrictive than the limitations included in this Agreement and the Project Approvals; and/or
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5.4.2 If any of such ordinances, resolutions, rules,
regulations or official policies do not have general (City-wide) applicability.

5.5 Moratorium Not Applicable. Notwithstanding anything to the contrary contained herein, if a City ordinance, resolution, policy, directive, or other measure is enacted or becomes effective, whether by action of the City or by initiative, and if it imposes a building moratorium which affects all or any part of the Project, City agrees that such ordinance, resolution or other measure shall not apply to the Project, the Property, this Agreement, or the Project Approvals unless the building moratorium is imposed as part of a declaration of a local emergency or state of emergency as defined in Government Code section 8558, provided that to the extent a moratorium applies to all or any part of the Project then the Term shall automatically be extended for a period of time equal to the period of the moratorium.

5.6 Revised Application Fees. Notwithstanding section 5.2, any existing application, processing, and inspection fees that are revised during the Term of this Agreement shall apply to the Project provided that (1) such fees have general applicability and are consistent with State law limitations that processing fees not exceed the estimated reasonable cost of providing the service for which they are charged; (2) the application of such fees to the Property is prospective; and (3) the application of such fees would not prevent, impose a substantial financial burden on, or materially delay development in accordance with this Agreement. By so agreeing, Developer does not waive its rights to challenge the legality of any such application, processing and/or inspection fees.

5.7 New Taxes. This Agreement shall not prohibit the application of any subsequently enacted city-wide taxes to the Project provided that (1) the application of such taxes to the Property is prospective, and (2) the application of such taxes would not prevent development in accordance with this Agreement.

By so agreeing, Developer does not waive its rights to challenge the legality of any such taxes, facially or as applied to its Project or Property, or to claim exemption from any taxes to the extent allowed by law.

5.8 Development of the Project; Phasing, Timing. Since the California Supreme Court held in Pardee Construction Co. v. City of Camarillo (1984) 37 Cal. 3d 465 that the failure of the parties therein to provide for the timing of development resulted in a later adopted initiative restricting the timing of development to prevail over such partiesʼ agreement, it is the Partiesʼ intent to cure that deficiency by acknowledging and providing that this Agreement 1495
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contains no requirements that Developer must initiate or complete any action, including without limitation, development of the Project within any period of time set by City. Nothing in this Agreement is intended to create nor shall it be construed to create any affirmative development obligations to develop the Project, or liability in Developer under this Agreement if the development fails to occur. It is the intention of this provision that Developer be able to develop the Property in accordance with its own time schedules and the Project Approvals.

5.9 Project Phasing. The Property will develop in phases and ultimately will be subject to market conditions. Notwithstanding anything to the contrary in this Agreement, Developer agrees to the following conditions on phasing shall apply:

5.9.1 Phase 1 will consist of site preparation and mass grading of the entire Project site.

5.9.2 Phase 2 is comprised of the horizontal development (e.g., construction of streets, utilities, etc.) and vertical construction of the Project, which will happen in sub-phases across all of the Projectʼs Planning Areas. However, to ensure that the residential portions of the Project do not wholly develop in advance of the retail/commercial portions, the following restrictions are imposed on the issuance of permits: No building permits shall be issued for a for-sale, market rate residential unit on any portion of the Project site until improvement plans have been approved, bonds posted, and a building permit has been issued for construction of a non-residential building within the Finnian Way Commercial area in Planning Area 2c (as defined, described, and depicted in the PD).

5.10 Processing. Nothing in this Agreement shall be construed to limit the authority or obligation of City to hold necessary public hearings, nor to limit the discretion of City or any of its officers or officials with regard to Subsequent Project Approvals that require the exercise of discretion by City, provided that such discretion shall be exercised consistent with the vested rights granted by this Agreement, the Applicable Law and the Project Approvals.

6. Community Benefit; Potential Formation of Community Facilities District.

6.1 Community Benefit Payment. Developer will make a cash contribution to the City as a Community Benefit (the “Community Benefit Payment”) in one or more installments as described in this Section 6.1. The 1496
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initial installment of the Community Benefit Payment shall be $1,500,000 and shall be paid prior to the issuance of the first building permit in the Project.

Subsequent installments, if any, shall be paid at and as a condition of the issuance of bonds pursuant to Section 6.2 below. The amount of each subsequent installment, if any, shall be an amount that would result in the City receiving 10% of the aggregate face value of all bonds issued less $1,500,000. Each Community Benefit Payment in the amounts set forth above shall apply to the entire Property even if the Property is owned by multiple Developers at that time. Notwithstanding anything to the contrary herein, Developer agrees, on behalf itself and its successors, that, should it fail to make any payments when due, the City may withhold any permits or approvals within the Project until the payment or payments have been made, even if the rights to those permits and approvals are then held by Developerʼs successors.

6.2 Community Facilities District.

6.2.1 Developer intends to propose the formation of a
community facilities district or districts by the City pursuant to the Mello-Roos Community Facilities District Act of 1982 (Gov. Code §§ 53311–53368.3) (the “Mello-Roos Act”) to finance public facilities. The City agrees to, upon Developerʼs presentation of a landownerʼs petition and Developerʼs payment of a fee, as described in subdivision (d) of Government Code section 53318, use its best efforts to commence proceedings to form a CFD to finance certain public facilities, so long as Developerʼs proposal is consistent with the Cityʼs CFD Goals (Resolution No. 50-17 ) and would not, if approved, allow the effective tax rate to exceed 1.75% or the term of the bonds to exceed 35 years. The City Council is not obligated to approve the CFD, although certain consequences would occur pursuant to Section 6.1 if it does approve a CFD that meets the requirements of this Section.

7. Affordable Housing.

7.1 Units Required by Regulations. The Project includes up to 550 residential units. Pursuant to the Cityʼs Inclusionary Zoning Regulations (Chapter 8.68 of the Dublin Municipal Code) (the “Regulations”), developers of more than 20 residential units are required to set aside 12.5% of the units in the project as affordable units as specified. Based on 550 units and the currently anticipated mix of rental and for sale units, the Developerʼs inclusionary zoning obligation would be 69 units broken down as follows: 41 moderate income units and 28 low income.
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7.2 Alternative Compliance Authorized. Under the Regulations, certain exceptions permit developers to satisfy the obligation other than through on-site construction. For instance, part of this obligation can be satisfied through the payment of a fee in-lieu of construction of units. In addition, developers can satisfy their affordable housing obligations by, among other mechanisms, obtaining City Council approval of an alternative method of compliance that the City Council finds meet the purposes of the Regulations.

7.3 Alternative Compliance for the Project. Developer shall satisfy its 69-unit affordable housing obligation through the following “alternative method of compliance” under Section 8.68.040.E of the Regulations:

7.3.1 Affordable Accessory Dwelling Units. While Developer is contemplating Subsequent Projects Approvals that would include the production of 106 detached accessory dwelling units (“ADUs”), the processing of those Subsequent Project Approvals could result in a decrease in the number of ADUs. Therefore, as may be specified in the Subsequent Project Approvals authorizing the development of market rate housing, Developer shall enter into an otherwise standard affordable housing agreement that requires it to provide approximately 100 (and not less than 85) deed-restricted detached ADUs, with half in the moderate-income category and half in the low-income category.

7.3.2 Contribution of Affordable Housing Site. As may be specified in the Subsequent Project Approvals authorizing the development of market rate housing, with respect to the 3.8± acre Public/Semi-Public site within Planning Area 2 (as defined, described, and depicted in the PD) (the “P/SP Site”), Developer shall elect to either:
(a) Enter into an agreement with the City that
ensures, to the satisfaction of the City, that Developer or its successor will complete a multi-family project on the P/SP Site that, upon completion, would allow the City to report on its next annual report prepared pursuant to Government Code section 65400 the completed project as having satisfied the Cityʼs regional housing needs obligation for 100 lower-income units; or (b) Dedicate the P/SP Site to the City or its designee
on the applicable final map (or by other instrument) prior to the Projectʼs first residential building permit. If Developer elects to dedicate the P/SP Site, it shall, prior to the dedication, complete the rough grading of the P/SP Site and associated improvements (including street frontage improvements, including, but not limited to, curb, gutter, sidewalk, landscape, irrigation, and access 1498
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roadways on all sides of the dedicated parcel that are adjacent to current and future roadways) all as specified in the approved tentative map associated with the dedication, if any, and provide evidence acceptable to the City Engineer demonstrating that the land to be conveyed (including any imported fill) meets applicable environmental standards for residential development or such lesser standard acceptable to the City.

7.3.3 Moderate-Income Units or Contribution to First Time Homebuyer Program. As may be specified in the Subsequent Project Approvals authorizing the development of market rate housing, Developer shall elect to either (a) enter into an otherwise standard affordable housing agreement that requires it to provide 5 moderate-income, for-sale, entry-level townhome units within Planning Area 3A of the Project or (b) contribute $2,000,000 to the Cityʼs first-time homebuyer program, with such agreement requiring that the City set aside such funds to assist first-time homebuyers purchasing homes within the Property, until such time as all for-sale units in the Project have been sold at least once. Developer shall make such election prior to issuance of the first residential building permit.

7.3.4 Satisfaction of City Requirements. Through its approval of this Agreement, the City Council hereby finds that the “alternative method of compliance” in this section 7.3 meets the purposes of the Regulations and will promote the Cityʼs affordability and Housing Element goals.

7.4 Additional Market-Rate Units. Any additional market-rate residential development on the Property above 550 units shall be subject to the requirements of the Regulations, notwithstanding the Inclusionary Zoning Regulations limitation to projects of 20 or more units.

8. Dedications; Vacations.

8.1 Northside Drive. As part of this Agreement, the City shall take the necessary actions to vacate Northside Drive. Provided that City has vacated Northside Drive, Developer shall acquire the portion Northside Drive within Planning Area 1 (the “Northside Drive PA1 Property”), as depicted in Exhibit B, from the City for its “Fair Market Value” (determined in accordance with Section

8.3.1 herein), prior to the issuance of a building permit for Planning Area 1.

8.1.1 Determination of Fair Market Value. City shall have the Northside Drive PA1 Property appraised and deliver to Developer a written notice (the “Fair Market Value Notice”) setting forth the proposed fair market value of the Northside Drive PA1 Property based on the appraisal (the “Fair 1499
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Market Value”). Developer, within ten business days after Developerʼs receipt of the Fair Market Value Notice, shall either (i) deliver to City written notice (the “Acceptance Notice”) that Developer accepts the Fair Market Value set forth in the Fair Market Value Notice, or (ii) if Developer disagrees with Cityʼs determination of the Fair Market Value, deliver to City written notice of rejection (the “Rejection Notice”). If Developer fails to provide City with an Acceptance Notice or Rejection Notice within such ten business day period, Developer shall be deemed to have delivered an Acceptance Notice.
(b) If Developer delivers a Rejection Notice,
Developer and City shall meet and confer in good faith regarding the Fair Market Value. In the event Developer delivers a Rejection Notice and the Parties are not able to agree in writing on the Fair Market Value by the date that is twenty business days after Cityʼs delivery of the Fair Market Value Notice, then Developer may elect to prepare its own appraisal.
(c) Upon completion of its appraisal, Developer shall
deliver City a written notice setting forth the proposed fair market value (“Developerʼs Fair Market Value Notice”). If the Parties are not able to agree in writing on the Fair Market Value by the date that is twenty business days after the delivery of the Developerʼs Fair Market Value Notice, then within five business days the Parties shall attempt to agree on an appraiser to determine the Fair Market Value. If the Parties are unable to agree in that time, then each Party shall designate an appraiser within five days thereafter. Should either Party fail to so designate an appraiser within that time, then the appraiser designated by the other Party shall determine the Fair Market Value. Should each of the Parties timely designate an appraiser, then the two appraisers so designated shall appoint a third appraiser who shall, acting alone, determine the Fair Market Value. Any third party appraiser designated hereunder shall have an M.A.I. certification or equivalent with not less than 5 yearsʼ experience in the valuation of commercial property in Alameda County, California.
(d) Within five business days following the selection
of the appraiser, Developer and City shall each submit in writing to the appraiser its determination of the Fair Market Value (respectively, the “Developer Determination” and the “City Determination”). Should either Party fail timely to submit its Fair Market Value determination, then the determination of the other Party shall be conclusive and binding on the Parties. The appraiser shall not disclose to either party the Fair Market Value determination of the other party until the expiration of that five business day period or, if sooner, the 1500
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appraiserʼs receipt of both the Developer Determination and the City Determination.
(e) Within twenty days following the selection of the
appraiser and such appraiserʼs receipt of the Developer Determination and the City Determination, the appraiser shall determine whether the Fair Market Value determined by Developer or by City more accurately reflects the fair market value of the property. Accordingly, either the Developer Determination or the City Determination shall be selected by the appraiser as the Fair Market Value.

At any time before the decision of the appraiser is rendered, either Party may, by written notice to the other Party, accept the Fair Market Value submitted by the other Party, in which event such value shall be deemed adopted as the agreed Fair Market Value. The fees of the appraiser(s) shall be shared equally by the Parties.

8.2 Brannigan Extension. The Project Approvals anticipate an extension of Brannigan Street that would extend south of Dublin Boulevard (the “Brannigan Extension”). Future approvals of development of the portion of the Property south of Dublin Boulevard will require Developer to construct the Brannigan Extension and to make good faith efforts to acquire the necessary land title and interests from the adjoining property owner. Government Code section 66462.5 (“Section 66462.5”) provides that, under circumstances in which neither the City nor the Developer has the necessary property interests to complete an improvement required by the tentative map conditions, the City shall either (a) require Developer to enter into an agreement that requires the completion of the improvement at such time as it has acquired the interests or (b) acquire the necessary interests within 120 days of filing the map or waive the condition requiring the improvement. Developer desires more certainty regarding when the improvements will be completed, and the City desires that a diligent, good-faith effort be made by the Developer to acquire the necessary interests with the agreement of the adjacent property owner. Accordingly, the City agrees, upon Developerʼs demonstration of such diligent, good faith efforts to the satisfaction of the City Manager, to commence the process described under Section 66462.5 within 90 days of providing such evidence to the City Manager. All costs associated with acquisition shall be the obligation of Developer. Notwithstanding the foregoing, in the event of acquisition of the Brannigan Extension right-of-way by City through negotiation or settlement (rather than by final judgment in an eminent domain action), City shall not pay more than ten percent (10%) above the fair market value of the Brannigan Extension right-of-way (determined in accordance with the procedures set forth 1501
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in Section 8.1.1 herein) without Developerʼs prior written consent, in Developerʼs sole discretion.

8.3 Community Center. As may be specified in the Subsequent Project Approvals authorizing the development of any portion of Planning Area 2 (as defined, described, and depicted in the PD), Developer shall construct and dedicate (or permanently make available free of charge) to the City community center/event space (improved to a “warm shell”) at the eastern end of the proposed Finnian Way within Planning Area 2 (the “Community Center”) for use as the Community Center. The Community Center shall consistent of approximately 1,800 square feet of indoor space and serve as event space and for City programming and will contribute to the Cityʼs effort to add additional community space as defined in the Cityʼs Parks and Recreation Master Plan. The Community Center shall be dedicated (or permanently made available) to the City, via deed or final map. Development of the Community Center shall be subject to an improvement agreement to be entered into at a later date between City and Developer that shall address the details, delivery, timing and maintenance of the Community Center. As part of the any transfer of property to the City, the Developer shall record a public parking easement on the adjoining parcel(s) to ensure adequate public parking for the facility. Developer shall receive a credit against its parkland and facilities fees from the Public Facility Fee Program for the dedication of the Community Facility.

9. Amendment or Cancellation.

9.1 Modification Because of Conflict with State or Federal Laws.

The Project and Property shall be subject to state and federal laws and regulations and this Agreement does not create any vested right in state and federal laws and regulations in effect on the Effective Date. In the event that state or federal laws or regulations enacted after the Effective Date of this Agreement prevent or preclude compliance with one or more provisions of this Agreement or require changes in plans, maps or permits approved by the City, the parties shall meet and confer in good faith in a reasonable attempt to modify this Agreement to comply with such federal or state law or regulation. Any such amendment or suspension of the Agreement shall be subject to approval by the City Council (in accordance with Chapter 8.56). Each Party agrees to extend to the other its prompt and reasonable cooperation in so modifying this Agreement or approved plans.

9.2 Amendment of Development Agreement by Mutual Consent.

This Agreement may be amended in writing from time to time by mutual 1502
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consent of the Parties hereto and in accordance with the procedures of the Development Agreement Statute and Chapter 8.56. Review and approval of an amendment to this Development Agreement shall be strictly limited to consideration of only those provisions to be added or modified. No amendment, modification, waiver or change to this Development Agreement or any provision hereof shall be effective for any purpose unless specifically set forth in a writing that expressly refers to this Development Agreement and signed by the duly authorized representatives of both Parties.

9.2.1 Partial Amendment. When a Party seeking such an
amendment owns or has an equitable right to only a portion of the whole of the Property (“Portion”), then such Party may only seek amendment of this Agreement as directly relates to the Portion, and the Party owning any other Portion shall not be required or entitled to be a signatory or to consent to an amendment that affects only another Partyʼs Portion.

9.3 Amendments. Any amendments to this Agreement which
relate to (a) the Term; (b) the permitted uses of the Property as provided in paragraph 5.1; (c) provisions for “significant” reservation or dedication of land; (d) conditions, terms, restrictions or requirements for subsequent discretionary actions; (e) an increase in the density or intensity of use of the overall Project; (f) the maximum height or size of proposed buildings; or (g) monetary contributions by Developer as provided in this Agreement, shall be deemed an “Amendment” and shall require notice or public hearing before the Planning Commission and the City Council before the Parties may execute an amendment hereto. The Cityʼs Public Works Director shall determine whether a reservation or dedication is “significant” in the context of the overall Project.

9.4 Clarifications. If and when, from time to time, during the Term of this Agreement, City and Developer agree refinements and clarifications are necessary or appropriate with respect to the details of performance of City and Developer hereunder, City and Developer shall effectuate such clarifications through letter agreements (each, a “Clarification”) approved by City and Developer, which, after execution, shall be attached hereto as addenda and become a part hereof, and may be further clarified from time to time as necessary with future approval by City and Developer. No such Clarification shall constitute an amendment to this Agreement requiring public notice or hearing. The City Manager or his or her designee shall have the authority to determine on behalf of City whether a requested clarification is of such a character to constitute an Amendment subject to Section 9.3 above or a Clarification subject to this Section 9.4. The City Manager shall have the 1503
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authority to review, approve, and execute Clarifications to this Agreement provided that such Clarifications are not Amendments.

9.5 Cancellation by Mutual Consent. Except as otherwise permitted herein, this Agreement may be canceled in whole or in part only by the mutual consent of the parties or their successors in interest, in accordance with the provisions of the Development Agreement Statute and Chapter

8.56. Any fees paid pursuant to this Agreement prior to the date of cancellation shall be retained by the City.

10. Annual Review.

10.1 Review Date. The annual review date for this Agreement shall be between July 15 and August 15, 2023, and thereafter between each July 15 and August 15 during the Term. Review shall be conducted in accordance with Section 8.56.140 of Chapter 8.56 and the provisions of this Section 11.

10.2 Initiation of Review. The Cityʼs Community Development Director shall initiate the annual review, as required under Section 8.56.140 of Chapter 8.56, by giving to Developer thirty daysʼ prior written notice that the City intends to undertake such review. Not less than thirty days after receipt of the notice, Developer shall provide evidence to the Director, as reasonably determined necessary by the Director, to demonstrate good faith compliance with the material terms and provisions of the Agreement as to the whole or relevant portion of the Property owned by Developer. The burden of proof by substantial evidence of compliance is upon Developer.

10.3 Staff Reports. To the extent practical, the City shall deposit in the mail to Developer a copy of all staff reports, and related exhibits concerning contract performance at least five days prior to any public hearing addressing annual review.

10.4 Costs. Costs reasonably incurred by the City in connection with the annual review shall be paid by Developer in accordance with the Cityʼs schedule of fees in effect at the time of review.

11. Default.

11.1 Remedies Available. Upon the occurrence of an event of default, the parties may pursue all remedies at law or in equity which are not otherwise provided for in this Agreement or in the Cityʼs regulations governing 1504
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development agreements, expressly including, but not limited to, the remedy of specific performance of this Agreement.

11.2 Notice and Cure. Upon the occurrence of an event of default by either party, the nondefaulting party shall serve written notice of such default upon the defaulting party. Subject to a Mortgageeʼs right to cure pursuant to Section 13.3 hereof, if the default is not cured by the defaulting party within thirty days after service of such notice of default, the nondefaulting party may then commence any legal or equitable action to enforce its rights under this Agreement; provided, however, that if the default cannot be cured within such thirty day period, the nondefaulting party shall refrain from any such legal or equitable action so long as the defaulting party begins to cure such default within such thirty day period and diligently pursues such cure to completion.

Any notice of default given hereunder shall specify in detail the nature of the failures in performance that the noticing Party claims constitutes the event of default, all facts constituting substantial evidence of such failure, and the manner in which such failure may be satisfactorily cured in accordance with the terms and conditions of this Agreement. During the time periods herein specified for cure of a failure of performance, the Party charged therewith shall not be considered to be in default for purposes of (a) termination of this Agreement, (b) institution of legal proceedings with respect thereto, or (c) issuance of any approval with respect to the Project. Failure to give notice shall not constitute a waiver of any default.

11.3 No Damages against City. Notwithstanding anything to the contrary contained herein, in no event shall damages be awarded against the City upon an event of default or upon termination of this Agreement.

12. Estoppel Certificate. Either party may, at any time, and from time to time, request written notice from the other party requesting such party to certify in writing that, (a) this Agreement is in full force and effect and a binding obligation of the Parties, (b) this Agreement has not been amended or modified either orally or in writing, or if so amended, identifying the amendments, and (c) to the knowledge of the certifying Party, the requesting Party is not in default in the performance of its obligations under this Agreement, or if in default, to describe therein the nature and amount of any such defaults. A Party receiving a request hereunder shall execute and return such certificate within thirty days following the receipt thereof, or such longer period as may reasonably be agreed to by the Parties. The City Manager of the City shall be authorized to execute any certificate requested by Developer. Should the Party receiving the request not execute and return such certificate within the applicable period, this shall not be 1505
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deemed to be a default, provided that such Party shall be deemed to have certified that the statements in clauses (a) through (c) of this Section are true, and any Party may rely on such deemed certification. City acknowledges that a certificate hereunder may be relied upon by Transferees (as defined in Section

16.2) and Mortgagees (as defined in Section13.1).

13. Mortgagee Protection; Certain Rights of Cure.

13.1 Mortgagee Protection. This Agreement shall be superior and senior to any lien placed upon the Property, or any portion thereof after the date of recording this Agreement, including the lien for any deed of trust or mortgage (“Mortgage”). Notwithstanding the foregoing, no breach hereof shall defeat, render invalid, diminish or impair the lien of any Mortgage made in good faith and for value, but all the terms and conditions contained in this Agreement shall be binding upon and effective against any person or entity, including any deed of trust beneficiary or mortgagee (“Mortgagee”) who acquires title to the Property, or any portion thereof, by foreclosure, trusteeʼs sale, deed in lieu of foreclosure, or otherwise.

13.2 Mortgagee Not Obligated. Notwithstanding the provisions of Section 13.1 above, no Mortgagee shall have any obligation or duty under this Agreement, before or after foreclosure or a deed in lieu of foreclosure, to construct or complete the construction of improvements, or to guarantee such construction of improvements, or to guarantee such construction or completion, or to pay, perform or provide any fee, dedication, improvements or other exaction or imposition; provided, however, that a Mortgagee shall not be entitled to devote the Property to any uses or to construct any improvements thereon other than those uses or improvements provided for or authorized by the Project Approvals or by this Agreement.

13.3 Notice of Default to Mortgagee and Extension of Right to Cure.

If the City receives notice from a Mortgagee requesting a copy of any notice of default given Developer hereunder and specifying the address for service thereof, then the City shall deliver to such Mortgagee, concurrently with service thereon to Developer, any notice given to Developer with respect to any claim by the City that Developer has committed an event of default. Each Mortgagee shall have the right during the same period available to Developer to cure or remedy, or to commence to cure or remedy, the event of default claimed set forth in the Cityʼs notice. The City, through its City Manager, may extend the thirty-day cure period provided in paragraph 12.2 for not more than an additional sixty days upon request of Developer or a Mortgagee.
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14. Severability. The unenforceability, invalidity or illegality of any provisions, covenant, condition or term of this Agreement shall not render the other provisions unenforceable, invalid or illegal; provided that, if the unenforceability, invalidation, or illegality would deprive either City or Developer of material benefits derived from this Development Agreement, or make performance under this Development Agreement unreasonably difficult, then City and Developer shall meet and confer and shall make good faith efforts to amend or modify this Development Agreement in a manner that is mutually acceptable to City and Developer.

15. Attorneysʼ Fees and Costs.

15.1 Prevailing Party. If the City or Developer initiates any action at law or in equity to enforce or interpret the terms and conditions of this Agreement, the prevailing party shall be entitled to recover reasonable attorneysʼ fees and costs in addition to any other relief to which it may otherwise be entitled.

15.2 Third Party Challenge. If any person or entity not a party to this Agreement initiates an action at law or in equity to challenge the validity of any the Project Approvals (including this Agreement), the Parties shall cooperate in defending such action. The Parties hereby agree to affirmatively cooperate in defending said action and to execute a joint defense and confidentiality agreement in order to share and protect information, under the joint defense privilege recognized under applicable law. Developer shall bear its own costs of defense as a real party in interest in any such action, and shall reimburse the City for all reasonable court costs and attorneysʼ fees expended by the City in defense of any such action or other proceeding

16. Transfers and Assignments.

16.1 Agreement Runs with the Land. All of the provisions, rights, terms, covenants, and obligations contained in this Agreement shall be binding upon and inure to the benefit of the Parties and their respective heirs, successors and assignees, representatives, lessees, and all other persons acquiring the Property, or any portion thereof, or any interest therein, whether by operation of law or in any manner whatsoever. All of the provisions of this Agreement shall be enforceable as equitable servitude and shall constitute covenants running with the land pursuant to applicable laws, including, but not limited to, Section 1468 of the Civil Code of the State of California. Each covenant to do, or refrain from doing, some act on the Property hereunder, or with respect to any owned 1507
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property, (a) is for the benefit of such properties and is a burden upon such properties, (b) runs with such properties, and (c) is binding upon each party and each successive owner during its ownership of such properties or any portion thereof, and shall be a benefit to and a burden upon each party and its property hereunder and each other person succeeding to an interest in such properties.

16.2 Right to Assign. Developer may wish to sell, transfer or assign all or portions of its Property to other developers (each such other developer is referred to as a “Transferee”). In connection with any such sale, transfer or assignment to a Transferee, Developer shall have the right to sell, transfer or assign to such Transferee any or all rights, interests and obligations of Developer arising hereunder and that pertain to the portion of the Property being sold or transferred, to such Transferee, provided, however, that: except as provided herein, no such transfer, sale or assignment of Developerʼs rights, interests and obligations hereunder shall occur without prior written notice to City and approval by the City Manager, which approval shall not be unreasonably withheld, conditioned, or delayed.

16.3 Approval and Notice of Sale, Transfer or Assignment. The City Manager shall consider and decide on any transfer, sale or assignment of this Agreement within ten days after Developerʼs notice, provided all necessary documents, certifications and other information are provided to the City Manager to enable the City Manager to determine whether the proposed Transferee can perform Developerʼs obligations hereunder. Notice of any such approved sale, transfer or assignment (which includes a description of all rights, interests and obligations that have been transferred and those which have been retained by Developer) shall be recorded in the official records of Alameda County, in a form acceptable to the City Manager, concurrently with such sale, transfer or assignment.

16.4 Considerations for Approval of Sale, Transfer or Assignment.

In considering the request, the City Manager shall base the decision upon the proposed assigneeʼs reputation, experience, financial resources and access to credit and capability to successfully carry out the development of the Property to completion. The City Managerʼs approval shall be for the purposes of: a) providing notice to City; b) assuring that all obligations of Developer are allocated as between Developer and the proposed purchaser, transferee or assignee as provided by this Agreement; and c) assuring City that the proposed purchaser, transferee or assignee is financially capable of performing Developer's obligations hereunder not withheld by Developer. Notwithstanding the foregoing, the City Managerʼs approval shall not be required for an 1508
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assignment to Landsea Homes of California, Inc. (“Landsea”), an entity or entities controlling Developer or Landsea, controlled by Developer or Landsea, or under common control with Developer or Landsea, provided that Developer or Landsea, as the case may be, owns and controls no less than fifty percent of such successor entity or controls the day-to-day management decisions of such successor entity.

16.5 Release upon Transfer. Upon the transfer, sale, or assignment of all of Developerʼs rights, interests and obligations hereunder pursuant to Section 14.2 of this Agreement, Developer shall be automatically released from the obligations under this Agreement, with respect to the Property transferred, sold, or assigned, arising subsequent to the date of City Manager approval of such transfer, sale, or assignment; provided, however, that if any transferee, purchaser, or assignee approved by the City Manager expressly assumes all of the rights, interests and obligations of Developer under this Agreement, Developer shall be released with respect to all such rights, interests and assumed obligations. In any event, the transferee, purchaser, or assignee shall be subject to all the provisions hereof and shall provide all necessary documents, certifications and other necessary information prior to City Manager approval.

16.6 Developerʼs Right to Retain Specified Rights or Obligations.

Developer may withhold from a sale, transfer or assignment of this Agreement or any portion of the Property transferred, certain rights, interests and/or obligations which Developer wishes to retain, provided that Developer specifies such rights, interests and/or obligations in a written document to be appended to this Agreement and recorded with the Alameda County Recorder prior to the sale, transfer or assignment of the Property. Developerʼs purchaser, transferee or assignee shall then have no interest or obligations for such rights, interests and obligations and this Agreement shall remain applicable to Developer with respect to such retained rights, interests and/or obligations.

16.7 Partial Assignment. In the event of a partial Transfer, City shall cooperate with Developer and any proposed Transferee to allocate rights and obligations under the Development Agreement and the Project Approvals among the retained Property and the transferred Property. Provided that City receives a copy of the assignment and assumption agreement by which Transferee assumes the Transferred rights and obligations associated with the transferred Property: (i) any subsequent breach with respect to the Transferred obligations shall not constitute a breach with respect to the retained rights and obligations of such transferor (or any other Transferee) under the Development Agreement; (ii) and any subsequent breach with respect to the retained 1509
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obligations of transferor (or any other Transferee) shall not constitute a breach with respect to the Transferred rights and obligations of a Transferee under the Development Agreement. The transferor and the Transferee each shall be solely responsible for the reporting and annual review requirements relating to the portion of the Property owned by such transferor/Transferee. Any amendment to the Development Agreement between City and a transferor or Transferee shall only affect the portion of the Property owned by such transferor or Transferee.

17. Bankruptcy. The obligations of this Agreement shall not be dischargeable in bankruptcy.

18. Indemnification. Developer agrees to indemnify, defend and hold harmless the City, and its elected and appointed councils, boards, commissions, officers, agents, employees, and representatives from any and all claims, costs (including legal fees and costs) and liability for any personal injury or property damage which may arise directly or indirectly as a result of any actions or inactions by Developer, or any actions or inactions of Developerʼs contractors, subcontractors, agents, or employees in connection with the construction, improvement, operation, or maintenance of the Project, provided that Developer shall have no indemnification obligation with respect to negligence or wrongful conduct of the City, its contractors, subcontractors, agents or employees or with respect to the maintenance, use or condition of any improvement after the time it has been dedicated to and accepted by the City or another public entity (except as provided in an improvement agreement or maintenance bond). If City is named as a party to any legal action, City shall cooperate with Developer, shall appear in such action and shall not unreasonably withhold approval of a settlement otherwise acceptable to Developer.

19. Insurance.

19.1 Commercial General Liability Insurance. During the Term of this Agreement, Developer shall maintain in effect a policy of commercial general liability insurance with a per-occurrence combined single limit of not less than $1,000,000. The policy so maintained by Developer shall name the City as an additional insured and shall include either a severability of interest clause or cross-liability endorsement. City and Developer agree that such insurance may include alternative risk management programs, including self-insurance or a combination of self-insurance and insurance, provided that such alternative risk management programs provide protection equivalent to that specified under this Agreement.
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19.2 Workers Compensation Insurance. During the Term of this Agreement Developer shall maintain Workerʼs Compensation insurance for all persons employed by Developer for work at the Project site. Developer shall require each contractor and subcontractor similarly to provide Workerʼs Compensation insurance for its respective employees. Developer agrees to indemnify the City for any damage resulting from Developerʼs failure to maintain any such insurance.

19.3 Evidence of Insurance. Prior to issuance of any permits for the Project, including grading permits, Developer shall furnish the City satisfactory evidence of the insurance required in Sections 19.1 and 19.2 and evidence that the carrier is required to give the City at least fifteen days prior written notice of the cancellation or reduction in coverage of a policy unless replaced with similar coverage. The insurance shall extend to the City, its elective and appointive boards, commissions, officers, agents, employees and representatives and to Developer performing work on the Project.

20. Sewer and Water. Developer acknowledges that it must obtain water and sewer permits from the Dublin San Ramon Services District (“DSRSD”) which is another public agency not within the control of the City. City agrees that it shall not take any action with DSRSD opposing Developerʼs efforts to reserve water and sewer capacity sufficient to serve the Project described herein.

21. Notices. All notices required or provided for under this Agreement shall be in writing. Notices required to be given to the City shall be addressed as follows:

City Manager
City of Dublin
100 Civic Plaza
Dublin, CA 94568
Fax No. (925) 833-6651
Email: [email protected]
Notices required to be given to Developer shall be addressed as follows:

Daniel M. Ikeda, Chief Financial Officer
SCS Development Co
404 Saratoga Ave. Suite 100
Santa Clara, CA 95050
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Phone No.: 408-985-6000
Fax No.: 408-985-6050
Email: [email protected]
A Party may change address by giving notice in writing to the other Party and thereafter all notices shall be addressed and transmitted to the new address.

Notices shall be deemed given and received upon personal delivery, or if mailed, upon the expiration of 48 hours after being deposited in the United States Mail.

Notices may also be given by overnight courier, which shall be deemed given the following day or by facsimile transmission or email, which shall be deemed given upon verification of receipt.

22. Agreement is Entire Understanding. This Agreement, including its exhibits, constitutes the entire understanding and agreement of the Parties and supersedes all negotiations or previous agreements between the Parties with respect to all or any part of the subject matter hereof.

23. Exhibits. The following documents are referred to in this Agreement and are attached hereto and incorporated herein as though set forth in full:

Exhibit A Legal Description of the Property
Exhibit B Northside Drive PA1 Property

24. Recitals. The foregoing Recitals are true and correct and are made a part hereof.

25. Counterparts. This Agreement may be executed by each Party on a separate signature page, and when the executed signature pages are combined, shall constitute one single instrument. This Agreement is executed in two duplicate originals, each of which is deemed to be an original.

26. Recordation. The City shall record a copy of this Agreement within ten days following execution by all Parties. Thereafter, if this Agreement is terminated, modified or amended, the City Clerk shall record notice of such action with the Alameda County Recorder.

27. No Third Party Beneficiaries. Nothing contained in this Agreement is intended to or shall be deemed to confer upon any person, other than the Parties and their respective permitted successors and assigns, any rights or remedies hereunder.
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28. Applicable Law. This Agreement shall be construed and enforced in accordance with the laws of the State of California.

29. Time is of the Essence. Time is of the essence for each provision of this Agreement for which time is an element.

30. Further Actions and Instruments. Each Party to this Development Agreement shall cooperate with and provide reasonable assistance to the other Party and take all actions necessary to ensure that the Parties receive the benefits of this Development Agreement, subject to satisfaction of the conditions of this Development Agreement. Upon the request of any Party, the other Party shall promptly execute, with acknowledgment or affidavit if reasonably required, and file or record such required instruments and writings and take any actions as may be reasonably necessary under the terms of this Development Agreement to carry out the intent and to fulfill the provisions of this Development Agreement or to evidence or consummate the transactions contemplated by this Development Agreement.

31. Section Headings. Section headings in this Development Agreement are for convenience only and are not intended to be used in interpreting or construing the terms, covenants or conditions of this Development Agreement.

32. Construction of Agreement. This Development Agreement has been reviewed and revised by legal counsel for both Developer and City, and no presumption or rule that ambiguities shall be construed against the drafting Party shall apply to the interpretation or enforcement of this Development Agreement.

33. Authority. The persons signing below represent and warrant that they have the authority to bind their respective Party and that all necessary board of directorsʼ, shareholdersʼ, partnersʼ, city councilsʼ, or other approvals have been obtained.

34. Non-Intended Prevailing Wage Requirements. Except for public improvements constructed by the Developer and to be dedicated to the City (which will or may be required by conditions of approval on Subsequent Project Approvals) and as may be required by Section 6.2 (“Community Facilities District”), nothing in this Development Agreement shall in any way require, or be construed to require, Developer to pay prevailing wages with respect to any work of construction or improvement within the Project (a “Non-Intended Prevailing Wage Requirement”). But for the understanding of the Parties as 1513
–27–
reflected in the immediately preceding sentence, the Parties would not have entered into this Development Agreement based upon the terms and conditions set forth herein. Developer and City have made every effort in reaching this Development Agreement to ensure that its terms and conditions will not result in a Non-Intended Prevailing Wage Requirement. These efforts have been conducted in the absence of any applicable existing judicial interpretation of the recent amendments to the California prevailing wage law. If, despite such efforts, any provision of this Development Agreement shall be determined by any court of competent jurisdiction to result in a Non Intended Prevailing Wage Requirement, such determination shall not invalidate or render unenforceable any provision hereof; provided, however, that the Parties hereby agree that, in such event, this Development Agreement shall be reformed such that each provision of this Development Agreement that results in the Non-Intended Prevailing Wage Requirement will be removed from this Development Agreement as though such provisions were never a part of the Development Agreement, and, in lieu of such provision(s), replacement provisions shall be added as a part of this Development Agreement as similar in terms to such removed provision(s) as may be possible and legal, valid and enforceable but without resulting in the Non-Intended Prevailing Wage Requirement.

IN WITNESS WHEREOF, the parties hereto have caused this Agreement to be executed as of the date and year first above written. 1514
–28–

CITY OF DUBLIN
By: _____________________________
Linda Smith, City Manager
Attest:
__________________________
Marsha Moore, City Clerk
Approved as to form
__________________________
John Bakker, City Attorney

DEVELOPER
Award Homes, Inc., a California
corporation
By: __________________________
Name: _______________________
Its: __________________________
SCS Development Company, a California
corporation
By: __________________________
Name: _______________________
Its: __________________________
Santa Clara Valley Housing Group, Inc.,
a California corporation
By: __________________________
Name: _______________________
Its: __________________________
(NOTARIZATION ATTACHED)
5207797.9
1515
Exhibit A
Legal Description of the Property
1516
1517
Exhibit B
Northside Drive PA1 Property
1518

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NORTHSIDE DRIVE VA CATION

SCS DUBLIN

RUGGERI-JENSEN-AZAR
ENGINEERS ■ PLANNERS ■ SURVEYORS
4690 CHABOT DRIVE, SUITE 200 PLEASANTON, CA 94588
PHONE: (925) 227-9100 FAX: (925) 227-9300
aTY OF DUBLIN, ALAMEDA COUNTY, CALIFORNIA
DATE: JANUARY 29 2018 JOB NO.: 171026E SHEET: 1 OF 1

EXHIBIT B
1519
Fiscal Impacts of the Proposed
SCS Development to the
City of Dublin
Prepared for:

City of Dublin
Prepared by:

Keyser Marston Associates, Inc.

October 13, 2022
1520

TABLE OF CONTENTS
Page
I. INTRODUCTION 1
A. The Site 1
B. Proposed Land Use 2
II. EXECUTIVE SUMMARY 4
A. Recurring Net Annual General Fund Fiscal Impact upon Buildout 4 B. One-time Construction-related Revenues 5
C. On-site Jobs to be Created by the Construction and Operation of the Project 5 III. FISCAL IMPACTS 6
A. Recurring Annual General Fund Revenues upon Buildout 6 B. Recurring Annual General Fund Expenditures upon Buildout 7 C. One-time Construction-related General Fund Revenues to City of Dublin 9 IV. METHODOLOGY AND ASSUMPTIONS 10
V. LIMITING CONDITIONS 14
VI. APPENDIX TABLES 15

EXHIBITS
Exhibit 1. The Site and its Context ............................................................................................. 1 Exhibit 2. Land Use Program ..................................................................................................... 2 Exhibit 3. Site Plan..................................................................................................................... 3 Exhibit 4. Recurring Net Annual General Fund Fiscal Impact upon Buildout .............................. 4 Exhibit 5. Recurring Total Annual General Fund Fiscal Impact upon Buildout ............................ 4 Exhibit 6. One-time General Fund Construction Related Revenues ........................................... 5 Exhibit 7. Direct Construction and Permanent Jobs ................................................................... 5 Exhibit 8. Recurring Annual General Fund Revenues upon Buildout.......................................... 7 Exhibit 9. Composition of Total Annual General Fund Revenues upon Buildout......................... 7 Exhibit 10. Recurring Annual General Fund Expenditures upon Buildout ................................... 8 Exhibit 11. Composition of Total Annual General Fund Expenditures upon Buildout .................. 8 Exhibit 12. One-time General Fund Sales/Use Tax Revenues from Construction ...................... 9 Exhibit 13. One-time Initial Property Transfer Tax Revenues ..................................................... 9 Exhibit 14. One-time Development Impact and In-Lieu Fees...................................................... 9 1521
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I. INTRODUCTION
The following report has been prepared by Keyser Marston Associates, Inc. (KMA) for the City of Dublin (the City). The report presents the estimated fiscal impacts that the proposed development of the SCS property (the Project), will have on the City, based on the Preferred Plan that was developed for the site. The findings of this report will be used to determine if the Project meets the City’s fiscal neutrality requirement for projects that are applying for development entitlements. The findings may also potentially be used to establish the terms of a Development Agreement and Municipal Services Agreement with the applicant. The principal objectives of the analysis are to:
 Estimate the recurring annual fiscal impacts to the City’s General Fund of the entire proposed Project upon build-out; and
 Estimate the magnitude of construction-related tax revenues that will be generated by the Project.

A. The Site
The Project will be located on approximately 76.2-acres1 bounded by Tassajara Road, Brannigan Street, Interstate 580, and a sliver above Gleason Drive on the north side of Interstate 580. The subject site is currently vacant and the uses in the immediate area primarily include single and multifamily residential, restaurants, retail, elementary schools, office, and parks.

Exhibit 1. The Site and its Context
Source: Base Map from Google Earth (2018)
1 The size of the site reflects the aggregated acreage of the development parcels.

The final size of the site will be impacted by roadway dedications.

Site
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B. Proposed Land Use
The proposed Project includes approximately 265,000 SF of commercial development and 650 residential units. The commercial development includes a 225,000 square foot regional center and 40,000 square feet of neighborhood-serving retail. The regional center will be anchored by an 80,000 square foot Topgolf facility, a 30,000 square foot entertainment tenant, 40,000 square feet of restaurants and shops, and a limited service hotel with approximately 140 rooms. The neighborhood center will be located along Finnian Way and will include 40,000 square feet of restaurants, retail shops, and service tenants. The residential development includes 150 single family detached homes, 360 townhomes, 40 mixed-use townhomes, and 100 affordable rental apartments. The proposed land use program and the proposed site plan are presented in Exhibit 2 and Exhibit 3, respectively.

Exhibit 2. Land Use Program
Gross Res. Commercial Hotel
Land Use Designation Acres Units Sq. Ft. Rooms
Commercial 24.9 265,000
Retail, Restaurants, and Services 80,000
Entertainment Anchor 30,000
Topgolf 80,000
Hotel 75,000 140
Multi-Family Apartments 2.5 100
Single Family For Sale 37.3 550
Single Family Detached 150
Townhomes 360
MU townhomes (with ground floor retail/flex) 40
Streets 9.0
Parks/Public Recreation 2.5
Total Project 76.2 650 265,000 140
See Appendix 3A for details
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Exhibit 3. Site Plan
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II. EXECUTIVE SUMMARY
It is estimated that the built-out Project will annually generate a fiscal surplus to the City of Dublin. The key findings of the analysis are summarized below.  The Project will annually generate approximately $3.6 million of tax revenues to City’s General Fund, net of service costs. Annual net new revenues to the City will approximate $3.4 million, which reflects a reduction by the amount of tax revenue that is currently generated by the property.
 The Project will generate over $41 million of one-time construction-related revenues, which includes $39.4 million of restricted development impact fees and $1.7 million of new tax revenue to the General Fund.

A. Recurring Net Annual General Fund Fiscal Impact upon Buildout The Project upon buildout is anticipated to annually generate $4.9 million of annual General Fund revenues. Annual General Fund expenditures to provide services such as police protection, fire protection, infrastructure maintenance and other general city services are anticipated to approximate $1.2 million. Net of municipal service costs, the Project is anticipated to annually generate a net annual fiscal surplus of approximately $3.6 million. Excluding the amount of property taxes that the City received in FY 2021/22, the Project will generate approximately $3.4 million of net new tax revenues to the City.

Exhibit 4. Recurring Net Annual General Fund Fiscal Impact upon Buildout Total Annual
Impacts
New Annual
Impacts
Total Annual General Fund Revenues $4,872,000 $4,679,000 Total Annual General Fund Expenditures ($1,237,000) ($1,237,000) Net Annual Fiscal Surplus/(Deficit) upon Buildout $3,635,000 $3,442,000 See Appendix 1 for details
Exhibit 5. Recurring Total Annual General Fund Fiscal Impact upon Buildout $4,872,000
($1,237,000)
$3,635,000
($2,000,000)
($1,000,000)
$0
$1,000,000
$2,000,000
$3,000,000
$4,000,000
$5,000,000
$6,000,000
Revenues Expenditures Net Impact
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B. One-time Construction-related Revenues
KMA has estimated that the materials purchased for the construction of the Project will yield over $1 million of sales/use tax revenues to the City’s General Fund. Additionally, the initial sale of the 550 homes will generate approximately $719,000 of transfer tax revenue. The use and property transfer tax revenues are unrestricted General Fund revenues. The Project will also generate approximately $39.4 million of development impact and in-lieu fee revenue, which are restricted funds that must be used to mitigate the Project’s impacts on needed public facilities and affordable housing. One-time construction related revenues will total approximately $41.2 million.

Exhibit 6. One-time General Fund Construction Related Revenues Revenue Source $ Total
Sales and Use Tax Generated from Construction Material Purchases $1,010,000 Initial Property Transfer Tax from Home Sales $719,000
Development Impact Fees $39,433,000
Total One-time Construction Related Revenues $41,162,000 See Appendix 21A and 21B for details
C. On-site Jobs to be Created by the Construction and Operation of the Project KMA has estimated the number of full-time equivalent direct construction jobs and permanent jobs to be created by the Project. As shown in Exhibit 7, it is estimated that the construction of the Project will generate 2,551 full-time equivalent construction jobs, assuming a one-year construction period. The businesses are estimated to create approximately 768 full-time equivalent permanent employees. The actual job count will vary, depending on the number of part time versus full-time positions. These job estimates reflect the direct impacts of the Project and do not include the additional jobs that will be indirectly supported by the suppliers of construction materials, the on-going purchases of the Project’s businesses, and the on-going expenditures by residents and employees.

Exhibit 7. Direct Construction and Permanent Jobs
Full-time Equivalent Jobs
Construction Jobs (one-year period) 2,551
Permanent On-site Jobs at Commercial Businesses 768
See Appendix 4 and Appendix 20A.
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III. FISCAL IMPACTS
A. Recurring Annual General Fund Revenues upon Buildout Upon build-out, the Project is estimated to generate approximately $4.9 million of annual revenues to the City of Dublin’s General Fund. Property tax revenues are anticipated to be the largest source of General Fund revenues, estimated to total $3.1 million per year (or 64% of total revenues). Excluding the amount of property taxes that the City received from the property in FY 2021/22, the Project will generate approximately $2.9 million of new property tax revenues to the City.

Property taxes in-lieu of motor vehicle license fees of $523,000 (or 11% of total revenues) and transient occupancy tax revenues of $506,000 (or 10% of total revenues) are expected to be the second and third largest sources of revenues, respectively. The fourth leading source of projected revenue is sales tax, which is expected to annually generate $474,000 of General Fund revenue (or 10% of total revenues).

Both property taxes and property taxes in-lieu of motor vehicle license fees are driven by the assessed valuation of the Project upon buildout. The anticipated future assessed value of the Project has been calculated based on recently sold homes in Dublin, the assessed values of other recently completed commercial buildings, and development cost factors provided by the applicant. The total assessed value upon completion is estimated at $1.4 billion, while the net new assessed value is estimated at $1.3 billion (Appendix 5A). The Project will generate sales tax revenues from on-site retail sales, the daytime purchases of the Project’s employees, and resident spending on retail merchandise at other Dublin locations.

Transient occupancy tax (TOT) is driven by hotel room sales and the City’s tax rate of 8%. Based on the applicant’s proposal, this analysis assumes a 140-room, limited-service hotel. Consistent with current market conditions, it is estimated that the proposed hotel will generate an average room rate of $165 per night and an average occupancy of 75% (Appendix 10). Based on these assumptions, the hotel will generate approximately $506,000 of annual tax revenue to Dublin.

The resale of single family homes and the commercial components will generate transfer tax revenues to Dublin. The City receive $.55 per $1,000 of assessed value of each transaction.

Assuming an average hold period of 7 years for homes and 20 years for commercial properties, it is estimated that the resales will, on average, generate $100,000 of transfer tax revenue to Dublin.

Remaining revenue sources are anticipated to generate $148,000 of annual tax revenue to the City and include: franchise fees and business registration fees. Franchise fee revenues are based on per capita figures derived from revenue data from the City’s 2022/23 adopted budget and the City’s current employment and population base.
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Exhibit 8. Recurring Annual General Fund Revenues upon Buildout Revenue Source
Total Annual
Impacts
New Annual
Impacts
Property Tax $3,121,000 $2,928,000
Sales Tax $474,000 $474,000
Transient Occupancy Tax $506,000 $506,000
Property Tax In-lieu of VLF $523,000 $523,000
Other Revenues1 $248,000 $248,000
Total Recurring Annual General Fund Revenues upon Buildout $4,872,000 $4,679,000 See Appendix 1 for details

1. Includes property transfer tax, franchise fees, business registration fees and fines and penalties Exhibit 9. Composition of Total Annual General Fund Revenues upon Buildout B. Recurring Annual General Fund Expenditures upon Buildout The annual cost to City of Dublin to provide services to the Project upon buildout is anticipated to approximate $1.2 million. The single largest annual expenditure is expected to be for police service costs, at $530,000 (or 43% of total expenses). The second largest expenditure is for fire service and emergency medical services, which is anticipated to approximate $282,000 (or 23% of total expenses. The third largest expenditure is to maintain both new public infrastructure that 64%
10%
10%
11%
5% Property Tax
Transient Occupancy Tax
Sales Tax
Property Tax In-lieu of VLF
Other Revenues
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is being built as part of the Project and a share of city-wide infrastructure costs. Maintenance costs are estimated to total $235,000 per year, which represents 19% of total expenses. 2 Exhibit 10. Recurring Annual General Fund Expenditures upon Buildout Expenditure Source
Total Annual
Impacts1
Police Services Costs ($530,000)
Fire Services Costs ($282,000)
Public Works Costs - Net of Costs Funded by Gas Tax ($235,000) Parks and Community Services Costs ($99,000)
Community Development Costs $0
Other Department Costs2 ($91,000)
Total Recurring Annual General Fund Revenues upon Buildout ($1,237,000) See Appendix 1 for details

1. For General Fund expenditures, total annual impacts will be same as new annual impacts.

2. Includes city council department, office of city manager, city clerk's office, human resource department, city attorney's office and administrative services department expenditures Exhibit 11. Composition of Total Annual General Fund Expenditures upon Buildout 2 The cost estimates do not include the cost to maintain/replace traffic signals, other infrastructure replacement costs (which are funded through the Capital Improvement Program) or maintenance costs for street widening of Dublin Blvd., Tassajara Road, Gleason Drive, Brannigan Street, and Central Parkway. The cost estimates do include the cost to maintain the following new streets: Finnian Way, Aviano Way, Diablo View Road, and the extension of Brannigan Street, which total $27,000 per year. (See Appendix 16). If a CFD is formed in the future to maintain these new streets, the General Fund’s obligations would decrease by $27,000 per year.
41%
22%
21%
8%
8% Police Services
Fire Services
Public Works
Parks and Community Services
Other Departments
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C. One-time Construction-related General Fund Revenues to City of Dublin Use tax revenues will be generated by construction material purchases. For the purpose of this analysis, it has been assumed that the City of Dublin is designated as the point of sale by the general and sub-contractors for 50% of the materials purchased for construction, and the cost of construction materials is equal to 50% of the total estimated hard cost. Use tax revenues from the purchase of construction materials are estimated to total $1.01 million. Additionally, transfer taxes from the initial sales of residential units and the purchase of the development site are estimated to total $719,000,000. These two sources of funds will accrue to the City’s General Fund.

The Project will also generate over $39 million of development impact fees. These fees will be used to fund improvements to mitigate the impacts of the Project.

Exhibit 12. One-time General Fund Sales/Use Tax Revenues from Construction $ Total
Total Hard Cost $403,242,700
Estimated Construction Material Cost as a percentage of Hard Costs 50% Estimated Share with Dublin as a point of Sale 50%
Estimated Construction Material Sales in City of Dublin $100,810,675 Local Sales and Use Tax Rate 1%
Total One-time Sales/Use Tax Revenues During Construction $1,010,000 See Appendix 21A for details
Exhibit 13. One-time Initial Property Transfer Tax Revenues $ Total
Initial Property Transfer Tax from Land Sale Transaction $44,000 Initial Property Transfer Tax from For-Sale Units
Single Family $675,000
Total Initial Property Transfer Tax from For-Sale Units $719,000 See Appendix 21B for details
Exhibit 14. One-time Development Impact and In-Lieu Fees $ Total
Development Impact Fees from Residential Development $23,010,000 Development Impact Fees from Commercial Development $16,424,000 Total Initial General Fund Property Transfer Tax Revenue $39,434,000 See Appendix 22, 23A-D, and 24 for details.
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IV. METHODOLOGY AND ASSUMPTIONS
The fiscal impact analysis provides a preliminary estimate of the annual recurring fiscal revenues and expenses that the Project will generate to the General Fund of the City of Dublin upon buildout, as well as one-time revenues generated during construction.

General Fund revenues are the focus of the fiscal analysis because these revenues are the major sources of discretionary spending for key city services, including police and fire services, public works, and administrative services.

The major revenue and cost elements evaluated include property taxes, transient occupancy, sales and use taxes, and fire, public works, police, and parks and community services costs.

Projections are based on project specific data, such as the assessed value of the Project’s land use components, and per capita factors derived from the City’s adopted 2022/23 budget, such as costs to provide fire and police protection services. Estimates are in 2022 dollars.

The analysis reflects the assumption that the Project is financially feasible, reaches full build-out, and that the land use components generate gross receipts consistent with the levels generated by newly constructed developments.

The analysis is presented in attached tables. The key assumptions of the analysis and methodologies used to calculate the revenue impacts are summarized below.  Development Program – Per the Preferred Plan, the proposed Project includes approximately 265,000 SF of commercial development and 650 residential units. The commercial development includes a 225,000 square foot regional center and 40,000 square feet of neighborhood-serving retail. The regional center will be anchored by an 80,000 square foot Topgolf facility, a 30,000 square foot entertainment tenant, 40,000 square feet of restaurants and shops, and a limited-service hotel with approximately 140 rooms. The neighborhood center will be located along Finnian Way and will include 40,000 square feet of restaurants, retail shops, and service tenants. The residential development includes 150 single family detached homes, 360 townhomes, 40 mixed-use townhomes, and 100 affordable rental apartments. See Appendix 3A, 3B, and 3C.  Existing City of Dublin Demographics – The source for population and household demographic data is ESRI Business Analyst Demographic Estimates for 2022. See Appendix 2.
 Project Demographics –the Project’s projected population is based on household size factors generated by the Preferred Plan and is based on the average residential vacancy level in City of Dublin per ESRI Business Analyst. Commercial employment has been estimated based on employment density factors of 350 SF per employee for retail 1531
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spaces, 500 SF per employee for Topgolf, 400 SF per employee for the entertainment anchor, and 150 SF per employee for restaurants. Hotel employment has been estimated based on the employment density factor of 0.9 employees per room. KMA has assumed a commercial vacancy level of 5% for this analysis. See Appendix 4.  Inflation of Revenue and Expenses – The analysis is a static analysis of conditions upon buildout of the Project. Revenues are presented in 2022 dollars.  Continuity of Legal and Institutional Constraints – The revenue and expenditure structure of the City is based on the adopted FY 2022/23 budget. The projection assumes that the revenue sources will remain constant.
 Rounding – In some cases the calculated summations presented in the appendix tables do not precisely match the summations presented in the body of the report. These differences are due to rounding.
 Service Population – The estimates of Franchise Fees and most service costs use a modified per capita measure known as “Service Population.” This approach combines residents and employees to form a single service population. The Service Population approach weights an employee as 0.50 of a resident, such that two employees are viewed as having the same impact as one resident. See Appendix 4.  Assessed Property Value – The assessed values of the commercial components have been estimated based on the site’s current assessed value, the assessed improvement value of other recently completed commercial buildings, and hard construction cost estimates published by Marshall and Swift. KMA estimates that a portion of soft costs would be included in the project’s assessed value, equivalent to 20% of hard cost estimates. See Appendix 5A.

For-sale residential properties’ assessed values are based on the sales prices of recently sold homes in Dublin. The multifamily apartments will be subject to long-term affordability restrictions, which will limit occupancy to Very Low and Low Income residents. The analysis assumes that these units will be exempt from the payment of property taxes.
 City of Dublin General Fund’s Portion of Property Tax Revenues – The Project is located in Tax Rate Area (TRA) 26-023. The City receives 22.98% of the base 1% property tax levy in this TRA. See Appendix 6.
 Property Transfer Tax – The City receives $0.55 for every $1,000 of assessed value of properties upon sale. In order to project annual property transfer taxes, this analysis assumes that the average holding period for homes is 7 years and that the holding 1532
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period for commercial uses is 20 years (see Appendix 7). Additionally, the City will also receive transfer taxes from the property owner’s initial purchase of the site and the initial sale of single-family residential units. See Appendix 20B.  Property Tax In-Lieu of Motor Vehicle License Fees – Property tax in-lieu of VLF has been estimated in accordance with SB 1096, based on data from the California State Controller’s Office and projected assessed values. It is estimated based on $0.41 per $1,000 growth in projected assessed values. See Appendix 8.  Sales Tax Revenues – The City receives 1% of taxable sales. The sales tax revenues from retail activities are based on the average per square foot taxable sales generated by Persimmon Place in Dublin ($430/SF, after adjusting for inflation). Based on information from the applicant, it is assumed that Topgolf will annually generate $100,000 of retail sales. The analysis reflects the assumption that 100% of on-site sales are “new” sales to the City and are not generated by a transfer of sales from existing Dublin retailers to the subject Project. See Appendix 9A.

Off-site taxable spending by project employees is estimated based on weekly retail spending by suburban workers, as reported in the ICSC report, "Office Worker Retail Spending in a Digital Age" (2012). Figures have been adjusted to 2022 dollars using the national CPI. KMA has assumed that 40% of the taxable employee retail spending is captured on-site, 10% is captured off-site in other retail locations in City of Dublin, while remaining 50% is captured by retail located outside the City. See Appendix 9A.

Taxable expenditures by residents are estimated based on the estimated household income for each residential prototype (Appendix 9B), and the average percentage of income spent on taxable expenditures for the residents of the Nine County Bay Area.

KMA has assumed that 5% of the taxable household retail spending is captured on-site, 45% is captured off-site in other retail locations in City of Dublin, while the remaining 50% is captured by retail located outside the City. See Appendix 9B.  Transient Occupancy Tax (TOT) – This analysis assumes a 140-room, select-service hotel based on information from the applicant. This analysis assumes that the proposed hotel will generate an average room rate of $165 and an average occupancy rate of 75%, which are consistent with current overall market conditions, but conservative for a new hotel. Per Dublin Municipal Code (section 3.16.030), the transient occupancy tax rate in the City is 8%. See Appendix 10.
 Business Registration Fees – The current initial business registration fee is $102 per business and the annual renewal rate is $28. The total number of businesses upon buildout is estimated based on the following assumed average square feet per business:
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include one hotel, one entertainment anchor and two businesses within the Topgolf operation. See Appendix 11.
 Franchise Fees – The estimate of Franchise Fees is based on the per capita (service population) figure derived from revenue data from the City’s 2022/23 budget. See Appendix 12.
 Gas Tax Revenues – The City of Dublin anticipates receiving $1.90 million of Gas Tax Revenue from the State of California, with $1.1 million to be used to fund Public Works Dept. expenses and the remaining $740,000 to be used to fund CIP street maintenance costs. In addition to Gas Tax revenues from the State, the City anticipates receiving $1.3 million of increases to gasoline and diesel taxes and vehicle registration fees resulting from Senate Bill 1, which will be dedicated to the streets CIP. For purposes of this analysis, both revenue sources have been reflected in this analysis as reductions to the public works and CIP costs borne by General Fund revenues.  General Fund Expenditures – This fiscal impact analysis uses average cost multipliers derived from the City of Dublin’s 2022/23 Approved Budget to project General Fund costs for providing public services. Estimates of police, public works, fire, community development, and other administrative departments’ costs are based on the current city cost per service population, while the cost estimate for parks and community services is based on the current cost per city resident. The cost to maintain new public infrastructure that will be built as part of the project was estimated by the City’s Public Works Department. See Appendices 13 to 19.
 Total Annual General Fund Impacts versus Net New Annual General Fund Impacts – Given that the development site is vacant, the difference between the total fiscal impacts of the Project and the net new impacts of the Project is the amount of annual property tax revenue that the development site generated in FY 2021/22.  Construction-related Sales/Use Tax Revenues – The Construction use tax revenue estimate is based on construction cost factors published by Marshall and Swift, the assessed values of similar projects, and cost estimates provided by the applicant. The use tax revenue estimate reflects the assumption that the City of Dublin is designated as the point of sale by the general and sub-contractors for 50% of the materials purchased for the construction of the Project and that materials costs account for 50% of hard construction costs. See Appendix 20A.
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V. LIMITING CONDITIONS

1. The analysis contained in this document is based, in part, on data provided by third parties and published data sources. While Keyser Marston Associates, Inc. (KMA) believes that the sources consulted are reliable, we cannot guarantee their accuracy.

2. A projection of economic and fiscal impacts is inherently based on judgment. The projections contained herein are based on the best information available at the time that this document was prepared. Actual impacts are likely to vary from the estimates contained in this report.

3. The analysis assumes that the economy will continue to grow at a moderate rate.

4. Revenue projections are based on the best project-specific and fiscal data available at this time as well as experience with comparable projects. Material changes to costs, development program, or project performance may render the conclusions contained herein invalid.

5. Revenue estimates are based on the assumption that sufficient market support exists for the proposed uses and that the Project will achieve industry standard productivity levels.

6. It is assumed that all applicable laws and governmental regulations in place as of the date of this document will remain unchanged throughout the projection period. In the event that this does not hold true, for example, if any tax rate changes, the analysis would need to be revised.

7. KMA is not liable for the accuracy of any abstracts, excerpts or summaries of this report that are not prepared by KMA.
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VI. APPENDIX TABLES
Fiscal Impacts of the Proposed (entire) Project
Appendix 1: Summary of Annual Fiscal Impacts to the City of Dublin Appendix 2: FY 2019/20 City of Dublin Demographics
Appendix 3A: Proposed Land Use Summary
Appendix 3B: Proposed Residential Unit Mix
Appendix 3C: Proposed Commercial Tenant Mix
Appendix 4: Estimated Project Demographics
Appendix 5A: Estimated Assessed Value
Appendix 5B: Project Assessed Land Values: FY 2021/22
Appendix 6: Estimate of Annual Base Property Tax Revenues Appendix 7: Estimate of Annual City General Fund Property Transfer Tax Revenues Appendix 8: Estimate of Annual City General Fund Property Tax In-Lieu of Vehicle License Fee Revenues Appendix 9A: Estimate of Annual Sales Tax Revenues from Retail Sales and Employee Spending Appendix 9B: Estimate of Annual Sales Tax Revenues from Resident Spending Appendix 10: Estimate of Annual City General Fund Transient Occupancy Tax (TOT) Revenues Appendix 11: Estimate of Annual City General Fund Business License Registration Fees Appendix 12: Estimate of Annual City General Fund Franchise Fee Revenues Appendix 13: Estimate of Annual General Fund Police Services Costs Appendix 14: Estimate of Annual General Fund Parks and Community Services Costs Appendix 15: Estimate of Annual General Fund Public Works Costs Appendix 16: Estimate of Annual General Fund Project-Specific Maintenance Costs Appendix 17: Estimate of Annual General Fund Fire Protection Services Costs Appendix 18: Estimate of Annual General Fund Community Development Costs Appendix 19: Estimate of Annual General Fund Other Departments Costs Appendix 20A: Estimate of One-time Sales and Use Tax and Employment Created by Construction Activities Appendix 20B: Estimate of One-time Property Transfer Tax Appendix 20C: Summary of Development Impact Fees from Construction Appendix 21: FY 2022/23 General Fund Budget Summary
Appendix 22: Summary of Development Impact Fees from Construction: Residential Development Appendix 23A: Med-High Multi-family Site Development Impact and In-Lieu Fees Appendix 23B: General Commercial Site Multi-family Development Impact and In-Lieu Fees Appendix 23C: Medium Density Residential Site Single Family Development Impact Fees Appendix 23D: Public/Semi-public Site Affordable Multi-family Development Impact and In-Lieu Fees Appendix 24: Development Impact Fees from Commercial Development 1536
Appendix 1: Summary of Annual Fiscal Impacts to the City of Dublin Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Total Net New
Annual Impacts Annual Impacts1
I. Annual Recurring General Fund Impacts
upon Buildout
Revenues2
Property Tax $3,121,000 $2,928,000
Property Transfer Tax $100,000 $100,000
Property Tax In-lieu of VLF $523,000 $523,000
Sales Tax $474,000 $474,000
Transient Occupancy Tax $506,000 $506,000
Business Registration Fee $1,000 $1,000
Franchise Fees $147,000 $147,000
Total Revenues $4,872,000 $4,679,000
Expenditures3
Police Services Cost ($530,000) ($530,000)
Parks and Community Services Cost ($99,000) ($99,000)
Public Works Cost (Net of Gas Tax Funds) ($235,000) ($235,000) Fire Services Cost ($282,000) ($282,000)
Community Development Cost $0 $0
Other Department Cost funded by GF4 ($91,000) ($91,000) Total Expenditures ($1,237,000) ($1,237,000)
Net Annual Fiscal Surplus/(Deficit) $3,635,000 $3,442,000 $ Total
II. One-time Construction Related Revenues
Sales and Use Tax Generated from Construction
Material Purchases5 $1,010,000
Initial Prop. Transfer Tax from sale of land and for-sale units6 $719,000
Development Impact Fees and In-lieu fees7 $39,433,000
Total One-time Revenues $41,162,000
Figures rounded

1. Net new impacts reflect the growth in revenues relative to FY 2021/22.

2. See Appendices 6 to 12 for individual revenue calculations and assumptions.

4. Includes City Council, Office of the City Manager, City Clerk's Office, Human Resources Department, City Attorney's Office, Library, CIP, animal control, and Administrative Services department expenditures. Excludes costs funded by the Gas Tax Fund and Fund 2220.

5. See Appendix 20A for details.

6. See Appendix 20B for details.

7. See Appendix 20C for details.

3. See Appendices 13 to 19 for individual expenditure calculations and assumptions.

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Appendix 2: FY 2019/20 City of Dublin Demographics
Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 2022
Population1 75,325
Households1 24,174
Employment1 22,125
Service Population2 86,000 rounded
Average Household Income1 $212,601
Average Household Size1 2.81

1. Source: ESRI, 2022

2. Service Population calculated as resident population plus half of employment population.

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Appendix 3A: Proposed Land Use Summary
Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Gross Res. Commercial Hotel
Land Use Designation Acres1 Units Sq. Ft. Rooms
Commercial 24.9 0 265,000 140
Retail and Restaurants 70,000
Services 10,000
Entertainment Anchor 30,000
End User (analysis assumes Topgolf) 80,000
Hotel2 75,000 140
Affordable Rental Apartments 2.5 100
Single Family Ownership Units 37.3 550
Single Family Detached 150
Townhomes 360
MU townhomes (with ground floor retail/flex) 40
Interior streets / perimeter streetscapes 9.0
Parks 2.5
Total 76.2 650 265,000 140
Source: City of Dublin, based on applicant's submittal.

1. Gross Acreage reflects aggregate size of the site's assessed parcels.

Acreage by land use estimated by KMA based on site plan.

2. Applicant estimates 120-140 keys. Analysis reflects 140 keys.

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Appendix 3B: Proposed Residential Unit Mix
Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Number of Avg. Area
Residential Type Units Per Unit (SF)
Affordable Apartments1
1 Bedroom 50 1 650 1
2 Bedroom 50 1 850 1
3 Bedroom 0 -
Subtotal/Average 100 750
Single Family Detached
Single Family Detached 150 1,971
Townhomes 360 1,835
Mixed use townhomes (ground floor retail or flex) 40 2,303 2 Subtotal/Average 550 1,906
Total Residential Units 650
Source: City of Dublin based on information provided by applicant.

1. KMA estimate

2. Square footage includes ground floor retail in Shophouses Prepared by: Keyser Marston Associates, Inc.

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Appendix 3C: Proposed Commercial Tenant Mix
Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Commerical Square Feet
Total Commercial 265,000 SF
Regional Center (Dublin Blvd)
Topgolf 80,000 SF
Entertainment Anchor 30,000 SF
Restaurant 24,000 SF
Retail Shops 16,000 SF
Hotel (est. 140 keys) 75,000 SF
Total Regional Center 225,000 SF
Finnian Way (Includes retail in shophouses)
Restaurant 20,000 SF
Retail shops 10,000 SF
Services 10,000 SF
Total Finnian Way Commercial 40,000 SF
Source: City of Dublin
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Appendix 4: Estimated Project Demographics
Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Affordable Total
Residential Single Family Apartments Residential
Average Household Size1 3.08 1.88 2.90
Residential Vacancy2 4.20% 3.00% 4.02%
Units3 550 100 650
Resident Population 1,623 182 1,805
Commercial Employment
Commercial Vacancy4 5%
Area (SF)/ SF/ Employee or Total
Commercial Type5 Rooms5 Rooms/Emp.4 Employees
Topgolf 80,000 SF 500 160
Entertainment Anchor 30,000 SF 400 75
Restaurant 44,000 SF 150 279
Retail Shops 26,000 SF 350 71
Services 10,000 SF 350 27
Hotel6 140 rooms 0.9 156
Total Employees 768
Service Population7 2,189

1. Single Family Source: SCS Preferred Plan (12/21).

ESRI Business Analyst.

3. See Appendix 3B.

4. KMA Assumption.

5. See Appendix 3C.

6. Does not include vacancy factor.

7. Service Population calculated as resident population plus half of employment.

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Appendix 5A: Estimated Assessed Value
Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Total Estimated Assessed Value upon Buildout
Commercial and privately owned landscaped areas $131,000,000 rounded Affordable Rental Apartments $0 rounded
For-Sale Residential $1,227,000,000 rounded
Total Estimated AV upon buildout $1,358,000,000
See below for calculations
Assessed Value of Privately Owned Commercial/Rwy Properties upon Buildout Estimated
APN1 Tax Area2 Area (Acres)2 Land Value2
985-0051-004 26-023 1.2 $1,345,497
985-0051-005 26-023 20.9 $23,094,204
985-0051-006 26-023 6.6 $7,247,815
Total Est. Commercial + Private Rwy 28.7 $31,687,516
Est. Improvement
Commercial Product Type Hard Cost4 Soft Cost5 Value
Topgolf $18,100,000 $3,620,000.0 $21,720,000
Restaurants $20,000,000 $4,000,000.0 $24,000,000
Retail Shops (ex. sf in thms.) $5,400,000 $1,080,000.0 $6,480,000 Entertainment Anchor $8,600,000 $1,720,000.0 $10,320,000 Retail Services (ex. Sf in thms.) $1,400,000 $280,000.0 $1,680,000 Hotel - 140 Keys $29,400,000 $5,880,000.0 $35,280,000
Total Estimated Improvement Value of Commercial Development $99,480,000 Total Estimated Assessed Value of Commercial Development6 $131,168,000 Assessed Value of Affordable Rental Apartment Property upon Buildout Estimated
APN1 Tax Area2 Area (Acres)3 Land Value2
985-0051-006 26-023 2.5 $0
Total Estimated Multifamily Land Value 2.5 $0
Est. Improvement
Residential Product Type Hard Cost4 Soft Cost5 Value
Multifamily Apartments $0 $0 $0
Total Est. Assessed Value of Affordable Rental Apartment Property $0 Prepared by: Keyser Marston Associates, Inc.

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Appendix 5A: Estimated Assessed Value
Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Assessed Value of For-Sale Residential Properties upon Buildout Sale Price Est. Assessed
For-Sale Residential Product Type Per Unit8 No. of Units Value Single Family Detached $ 1,330,385 150 $199,557,675
Townhomes $ 1,036,832 360 $373,259,340
MU townhomes (with ground floor retail/ $ 1,013,364 40 $40,534,560 Total For-Sale Residential $ 1,115,185 550 $613,351,575 Total Est. Assessed Value of For-sale Residential Development $1,226,703,000 Total Estimated Assessed Value upon Buildout $1,358,000,000 <Less> FY 2021/22 Total Assessed Value (Land Value)7 -$84,093,597 Net New Assessed Value upon Buildout $1,274,000,000

1. Per City of Dublin.

2. Source: RealQuest, see Appendix 5B for details. For the purpose of this analysis, land value of non-residential components have been assumed to be equal to FY 2021/22 assessed land value.

3. See Appendix 5B for distribution of development site by land use.

4. See Appendix 20A for hard cost assumptions.

5. KMA estimates that a portion of soft costs would be included in assessed values. The portion assumed is equivalent to 20% of hard costs. It is assumed that the affordable apartments will be exempt from property taxes.

6. KMA has not included the unsecured assessed values in this analysis.

7. See Appendix 5B for current assessed value of property.

8. Pricing estimates based on prices of comparable for-sale residential units in market area.

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Appendix 5B: Project Assessed Land Values: FY 2021/22
Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Tax Area FY 2017/18 FY 2021/22 FY 2021/22
APN Area1 (Acres)1 Land AV1 Land AV1 Value per sf Commercial Affordable
Apts. For-sale Res. Parks / Rwy Total
985-0051-004 26-023 1.22 $63,505 $1,345,497 $25 $1,345,497 $0 $0 $0 $1,345,497 985-0051-005 26-023 20.92 $1,178,117 $23,094,204 $25 $23,094,204 $0 $0 $0 $23,094,204 985-0051-006 26-023 30.26 $1,704,308 $33,416,694 $25 $3,036,473 $2,760,430 $23,408,449 $4,211,342 $33,416,694 985-0052-024 26-023 20.70 $1,165,580 $22,852,435 $25 $0 $0 $15,347,125 $7,505,310 $22,852,435 985-0052-025 26-023 3.07 $172,958 $3,384,767 $25 $0 $0 $2,454,809 $929,958 $3,384,767 Totals 76.18 $4,284,468 $84,093,597 $25 $27,476,174 $2,760,430 $41,210,383 $12,646,610 $84,093,597 Notes:

1. Source: RealQuest

2. Estimated Distribution of parcels by land use based on Preferred Plan for SCS, December 13, 2021.

APN Apts. SF Comercial Parks/Rwy Total Apts. SF Commercial Parks/Rwy Total 985-0051-004 0% 0% 100% 0% 100% 0 0 1.22 0.00 1.22
985-0051-005 0% 0% 100% 0% 100% 0 0 20.92 0.00 20.92
985-0051-006 8% 70% 9% 13% 100% 2.5 21.2 2.75 3.81 30.26 985-0052-024 0% 67% 0% 33% 100% 0 13.9 0.00 6.80 20.70
985-0052-025 0% 73% 0% 27% 100% 0 2.23 0.00 0.84 3.07
Total Site 3% 49% 33% 15% 100% 2.5 37.33 24.89 11.46 76.18 3% 49% 33% 15% 100%
FY 2020/21 Assessed Land Value Distribution2
Estimated Distribution of Acreage by Land Use
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Appendix 6: Estimate of Annual Base Property Tax Revenues Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Total New1
Total Estimated Assessed Value2 $1,358,000,000 $1,274,000,000 Base 1% Property Tax Levy $13,580,000 $12,740,000
Tax Rate Area 26-023 26-023
City of Dublin General Fund's portion of Base 1% Property Tax (Post-ERAF)3 22.98% 22.98% Estimate of Annual Property Tax Revenues $3,121,000 $2,928,000 Note: Figures rounded to closest 1,000s.

1. FY 2021/22 has been assumed as the base year to estimate the new annual impacts of the project.

2. See Appendix 5A for details.

3. Estimated based on 19-20 ERAF Contribution Percentages Prepared by: Keyser Marston Associates, Inc.

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Appendix 7: Estimate of Annual City General Fund Property Transfer Tax Revenues Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Transfer Tax Rate per $1,000 of Assessed Value1 $0.55
Holding Period Assumptions
Multifamily Apartments2 20 years
Single Family Detached2 7 years
Commercial2 20 years
Est. Assessed Property
Land Use Value3 Transfer Tax
Residential
Multifamily Apartments $0 $0
Single Family Detached $1,226,703,000 $96,384
Commercial $131,168,000 $3,607
Totals $1,358,000,000 $100,000
Estimate of Annual City Property Transfer Tax Revenues $100,000 Note: Figures rounded

1. Source: http://www.californiacityfinance.com/PropTransfTaxRates.pdf, accessed 07/03/2018.

2. KMA Assumption.

3. See Appendix 5 for details.

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Appendix 8: Estimate of Annual City General Fund Property Tax In-Lieu of Vehicle License Fee Revenues Fiscal Impact Analysis of SCS Property Proposal
2004-05 Vehicle License Fee Adjusted Amount1,2 $2,278,846 2004-05 Assessed Valuation1,2 $5,553,452,954
VLF per $1,000 in AV Growth $0.41
Estimated Assessed Value Upon Buildout3 $1,358,000,000
<Less> FY 2021/22 Assessed Value (Land Value)4 ($84,093,597) Total Estimated Net New Assessed Value upon Buildout $1,273,906,403 Estimate of Annual Property Tax In-Lieu of VLF Revenues $523,000 Note: Figures rounded to closest 1,000s

1. As per SB 1096, growth of property tax in lieu of VLF is proportional to growth in AV since 2004/05.

2. VLF distribution in 2004/05 per the California State Controller's Office.

3. See Appendix 5A.

4. See Appendix 5B for details.

Prepared by: Keyser Marston Associates, Inc.

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Appendix 9A: Estimate of Annual Sales Tax Revenues from Retail Sales and Employee Spending Fiscal Impact Analysis of SCS Property Proposal
City of Dublin's share of sales tax of total taxable Sales1 1.00% Sales Tax from Retail Shops and Restaurants
Estimated Taxable Retail Sales per Square Foot2 $430
Total Retail Square Feet3 70,000
Estimated Total Taxable Retail Sales $30,068,000
Estimated Sales Tax from Retail Shops and Restaurants $301,000 Sales Tax from Topgolf
Estimated Taxable (F&B) Topgolf4 $100,000
Estimated Sales Tax from Topgolf $1,000
Sales Tax from Entertainment Anchor
Estimated restaurant area of 6,000 sf with sales of $600 per sf4 $3,600,000 Estimated Sales Tax from Entertainment Anchor $36,000
Sales Tax from Off-Site Employee Spending
Weekly Employee Spending on Retail5 $17
Weeks at Work per Year6 50
Average Annual Retail Spending per Employee $827
City of Dublin (off-site) Capture Rate7 10%
Onsite Capture Rate7 40%
Employee Spending Captured Outside City of Dublin7 50%
100%
Annual Income Spent on off-site Retail Sales in Dublin per Employee $83 New Employment8 768
Estimated Off-site Taxable Sales from Employee Spending $64,000 Estimated Sales Tax from Off-site Employee Spending $640 Estimate of Annual Sales Tax Revenues from Retail Sales and Employee Spending $339,000 Note: Figures rounded to closest 1,000s.

1. Source: Dublin Municipal Code

2. This is based on average per square foot taxable sales generated by Persimmon Place in Dublin (includes vacancy).

Factor has been adjusted to $2019 using national CPI.

3. See Appendix 3; Excludes hotel and movie theater.

4. Topgolf estimates has been provided by applicant. Entertainment anchor estimate has been generated by KMA.

5. Based on weekly employee restaurant spending in the vicinity of the workplace, as reported in the ICSC report, "Office Worker Retail Spending in a Digital Age" (2012), for suburban workers, assuming 50 weeks at work per year.

Figures adjusted to $2022 using national CPI.

6. KMA assumption.

7. KMA has assumed that 40% of the taxable employee retail spending is captured on-site, 10% is captured off-site in other retail locations in City of Dublin, while remaining 50% is captured by retail located outside the City.

8. See Appendix 4.

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Appendix 9B: Estimate of Annual Sales Tax Revenues from Resident Spending Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 City of Dublin's share of sales tax of total taxable Sales1 1.00% Percentage of Household Income Spent on Taxable Retail Sales2 26.5% No. of Monthly Est. HH HH Taxable Total Retail
Affordable Apartments HH3 Area (SF)4 Rent5 Income6 Retail Spending Spending 1 Bedroom 49 650 $1,607 $64,000 $16,967 $831,397
2 Bedroom 48 850 $1,856 $74,000 $19,618 $941,685
3 Bedroom 0 - $0 $0 $0 $0
Estimated Taxable Retail Spending by Multifamily Residential HH $1,773,082 City of Dublin (off-site) Capture Rate7 45%
Onsite Capture Rate7 5%
Spending Captured Outside City of Dublin7 50%
100%
Estimated Off-site Taxable Sales from Multifamily Resident Spending $798,000 Estimated Sales Tax from off-site Multifamily Resident Spending $8,000 No. of Est. Sale Est. HH HH Taxable Total Retail
For-sale Units HH3 Area (SF)4 Price8 Income9 Retail Spending Spending Single Family detached 144 1,971 $1,330,385 $242,000 $64,158 $9,238,692 Townhomes 345 1,835 $1,036,832 $188,000 $49,841 $17,195,294 MU Townhomes 38 2,303 $1,013,364 $184,000 $48,781 $1,853,677 Estimated Taxable Retail Spending by For-sale Residential HH $28,287,663 City of Dublin (off-site) Capture Rate7 45%
Onsite Capture Rate7 5%
Spending Captured Outside City of Dublin7 50%
100%
Estimated off-site Taxable Sales from for-sale Units' Resident Spending $12,729,000 Estimated Sales Tax from off-site for-sale Units' Resident Spending $127,000 Estimate of Annual Sales Tax Revenues from Resident Spending $135,000 Note: Figures rounded to closest 1,000s.

1. Source: Dublin Municipal Code.

2. Based on the average percentage of income spent on Retail and Food services for Nine County Bay Area residents; Source: CA Board of Equalization (2017).

3. Includes a 3% vacancy factor for affordable rental apartments and 4.2% for for-sale units.

4. See Appendix 3B.

5. Estimates reflect Very Low rents in accordance with CTCAC limits.

6. Estimated based on the assumption that 30% of the annual household income goes towards rent.

7. KMA assumption.

8. KMA estimate based on recent home sales in the market area.

9. Estimated based on the assumption that 30% of the household income goes towards mortgage payment. Mortgage is calculated as a self amortizing 30 year loan at 5.5% on 80% of the sale price.

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Appendix 10: Estimate of Annual City General Fund Transient Occupancy Tax (TOT) Revenues Fiscal Impact Analysis of SCS Property Proposal
Upscale Select Service Hotel
Estimated Number of Rooms (Keys) 140
Annual Room Nights 51,100
Average Daily Rate (ADR in $2022) 1 $165
Occupancy upon Stablization 75%
Hotel Revenue Generated $6,323,625
TOT
Revenues
Total Hotel Revenue Generated $6,323,625
City of Dublin TOT Rate2 8%
Estimate of Annual Transient Occupancy Tax Revenues $506,000 Note: Figures rounded to closest 1,000s

2. Source: Dublin Municipal Code (section 3.16.030).

1. Rate reflects current average daily rate in Tri-Valley. This is a conservative assumption as it does not focus exclusively on new hotels, which, on average, generate a higher room rate than existing hotels.

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Appendix 11: Estimate of Annual City General Fund Business License Registration Fees Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Annual Business License Registration Fee per business1 $28 Estimated Avg. # of Business Reg.

Commercial2 Program2 SF per Business3 Businesses Fees
Total Commercial
Topgolf 80,000 SF 40,000 2 $120
Entertainment Anchor 30,000 SF 30,000 1 $92
Restaurant 44,000 SF 3,000 15 $484
Retail shops 26,000 SF 3,000 9 $316
Services 10,000 SF 3,000 3 $148
Hotel (est. 140 keys) 140 keys 1 $92
31 $1,252
Estimate of Annual Business Registration Fees $1,000
Note: Figures rounded to closest 1,000s

1. Source: City of Dublin; Initial fee amount is $102 per business, but thereafter the annual fee is $28 per business.

2. See Appendix 4 for details

3. KMA assumption
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Appendix 12: Estimate of Annual City General Fund Franchise Fee Revenues Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Franchise Fee FY 2022/231,2 $5,760,000
FY 2022/23 Service Population3 86,000
Estimated Franchise Fee per Service Population $67
New Service Population in the Plan Area4 2,189
Estimate of Annual Franchise Fee Revenues $147,000
Note: Figures rounded to closest 1,000s

1. Source: City of Dublin, Adopted Budget FY 2022/23; See Appendix 21 for details.

2. Includes Electric, Gas, Garbage and Cable Franchise Taxes.

3. See Appendix 2.

4. See Appendix 4.

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Appendix 13: Estimate of Annual General Fund Police Services Costs Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 2022
Police Services General Fund Portion of Expenditures1 $27,883,673 Less Police Services General Fund Revenues1 ($105,750)
Police Services Net General Fund Expenditures $27,777,923 FY 2019/20 Service Population2 86,000
Percentage Variable Factor 75%
Adjusted Police Services Net Expenditure per Service Population $242 New Service Population in the Plan Area3 2,189
Estimate of Annual Police Services Costs $530,000
Note: Figures rounded to closest 1,000s

1. Source: City of Dublin, California, Adopted Budget FY 2022/23; See Appendix 21 for details.

2. See Appendix 2.

3. See Appendix 4.

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Appendix 14: Estimate of Annual General Fund Parks and Community Services Costs Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 2022
Parks and Community Services General Fund Portion of Expenditures1 $8,453,835 Less Parks and Community Services General Fund Revenues1 ($5,292,541) Parks and Community Services Net General Fund Expenditures $3,161,294 FY 2019/20 Resident Population2 75,325
Percentage Variable Factor 50%
Adjusted Parks and Comm. Services Net Expenditure per Resident Pop. $21 New Resident Population in the Plan Area3 1,623
Annual share of city-wide parks and community services costs $34,055 Project specific costs - cost to maintain Grand Paseo Park4 $65,184 Estimate of Annual Parks and Community Services Costs $99,000 Note: Figures rounded to closest 1,000s

1. Source: City of Dublin, California, Adopted Budget FY 2022/23; See Appendix 21 for details.

2. See Appendix 2.

3. See Appendix 4.

4. See Appendix 16 for details.

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Appendix 15: Estimate of Annual General Fund Public Works Costs Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 2022
Public Works General Fund Portion of Expenditures1 $18,461,455 Less Environmental Services General Fund Revenues and other allocations1 $0 Public Works Net General Fund Expenditures $18,461,455
FY 2022 Service Population2 86,000
Percentage Variable Factor 50%
Adjusted Public Works Net Expenditure per Resident Population $107 New Service Population in the Plan Area3 2,189
Cost to maintain city-wide improvements $234,977
Cost to maintain project specific improvements (Appendix 16)4 $27,045 Projected Annual Public Works Cost Before Gas Tax Revenues $262,000 State Gas Tax Revenues Allocated to Public Works $1,140,543 FY 2022 Residential Population 75,325
Per Capital Revenue $15
New Residential Population 1,805
Projected New Gas Tax Revenue $27,334
Projected Annual Public Works Cost After Gas Tax Revenues $234,666 Note: Figures rounded to closest 1,000s

1. Source: City of Dublin, California, Adopted Budget FY 2022/23; See Appendix 21 for details.

2. See Appendix 2.

3. See Appendix 4.

4. Represents only a portion of maintenance costs for new streets. See Appendix 16 for list of streeets that are included in this estimate and those that have not been accounted for in the estimate.

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Appendix 16: Estimate of Annual General Fund Project-Specific Maintenance Costs Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Frequency
Item Quantity Unit Unit Cost (in Years) Annual Cost
Brannigan 1 2700 LF $5.68 Per LF 1 $15,341
Aviano Way 1 930 LF $5.68 Per LF 1 $5,284
Finnian Way 1 930 LF $5.68 Per LF 1 $5,284
Diablo View Drive 1 1,600 LF $5.68 Per LF 1 $9,091
Northside Drive (credit) 1 1,400 LF $5.68 Per LF 1 -$7,955 Grand Paseo 2 1.68 acres $38,800 Per acre 1 $65,184
Annual Project Specific Public Works Estimate $92,229
2% $92,229

1. Public Works Dept. responsibility

2. Parks and Community Service responsibilty
Source: City of Dublin
Public works maintenance costs include median and street landscaping, pavement, street lights, sweeping, storm drain, bike paths, signs, striping, water, and electrical. Does not include traffig signals or rehabilitation /replacement costs, which are funded by the CIP. These calculations do not take into consideration maintenance costs for street widening of Dublin Blvd., Tassajara Road, Gleason Drive, Brannigan Street, and Central Parkway.

Parks maintenance costs includes water and electrical.

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Appendix 17: Estimate of Annual General Fund Fire Protection Services Costs Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 FY 2019/20
Fire Services General Fund Portion of Expenditures1 $15,977,050 Less Fire Services General Fund Revenues1 ($1,195,709)
Fire Services Net General Fund Expenditures $14,781,341 FY 2019/20 Service Population2 86,000
Percentage Variable Factor 75%
Adjusted Fire Services Net Expenditure per Service Population $129 New Service Population in the Plan Area3 2,189
Projected Annual Fire Services Cost $282,000
Note: Figures rounded to closest 1,000s

1. Source: City of Dublin, California, Adopted Budget FY 2022/23; See Appendix 21 for details.

2. See Appendix 2.

3. See Appendix 4.

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Appendix 18: Estimate of Annual General Fund Community Development Costs Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 FY 2019/20
Community Developments General Fund Portion of Expenditures1 $5,282,548 Less Community Development General Fund Revenues1 ($7,830,334) Community Development Net General Fund Expenditures ($2,547,786) FY 2019/20 Service Population2 86,000
Percentage Variable Factor 50%
Adjusted Community Development Net Expenditure per Service Population ($15) New Service Population in the Plan Area3 2,189
Projected Annual Community Development Cost4 $0
Note: Figures rounded to closest 1,000s

1. Source: City of Dublin, California, Adopted Budget FY 2022/23; See Appendix 21 for details.

2. See Appendix 2.

3. See Appendix 4.
4 Building permit revenues, zoning, charges and plan check fees exceed the department's budget, so, there is not a marginal net cost for these services.

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Appendix 19: Estimate of Annual General Fund Other Departments Costs Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 2022/23
City Council General Fund Portion of Expenditures1 $543,506 Office of City Manager General Fund Portion of Expenditures1 $1,709,892 City Clerk Office's General Fund Portion of Expenditures1 $981,009 Communications1 $582,769
Economic Development1 $783,486
Human Resources Department General Fund Portion of Expenditures1 $2,823,046 City Attorney Office's General Fund Portion of Expenditures1 $725,000 Administrative Services Department General Fund Portion of Expenditures1 $2,408,430 Animal Control $319,995
CIP (Less amount funded by State Gas Tax and Fund 2220) $2,539,394 Library Services1 $639,380
Human Services1 $192,560
Total Other Departments General Fund Portion of Expenditures $14,248,467 ($27,000)
Other Departments Net General Fund Expenditures $14,221,467 FY 2021/22 Service Population2 86,000
Percentage Variable Factor 25%
Adjusted Other Department Net Expenditure per Service Population $41 New Service Population in the Plan Area3 2,189
Projected Annual Other Department Costs $91,000
Note: Figures rounded to closest 1,000s

1. Source: City of Dublin, California, Adopted Budget FY 2022/23; See Appendix 21 for details.

2. See Appendix 2.

3. See Appendix 4.

Less General and Administrative General Fund Revenuesand Human Resources1
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Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Total Hard Cost Factor1
Commercial - Topgolf 80,000 SF $226 $18,100,000
Commercial - Restaurant 44,000 SF $455/SF $20,000,000
Commercial - Retail Shops (ex. SF in TH) 21,324 SF $255/SF $5,400,000 Commercial - Entertainment Anchor 30,000 SF $285/SF $8,600,000 Commercial - Services (ex. SF in TH) 5,324 SF $255/SF $1,400,000 Hotel 140 keys $210,000/key $29,400,000
Affordable apartments 100 du $400,000/du $40,000,000
Single Family Detached 150 du $344,520/du $51,700,000
Townhomes 360 du $379,499/du $136,600,000
MU townhomes (with ground floor retail/flex) 40 du $476,281/du $19,100,000 Grand Paseo Park $1,209,600
On and offsite costs $71,733,100
Total Hard Cost $403,242,700
Estimated Construction Material Cost as a percentage of Hard Costs2 50% Estimated Share with Dublin as a point of Sale3 50%
Estimated Construction Material Sales in City of Dublin $100,810,675 Local Sales and Use Tax Rate 1%
Total One-time Sales and Use Tax Revenues During Construction $1,010,000 Construction Jobs
Esimated Labor Cost as a percentage of Hard Costs 50%
$201,621,350
$79,040
Estimated Full-time Equivalent One-Year Construction Jobs5 2,551 Note: Figures rounded to closest 10,000s

1. Sources:

Topgolf - Assessed value of Roseville Topgolf building adjusted for inflation and allocation to hard costs Hotel - Marshall & Swift cost estimates

2. KMA assumption.

4. Source: Occupational Employment Statistics Survey (OES), May 2021

5. Based on convention, employment counts reflect a one-year construciton period.

Residential - Estimates prepared for analysis of Preferred Plan with base costs provided by applicant.

On and off-site improvements - Ruggeri-Jensen-Azar cost estimate dated March 9 2022

3. For the purpose of this analysis it is assumed that 50% of the material costs will generate sales/use tax revenue to the city of Dublin, by general and sub-contractors designating the job site in Dublin as the point of sale for the materials.

Average Annual Wage for Construction Occupations in Alameda and Contra Costa Counties, 20214
Estimated Construction Labor Costs
Restaurant, shops, services and entertainment anchor - Marshall & Swift cost esitmates prepared for analysis of Preferred Plan.

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Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Transfer Tax Rate per $1,000 of Assessed Value1 $0.55
I. Property Transfer Tax from Purchase of Site

1. Land Sale Date2 6/29/2017
Sale Price2 $80,000,000
Transfer Tax generated from the land sale transaction $44,000 Transfer Tax generated from Land Sale Transaction1 $44,000 II. Initial Transfer Tax from For-sale Residential
Est. Assessed Property
Value3 Transfer Tax
Single Family Detached $199,557,675 $109,757
Townhomes $373,259,340 $205,293
MU townhomes (with ground floor retail/flex) $40,534,560 $22,294 Total For-Sale Residential $613,351,575 $337,343
Transfer Tax generated from Sale of for-sale residential units $675,000 Projected Total One-time Initial Property Transfer Tax $719,000 Note: Figures rounded. For the purpose of this analysis, commercial and rental residential development are not included in the initial Property Transfer tax calculation.
1 There will likely be additional sales to builders, but they are not known at this time and have been excluded from the analysis.

2. Source: Real Quest

3. See Appendix 5A for details.

Appendix 20B: Estimate of One-time Property Transfer Tax from Purchase of Development Site and from Initial Sale of Ownership Units
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Appendix 20C: Summary of Development Impact Fees from Construction Fiscal Impact Analysis of SCS Property Proposal
Impact Fees from Residential Development 1 $23,009,515
Impact Fees from Commercial Development 2 $16,423,916
Total Development Impact Fees $39,433,431
Source: City of Dublin.
1 See Appendix 22 for details.
1 See Appendix 24 for details.

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Appendix 21: FY 2022/23 General Fund Budget Summary and Gas Tax Revenues Allocated to PW Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 General Fund Revenues
FY 2022-23 Basis of KMA Projection
Included in the Analysis
Property Taxes $55,163,000 assessed value, City share of 1% tax Sales Tax $26,400,000 est. project sales, empl. and resid. spending Property Transfer Tax $800,000 assessed value (AV), $0.55 per $1,000 of AV Transient Occupancy Tax $1,400,000 avg. daily room rate, and hotel occupancy Franchise Taxes $5,760,000 per capita based on service population Business licenses $150,000 based on number of businesses Subtotal $89,673,000
Revenues that are Deducted from Expenditures Allocation by Department Licenses & Permits $3,836,514 $3,801,518 Community Dev. $34,996 Fire Services
$0 Police Services
$0 Public Works
Fines and Penalties $85,000 $85,000 Police Services
Leased property $522,987 $522,987 Parks & Community Svcs. $0 Public Works
General Revenue $0 $0 Parks & Community Svcs.
$0 Public Works
Charges for Services $10,006,833 $27,000 General and Admin. $4,028,816 Community Development
$1,160,713 Fire Services
$20,750 Police Services
$4,769,554 Parks & Community Svcs.
$0 Public Works
Intergovernmental $0 $0 Human Resources
Subtotal $14,451,334
Rev. Sources Ex. From Analysis Reason for Exclusion
Intergovernmental $290,000 independent of project
Balance of licenses and permits $38,377 minor source of funds Transfers In $77,900 independent of project
General Revenue $1,534,036 independent of project
$0 independent of project
Sales Tax Reimbursements -$405,555 independent of project Interest Earnings $1,510,000 independent of project
Environmental Services $1,618,571 independent of project Fines & Penalties $0 independent of project
Subtotal $4,663,329
Total General Fund Revenue $108,787,663 108787662 $1
Total Gas Tax Revenue to PW $1,140,543 allocated to Public Works for Street Maint.

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Appendix 21: FY 2022/23 General Fund Budget Summary and Gas Tax Revenues Allocated to PW Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 General Fund Expenditures1
General Fund Dept. General Net
Portion Fund Revenues Expenditure
City Council $543,506 $543,506
Office of City Manager $1,709,892 $1,709,892
City Clerk's Office $981,009 $981,009
Communications $582,769 $582,769
Economic Development $783,486 $783,486
Human Resources $2,823,046 $0 $2,823,046
City Attorney's Office $725,000 $725,000
Administrative Services $2,408,430 ($27,000) $2,381,430 Library Services $639,380 $639,380
Human Services $192,560 $192,560
Community Development $5,282,548 ($7,830,334) -$2,547,786 Fire Services $15,977,050 ($1,195,709) $14,781,341
Police Services $27,883,673 ($105,750) $27,777,923
Parks and Community Services $8,453,835 ($5,292,541) $3,161,294 Public Works $18,461,455 $0 $18,461,455
$87,447,639 ($14,451,334) $72,996,305
Source: City of Dublin, California, Adopted Budget FY 2022/23

1. Excludes Non-departmental.

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Appendix 22: Summary of Development Impact Fees from Construction: Residential Development Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 Impact Fees In-Lieu Fees Total
Single Family Detached Units
Per unit $39,008 $13,097 $52,105
Number of units 150 150 150
Total Fees $5,851,172 $1,964,550 $7,815,722
Townhomes
Per unit $23,005 $7,995 $31,000
Number of units 360 360 360
Total Fees $8,281,685 $2,878,200 $11,159,885
MU Townhomes
Per unit $29,916 $7,995 $37,911
Number of units 40 40 40
Total Fees $1,196,624 $319,800 $1,516,424
Affordable Rental Apartments
Per unit $17,180 $7,995 $25,175
Number of units 100 100 100
Total Fees $ 1,717,984 $ 799,500 $2,517,484
Total $17,047,465 $5,962,050 $23,009,515
Units 650 650 650
Per Unit $26,227 $9,172 $35,399

1. Source: City of Dublin. Please see schedules in Appendix 23 A-D for details.

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Appendix 23A: Med-High Multi-family Site Development Impact and In-Lieu Fees

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Appendix 23A: Med-High Multi-family Site Development Impact and In-Lieu Fees

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Appendix 23B: General Commercial Site Multi-family Development Impact and In-Lieu Fees

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Appendix 23B: General Commercial Site Multi-family Development Impact and In-Lieu Fees

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Appendix 23C: Medium Density Residential Site Single Family Development Impact Fees

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Appendix 23C: Medium Density Residential Site Single Family Development Impact Fees

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Appendix 23D: Public/Semi-public Site Affordable Multi-family Development Impact and In-Lieu Fees

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Appendix 23D: Public/Semi-public Site Affordable Multi-family Development Impact and In-Lieu Fees

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Appendix 24: Development Impact Fees from Commercial Development Fiscal Impact Analysis of SCS Property Proposal 10/12/2022 SF Land Use EDTIF Trip
Rate Impact Fee Rate Amount
30,000 Family Entertainment Uses (Bowling) 1.16 Public Facility Impact Fees $3,246 $730,350 16,000 Retail Shops (Strip Retail Plaza <40K) 2.48 Fire Impact Fee $80 $18,000 18,000 Fast Casual Restaurant 6.35 Eastern Dublin Transportation Impact Fee $14,923 $8,943,354 6,000 Fast Food without Drive Thru 18.42 Eastern Dublin Freeway Interchange Fee $36.25 $21,724.63 75,000 Hotel (140 rooms) 0.60 Tri‐Valley Transportation Development Fee Varies $2,100,915 80,000 Topgolf (120 Bays) 1.8 * Eastern Dublin Noise Mitigation Fee $23.71 $5,334.75 225,000 Affordable Housing In Lieu Fee Varies $236,250
Public Art In Lieu Fee ‐ ***
$12,055,928
SF Land Use EDTIF Trip
Rate Impact Fee Rate Amount
10,000 Retail Shops (Strip Retail Plaza <40K) 2.48 Public Facility Impact Fees $3,246 $97,380 10,000 Fast Casual Restaurant 6.35 Fire Impact Fee $80 $2,400 10,000 Fast Food without Drive Thru 18.42 Eastern Dublin Transportation Impact Fee $14,923 $4,066,518 30,000 Eastern Dublin Freeway Interchange Fee $36.25 $9,878 Tri‐Valley Transportation Development Fee $5.07 $152,100 Eastern Dublin Noise Mitigation Fee $23.71 $711
Affordable Housing In Lieu Fee $1.30 $39,000
Public Art In Lieu Fee ‐ ***
$4,367,987
TOTAL IMPACT FEES $16,423,916
*trip rate is not from EDTIF Program, but rather from Traffic Assumptions Memo since the EDTIF Program does not have this land use **trip rate for TVTD is the average of am/pm peak hour trip. Using Kimley Horn's data of 0.31, 1.8, and 3.06, the average is 1.72 ***Public Art In Lieu Fee: Is based on building size and the development project's building valuation, which are unknown at this time.

Date: 10/7/2022
Prepared by: Hazel Wetherford
Prepared for: Keyser Marston & Associates for the preparation of the Fiscal Analysis Assumptions: This fee estimate was prepared based on the EDTIF 2021 Program, 10th Edition ITE Manual, and uses the 35% Pass‐by Adjustment as applicable in Exhibit C in the Program with the exception of Topgolf since the land use is not in the Program. Instead we used the trip rate in the Traffic Assumptions Memo prepared by Kimley Horn as part of the CEQA analysis.

Planning Area 1 (South of Dublin Blvd.)
Planning Area 2 (Finnian Way)
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LOCAL TRANSPORTATION

ANALYSIS
SCS Dublin
PREPARED FOR:

CITY OF DUBLIN
AUGUST 2022 | DRAFT
Prepared By:
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WARNING!
The electronic data files ("Files") furnished by Kimley-Horn and Associates, Inc. to the intended receiver of the Files ("Receiving Party") are provided only for the convenience of Receiving Party and only for its sole use.

In the case of any defects in the Files or any discrepancies between the electronic Files and the hardcopy of the Files prepared by Kimley-Horn, the hardcopy shall govern. Only printed copies of documents conveyed by Kimley-Horn may be relied upon. Any use of the information obtained or derived from these electronic files will be at the Receiving Party's sole risk. Because data stored in electronic media format can deteriorate or be modified inadvertently or otherwise without authorization of the data's creator, the Receiving Party agrees that it has 60 days to perform acceptance tests, after which it shall be deemed to have accepted the data transferred. Receiving Party accepts the Files on an "as is" basis with all faults. There are no express warranties made by KimleyHorn with respect to the Files, and any implied warranties are excluded. 1577
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CONTENTS
Contents .................................................................................................................................... iii Tables ........................................................................................................................................ iv Figures ........................................................................................................................................ v Executive Summary ..................................................................................................................... i

1. Introduction ........................................................................................................................... 1

2. Local Transporation Analysis Methodology ........................................................................... 4 Study Area .................................................................................................................................. 4 Traffic Conditions ........................................................................................................................ 7 Level of Service Standards.......................................................................................................... 7 Level of Service Thresholds ........................................................................................................ 9 Queuing .................................................................................................................................... 11 Transit Delay ............................................................................................................................. 12 Report Organization .................................................................................................................. 12

3. Existing Conditions .............................................................................................................. 13 Existing Roadway Network ........................................................................................................ 13 Existing Transit Facilities ........................................................................................................... 15 Existing Pedestrian Facilities ..................................................................................................... 16 Existing Bicycle Facilities .......................................................................................................... 16 Existing Lane Configuration and Traffic Control ......................................................................... 19 Existing Peak Hour Turning Movement Volumes ....................................................................... 19 Existing Intersection Level of Service ........................................................................................ 22

4. Project Conditions ............................................................................................................... 24 Proposed Site Use .................................................................................................................... 24 Trip Generation ......................................................................................................................... 25 Project Trip Distribution and Assignment ................................................................................... 28

5. Near-Term Traffic Conditions .............................................................................................. 33 Near-Term Transportation Improvements .................................................................................. 33 Near-Term Traffic Volumes ....................................................................................................... 33 Near-Term Intersection Level of Service .................................................................................... 34 Near-Term Plus Project Transportation Improvements .............................................................. 40 Near-Term Plus Project Intersection Level of Service ................................................................ 41

6. Cumulative Traffic Conditions .............................................................................................. 46 Cumulative Transportation Improvements ................................................................................. 46 Cumulative Traffic Volume ........................................................................................................ 47 Cumulative Intersections Level of Service ................................................................................. 47 Cumulative Plus Project Transportation Improvements .............................................................. 52 Cumulative Plus Project Traffic Volumes ................................................................................... 52 Cumulative Plus Project Intersection Level of Service ................................................................ 52 1578
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7. Alameda County Transportation Commission Land Use Analysis Program ......................... 59 Year 2020 and Year 2040 Conditions ........................................................................................ 59 Year 2020 and Year 2040 Plus Project Conditions .................................................................... 59

8. Signal Warrant Evaluation ................................................................................................... 61

9. Freeway On-Ramp Metering Analysis ................................................................................. 62 Baseline Conditions .................................................................................................................. 62 Plus Project Conditions ............................................................................................................. 62

10. Vehicle Queuing and Site Access and Circulation ............................................................... 65 Vehicle Queuing........................................................................................................................ 65 Site Access and Circulation ....................................................................................................... 67

11. Public Transit, Bicycle, and Pedestrian Facilities ................................................................. 68 Transit Facilities ........................................................................................................................ 68 Bicycle Facilities........................................................................................................................ 69 Pedestrian Facilities .................................................................................................................. 69

12. Summary of Intersection LOS Deficiencies and Recommended Improvements .................. 70

13. Summary of Queuing Deficiencies and Recommended Improvements ............................... 72 APPENDIX ................................................................................................................................ 74 TABLES
Table 1 – Study Intersections ......................................................................................................4 Table 2 – Study MTS Freeway Segments ...................................................................................5 Table 3 – Study MTS Roadway Segments ..................................................................................5 Table 4 – Study On-Ramp Metering Locations ............................................................................5 Table 5 - Intersection Level of Service Definitions .......................................................................8 Table 6 - Freeway and Roadway Segment Level of Service Criteria ...........................................9 Table 7 - Existing Intersection Level of Service Summary – Weekday ......................................22 Table 8 - Existing Intersection Level of Service Summary – Saturday .......................................23 Table 9 - Trip Reductions from School Walking Trips ................................................................28 Table 10 - Project Trip Generation – Weekday..........................................................................29 Table 11 - Project Trip Generation – Saturday ..........................................................................30 Table 12 – Near-Term Intersection Level of Service Summary – Weekday ..............................38 Table 13 – Near-Term Intersection Level of Service Summary – Saturday ..............................39 Table 14 – Near-Term Plus Project Intersection Level of Service Summary – Weekday ...........44 Table 15 - Near-Term Plus Project Intersection Level of Service Summary – Saturday ............45 Table 16 - Cumulative Intersection Level of Service Summary – Weekday ..............................50 Table 17 – Cumulative Intersection Level of Service Summary – Saturday ..............................51 Table 18 – Cumulative Plus Project Intersection Level of Service Summary – Weekday ..........56 Table 19 – Cumulative Plus Project Intersection Level of Service Summary – Saturday ...........58 Table 20 – Baseline Conditions Freeway On-Ramp Queuing Analysis (I-580) ..........................64 Table 21 – Plus Project Conditions Freeway On-Ramp Queuing Analysis (I-580) .....................64 Table 22 – Intersection Queuing Deficiencies ...........................................................................65 Table 23 – 95th Percentile Queueing at Project Driveways ........................................................66 1579
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Table 24 – Transit Delay Summary ...........................................................................................69 Table 25 – Intersection Deficiencies Summary..........................................................................70 Table 26 – Intersection Queuing Deficiencies Summary ...........................................................72

FIGURES
Figure 1 – Project Site Plan.........................................................................................................3 Figure 2 – Project Location and Study Intersections....................................................................6 Figure 3 – Existing Transit Facilities ..........................................................................................17 Figure 4 – Existing Bicycle Facilities .........................................................................................18 Figure 5 – Existing Condition Lane Geometry and Traffic Control .............................................20 Figure 6 – Existing Condition Peak Hour Turning Movement Volumes ......................................21 Figure 7 – Project Trip Distribution ............................................................................................31 Figure 8 – Project Generated Peak Hour Turning Movement Volumes .....................................32 Figure 9 – Near-Term Condition Lane Geometry and Traffic Control ........................................35 Figure 10 – Approved Project Locations....................................................................................36 Figure 11 – Near-Term Condition Peak Hour Turning Movement Volumes ...............................37 Figure 12 – Near-Term Plus Project Condition Lane Geometry and Traffic Control ...................42 Figure 13 – Near-Term Plus Project Condition Peak Hour Turning Movement Volumes ...........43 Figure 14 – Cumulative Condition Lane Geometry and Traffic Control ......................................48 Figure 15 – Cumulative Condition Peak Hour Turning Movement Volumes ..............................49 Figure 16 – Cumulative Plus Project Condition Lane Geometry and Traffic Control ..................54 Figure 17 – Cumulative Plus Project Condition Peak Hour Turning Movement Volumes ...........55 1580
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EXECUTIVE SUMMARY
SCS Dublin (“Project”) proposes to construct a 76.2-acre mixed-use development located in the City of Dublin, CA. The project site is currently vacant and is located to the north of Interstate 580 between Tassajara Road and Brannigan Street and extends just north of Gleason Drive. The project proposes a mixed-use development consisting of commercial/retail, hotel, and residential uses and is divided into four planning areas, as described below. The proposed project is an amendment to the City of Dublin’s (City) General Plan and Eastern Dublin Specific Plan to modify the existing land use designations and to accommodate a proposed mixed-use development that would allow up to 265,000 square feet of commercial uses and up to 650 residential units.
· Planning Area 1 – South of Dublin Boulevard
o Family Entertainment Use (Bowling) – 30,000 SF
o Retail Shops – 16,000 SF
o Restaurants – 24,000 SF
o Hotel – 140 rooms
o Recreational Facility (Topgolf) – 120 Hitting Bays
o Planning Area Access – access to this planning area is provided by three unsignalized driveways with one right-in/right-out access on Tassajara Road, one right-in/right-out access on Dublin Boulevard, and one full-access on Brannigan Street. · Planning Area 2 – North of Dublin Boulevard and south of Central Parkway o Retail Shops – 36,000 SF
o Restaurants – 24,000 SF
o Attached residential Units – 290 Dwelling Units
o Shop-House Mixed Use Townhomes – 40 Dwelling Units
o Multifamily Affordable Housing – 100 Dwelling Units
o Park/Recreation – 0.8 acres
o Planning Area Access – access to this planning area is provided by two unsignalized, rightin/right-out driveways and one full-access, signalized driveway on Tassajara Road, one right-in/right-out access on Central Parkway, and two unsignalized, full access driveways on Brannigan Street.
· Planning Area 3 – North of Central Parkway and south of Gleason Drive o Single Family Detached Housing – 135 Dwelling Units
o Townhomes/Condominiums – 70 Dwelling Units
o Park/Recreation – 1.7 acres
o Planning Area Access – access to this planning area is provided by four unsignalized driveways with two right-in/right-out accesses on Tassajara Road, one right-in/right-out access on Central Parkway, and one full-access on Brannigan Street. · Planning Area 4 – North of Gleason Drive
o Single Family Detached Housing – 15 Dwelling Units
o Planning Area Access – access to this planning area is provided by one unsignalized, rightin/right-out access on Gleason Drive.

This transportation study was prepared to determine potential operational deficiencies related to the project based on standards and methodologies set forth by the City of Dublin (City), City of Pleasanton, California Department of Transportation (Caltrans) and Alameda County Transportation Commission (ACTC). This study evaluates the intersection level of service (LOS) and 95th percentile queuing for the weekday AM and PM peak hour traffic conditions at 32 existing intersections and 11 future project driveways, as well as site 1581
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access and circulation. LOS and 95th percentile queuing were also evaluated for the Saturday peak hour traffic conditions at two existing intersections. This study also addresses the potential transportation effects of the proposed project to assist the City with project planning and the identification of potential conditions of approval for the project. These evaluations include on-ramp evaluations at the I-580 interchanges, roadway segment analysis, freeway segment analysis, transit delay evaluation, and signal warrant analyses. Potential transportation impacts, as it relates to the California Environmental Quality Act (CEQA), are discussed in the Draft Environmental Impact Report (DEIR). This includes an analysis of the project’s potential impacts on vehicle miles traveled (VMT), geometric design hazards, emergency access, and consistency with programs, plans, ordinances, or policies.

PROJECT TRIP ESTIMATES
Trip generation for the project was estimated based on data published in the Institute of Transportation Engineer’s (ITE) Trip Generation Manual, 11th Edition for all land uses with the exception of the Topgolf in Planning Area 1. Trip generation data derived from the North Central Roseville Traffic Impact Analysis (January 2015) was used to develop the trip generation for the proposed Topgolf. Trip generation for the weekday Daily, AM, and PM peak hours as well as Saturday peak hour was developed. In addition, internal capture, pass-by, and school trip reductions were applied to account for the potential interaction among the uses within each planning area, trips that are already on the roadway and will stop by or divert to the site, and increase in schooling, walking, or bicycling trips due to the proximity of the nearby elementary school, middle school, and high school. During weekdays, the project is anticipated to generate +10,983 daily trips, +644 trips in the AM peak hour (332 In / 312 Out), and +777 trips in the PM peak hour (443 In / 334 Out).

During Saturdays, the project is anticipated to generate +1,307 Saturday peak hour trips (690 In / 617 Out).

INTERSECTION LEVEL OF SERVICE AND RECOMMEDED IMPROVEMENTS This study includes a level of service (LOS) analysis of the weekday AM and PM peak hour and Saturday peak hour traffic conditions for 32 existing intersections and 11 future project driveways and was analyzed in Synchro software for signalized and unsignalized intersections. The following intersections result in a LOS deficiency under plus project conditions. Recommended improvements for the LOS deficiencies are shown below and are summarized in Table E1.

Intersection #2 (Dublin Boulevard / Hacienda Drive)
· Near-Term Plus Project – Weekday AM peak hour
o This intersection operates at an unacceptable LOS F in the AM peak hour under baseline conditions. With the project, the intersection continues to operate at an unacceptable LOS F with an increase in the critical movement v/c by greater than 0.05. This results in a project deficiency.
o To address the deficiency, the intersection signal timing splits should be optimized. With the recommended improvement, the intersection would operate at an acceptable LOS D (48.1 seconds of delay) in the AM peak hour.

Intersection #17 (Santa Rita Road / Las Positas Boulevard) · Near-Term Plus Project – Weekday AM peak hour
o This intersection operates at an unacceptable LOS E in the AM peak hour under baseline conditions. With the project, greater than 10 peak hour project trips are added to the study intersection. This results in a project deficiency.
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o To address the deficiency, the intersection signal timing splits should be optimized. With the recommended improvement, the intersection would operate at an acceptable LOS D (45.3 seconds of delay) in the AM peak hour.

Intersection #26 (Brannigan Street / Central Parkway)
· Cumulative Plus Project – Weekday PM peak hour
o This intersection operates at an acceptable LOS D in the PM peak hour under baseline conditions. With the project, the intersection degrades to an unacceptable LOS E. This results in a project deficiency.
o To address the deficiency, the intersection cycle length should be optimized. With the recommended improvement, the intersection would operate at an acceptable LOS D (37.3 seconds of delay) in the PM peak hour.

Intersection #31 (Dublin Boulevard / Keegan Street)
· Near-Term Plus Project – Weekday AM peak hour
o This intersection operates at an unacceptable LOS E in the AM peak hour under baseline conditions. With the project, the total intersection average delay is increased by more than six (6) seconds. This results in a project deficiency.
o To address the deficiency, the intersection cycle should be optimized. With the recommended improvement, the intersection would operate at an acceptable LOS C (25.0 seconds of delay) in the AM peak hour.

Table E1 – Summary of Intersection Deficiencies and Recommended Improvements # Intersection Scenario Deficiency Recommended Improvements 2 Dublin Boulevard /
Hacienda Drive
Near-Term Plus Project –
Weekday AM peak hour Optimize intersection signal timing splits. 17 Santa Rita Road / Las
Positas Boulevard
Near-Term Plus Project –
Weekday AM peak hour Optimize intersection signal timing splits. 26 Brannigan Street /
Central Parkway
Cumulative Plus Project –
Weekday PM peak hour Optimize intersection cycle length. 31 Dublin Boulevard /
Keegan Street
Near-Term Plus Project –
Weekday AM peak hour Optimize intersection cycle length.

VEHICLE QUEUING
This study also included a vehicle queuing analysis where the 95th percentile queue was determined for exclusive left turn lanes at study intersections where the project is expected to add a significant number of trips. As a result of the analysis, several queue lengths exceeded the available storage length. In some cases, the inadequate queue lengths are associated with the project as the project adds vehicles trips that would either: 1) Increase the 95th percentile queue of a movement contained within the available storage lane under no project conditions and cause the 95th percentile queue to spill out of the turn pocket under plus project conditions or 2) Increase the 95th percentile queue of a movement already spilling out of the turn pocket by 25 feet or more (one or more vehicle). The following left turn lanes exceed the available storage with the proposed project. Recommended improvements for the queuing deficiencies are also shown below and are summarized in Table E2.
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Intersection #2 (Dublin Boulevard / Hacienda Drive) – Westbound Left Turn · Near-Term Plus Project – Weekday AM peak hour
o To address the deficiency, the intersection signal timing splits should be optimized (same improvement that addresses the LOS deficiency in Near-Term Plus Project Conditions).

With the recommended improvements, the westbound left turn queue is 512 feet in the weekday AM. The queue reduces to better than without project conditions and would no longer be considered a queuing deficiency.

Intersection #13 (Dublin Boulevard / Tassajara Road)
· Near-Term Plus Project – Weekday PM peak hour
o In Near-Term conditions, the eastbound left turn queue of 294 feet in the weekday AM peak hour extends beyond the available storage length of 215 feet. With the proposed project, the eastbound left turn queue increases to 364 feet, adding 70 feet (or three vehicles) to the queue. This results in a queuing deficiency. o To address the deficiency, the inside westbound left turn lane at Glynnis Rose Drive and Dublin Boulevard should be removed to allow the outer eastbound left turn lane at Intersection #13 to extend back to Glynnis Rose Drive for additional storage. The 95th percentile queue for the westbound left turn queue at Glynnis Rose Drive and Dublin Boulevard was analyzed with the removal of one westbound left turn storage. Under NearTerm Plus Project Conditions, the westbound left turn queue is 122 feet in the PM peak hour and is contained within the available storage length of 200 feet. With the extension of the eastbound left turn storage at Intersection #13, the storage extends to 390 feet and the 95th percentile queue of 364 feet is contained within the storage. This would no longer be considered a queuing deficiency.
· Cumulative Plus Project – Saturday peak hour
o In Cumulative conditions, the westbound left turn queue of 450 feet in the Saturday peak hour extends beyond the available storage length of 350 feet. With the proposed project, the westbound left turn queue increases to 625 feet, adding 175 feet (or seven vehicles) to the queue. This results in a queuing deficiency.
o To address the deficiency, the intersection splits should be adjusted to provide additional green time for the westbound left turn movement. With the recommended improvements, the westbound left turn queue is 474 feet in the Saturday peak hour. The queue increases by less than 25 feet from without project conditions and would no longer be considered a queuing deficiency.

Table E2 – Summary of Queuing Deficiencies and Recommended Improvements # Intersection Scenario Deficiency Movement Recommended Improvements 2 Dublin Boulevard /
Hacienda Drive
Near-Term Plus Project –
Weekday AM peak hour WBL Westbound Left Turn – Optimize intersection signaltiming splits. 13 Dublin Boulevard /
Tassajara Road
Near-Term Plus Project –
Weekday PM peak hour
Cumulative Plus Project –
Saturday peak hour
EBL
WBL
Eastbound Left Turn – Remove the inside westbound left
turn lane at Glynnis Rose Drive and Dublin Boulevard to allow the outer eastbound left turn lane at Intersection #13 to extend back to Glynnis Rose Drive for additional storage.

Westbound Left Turn – Adjust intersection splits to
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ALAMEDA COUNTY TRANSPORTATION COMMISSION LAND USE ANALYSIS

PROGRAM
The Alameda County Transportation Commission Land Use analysis was performed to comply with its congestion management plan (CMP) Land Use Analysis Program. The analysis was evaluated along the MTS roadways of I-580, I-680, Dublin Boulevard, and Tassajara Road. Roadway segments operating at LOS F under plus project conditions are noted below.

Year 2020 Plus Project Conditions
· Eastbound Dublin Boulevard: Between Hacienda Drive and Tassajara Road o Increase in v/c of greater than 0.02 – Deficiency
Year 2040 Plus Project Conditions
· Eastbound Dublin Boulevard: Between Hacienda Drive and Tassajara Road o With the addition of the project trips and taking a trip credit for the land uses assumed as part the General Plan buildout, this results in an increase in v/c of less than 0.02 – Not a Deficiency
It is unlikely that Dublin Boulevard can be widened from three lanes to four lanes in each direction to provide additional capacity and to address the deficiency above. Therefore, a Transportation Demand Management (TDM) plan proposed. The Project is proposing a TDM plan to address CEQA impacts and to reduce mobile emissions for all uses. The TDM plan would discourage single-occupancy vehicle trips and encourage alternative modes of transportation such as carpooling, taking transit, walking, and biking. With the implementation of the TDM plan, the Project would reduce its single-occupancy vehicle trips and minimize its impact on the adjacent roadways, including eastbound Dublin Boulevard, which is identified as a deficiency under Year 2020 Plus Project Conditions. A trip reduction of approximately 4.5 percent in the PM peak hour would result in a v/c increase of less than 0.02 along eastbound Dublin Boulevard between Hacienda Drive and Tassajara Road in Year 2020 Plus Project Conditions and would no longer be considered a deficiency.

SIGNAL WARRANT EVALUTION
Traffic volumes at unsignalized study intersections were compared against the peak hour warrant in the 2014 California Manual on Uniform Traffic Control Devices (CA MUTCD) . Traffic Signal Warrant #3 – Peak Hour Volume Warrant is satisfied when traffic volumes on the major and minor approaches exceed thresholds for one hour of the day. The peak hour traffic signal warrant for each unsignalized intersection was analyzed under all scenarios. Based on the results, no study intersections met the peak hour signal warrant.

FREEWAY ON-RAMP METERING ANALYSIS
Freeway on-ramps were analyzed at the Hacienda Drive, Tassajara Road, and El Charro Road interchanges to determine the extent of the on-ramp queues due to ramp metering at each ramp. Onramps were analyzed in the direction and peak periods when the ramp meters are active, with westbound diagonal on-ramps analyzed in the AM peak hour and eastbound loop on-ramps analyzed in the PM peak hour. Vehicles at the following on-ramps extend beyond the available ramp storage in plus project conditions:
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Near-Term Plus Project Conditions
· Westbound I-580 – Hacienda Drive Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – Hacienda Drive Loop On-Ramp (PM Peak Hour) · Westbound I-580 – Tassajara Road Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – El Charro Road Loop On-Ramp (PM Peak Hour) Cumulative Plus Project Conditions
· Westbound I-580 – Hacienda Drive Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – Hacienda Drive Loop On-Ramp (PM Peak Hour) · Westbound I-580 – Tassajara Road Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – Tassajara Road Loop On-Ramp (PM Peak Hour)

SITE ACCESS AND CIRCULATION
As shown in the project site plan, the proposed development is divided into the following four planning areas:
· Planning Area 1
o Access to this planning area is provided by three unsignalized driveways with one right-in/ right-out access on Tassajara Road (Intersection #44), one right-in/right-out access on Dublin Boulevard (Intersection #23), and one full-access on Brannigan Street (Intersection #29).
o Planning Area 1 consist of the commercial and retail uses including retail shops, restaurants, Topgolf, the hotel, and the bowling alley. · Planning Area 2
o Access to this planning area is provided by two unsignalized, right-in/right-out driveways (Intersections #10 and #12) and one full-access, signalized driveway (Intersection #11) on Tassajara Road, one right-in/right-out access on Central Parkway (Intersection #18), and two unsignalized, full access driveways on Brannigan Street (Intersections #27 and #43). o Intersections #10, #12, #18, and #43 provide direct access to the residential units.

Intersections #11 and #27 along Finnian Way provide direct access to the retail shops and Shop Houses.
· Planning Area 3
o Access to this planning area is provided by four unsignalized driveways with two rightin/right-out accesses on Tassajara Road (Intersections #7 and #8), one right-in/right-out access on Central Parkway (Intersection #18), and one full-access on Brannigan Street Intersection #25).
· Planning Area 4
o Access to this planning area is provided by one unsignalized, right-in/right-out access (Intersection #22) on Gleason Drive.

It should be noted that the project site plan is a conceptual development and therefore does not provide further details regarding site circulation. It is recommended that the project review vehicular site access to the project site to ensure adequate sight distance and emergency access when developing the detailed and final site plan.
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PUBLIC TRANSIT, BICYCLE, AND PEDESTRIAN FACILITIES
Transit Facilities
The project proposes access for pedestrians to use public transit. Sidewalks and crosswalks are proposed adjacent to the project site to allow for pedestrians to access existing and future bus stops nearby. Route 2 has its closest bus stop on Central Parkway at Glynnis Rose Drive. Route 30R has its closest bus stop on Dublin Boulevard at Glynnis Rose Drive and Grafton Street. Route 501 has its closest bus stop area at the intersections along Gleason Drive at Central Parkway and Tassajara Road, and at the intersection of Central Parkway at Glynnis Rose Drive. Route 502 has its closest bus stop along Central Parkway at Glynnis Rose Drive and Dublin Boulevard at Brannigan Street. Route 504 has its closest bus stops on Gleason Drive at Tassajara Road and at Brannigan Street. It is anticipated that in coordination with the Livermore Amador Valley Transit Authority (LAVTA) on the future Site Development Review Permit, additional bus stops will be provided along the project frontage, including but not limited to the frontage along Dublin Boulevard. Each of these existing and future bus stops are accessible to the project site via pedestrian walkways. Therefore, the project would not conflict with the City’s existing transit programs, plans, ordinances, or policies.

Transit vehicle delay was also considered for Tri-Valley Wheels bus routes that operate within the study area. Transit vehicles for the transit routes in the study area are expected to use the shared right-of-way with other motorists. Since the proposed project is anticipated to increase the vehicle delay at study intersections, transit vehicle delay may increase. In the Near-Term Plus Project condition, the maximum increase in transit vehicle delay is 44.9 seconds for Route 502 during the PM peak hour in the westbound direction. In the PM peak, Route 502 operates on Mondays, Tuesdays, and Thursdays between 4:05 PM and 4:44 PM, on Wednesdays between 3:06 PM and 3:45 PM, and on Fridays between 2:41 PM to 3:20 PM. With an increase of 44.9 seconds to the 39-minute transit route, this would result in an increased travel time of approximately 2 percent. In the Cumulative Plus Project condition, the maximum increase in transit delay is 23.1 seconds for Route 501C during the PM peak hour in the eastbound direction. These increases in transit vehicle delay should not significantly affect the overall schedule for the transit routes.

Bicycle Facilities
The project is proposing to construct Class II bicycle lanes along Gleason Drive between Tassajara Road and Brannigan Street to fill in the gaps in the bicycle network. The project is not proposing nor responsible for providing any bicycle facilities on Tassajara Road between the I-580 westbound and eastbound ramps to connect the City of Dublin bicycle network to the City of Pleasanton bicycle network. This is consistent with the proposed bicycle network outlined in the City’s Bicycle and Pedestrian Master Plan. In addition, the project is not proposing to alter existing bicycle facilities. Therefore, the project would not conflict with the City’s existing bicycle programs, plans, ordinances, or policies.

Pedestrian Facilities
The project is proposing to construct sidewalks along its frontage to fill in the gaps in the pedestrian network.

These proposed sidewalks connect to the existing sidewalks and crosswalks adjacent the site to allow residents, employees, and patrons access to nearby transit facilities, as well as residential and commercial uses surrounding the project site. In addition, the project is not proposing to alter existing pedestrian facilities. Therefore, the project would not conflict with the City’s existing plans, ordinances, or policies as it relates to pedestrian facilities.
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1. INTRODUCTION
This report presents the results of the Local Transportation Analysis (LTA) for the proposed 76.2-acre SCS Dublin Project (“Project”) located in the City of Dublin, CA. The project site is currently vacant and is located to the north of Interstate 580 between Tassajara Road and Brannigan Street and extends just north of Gleason Drive. The project proposes a mixed-use development consisting of commercial/retail, hotel, and residential uses and is divided into four planning areas, as described below. The proposed project is an amendment to the City of Dublin’s (City) General Plan and Eastern Dublin Specific Plan to modify the existing land use designations and to accommodate a proposed mixed-use development that would allow up to 265,000 square feet of commercial uses and up to 650 residential units. · Planning Area 1 – South of Dublin Boulevard
o Family Entertainment Use (Bowling) – 30,000 SF
o Retail Shops – 16,000 SF
o Restaurants – 24,000 SF
o Hotel – 140 rooms
o Recreational Facility (Topgolf) – 120 Hitting Bays
o Planning Area Access – access to this planning area is provided by three unsignalized driveways with one right-in/right-out access on Tassajara Road, one right-in/right-out access on Dublin Boulevard, and one full-access on Brannigan Street. · Planning Area 2 – North of Dublin Boulevard and south of Central Parkway o Retail Shops – 36,000 SF
o Restaurants – 24,000 SF
o Attached residential Units – 290 Dwelling Units
o Shop-House Mixed Use Townhomes – 40 Dwelling Units
o Multifamily Affordable Housing – 100 Dwelling Units
o Park/Recreation – 0.8 acres
o Planning Area Access – access to this planning area is provided by two unsignalized, rightin/right-out driveways and one full-access, signalized driveway on Tassajara Road, one right-in/right-out access on Central Parkway, and two unsignalized, full access driveways on Brannigan Street.
· Planning Area 3 – North of Central Parkway and south of Gleason Drive o Single Family Detached Housing – 135 Dwelling Units
o Townhomes/Condominiums – 70 Dwelling Units
o Park/Recreation – 1.7 acres
o Planning Area Access – access to this planning area is provided by four unsignalized driveways with two right-in/right-out accesses on Tassajara Road, one right-in/right-out access on Central Parkway, and one full-access on Brannigan Street. · Planning Area 4 – North of Gleason Drive
o Single Family Detached Housing – 15 Dwelling Units
o Planning Area Access – access to this planning area is provided by one unsignalized, rightin/right-out access on Gleason Drive.

A summary of the proposed land use and size of the various uses within each planning area is shown in the preferred plan in Figure 1.

This transportation study was prepared to determine potential operational deficiencies related to the project based on standards and methodologies set forth by the City of Dublin (City), City of Pleasanton, California 1588
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Department of Transportation (Caltrans) and Alameda County Transportation Commission (ACTC). This study evaluates the intersection level of service (LOS) and 95th percentile queuing for the weekday AM and PM peak hour traffic conditions at 32 existing intersections and 11 future project driveways, as well as site access and circulation. LOS and 95th percentile queuing were also evaluated for the Saturday peak hour traffic conditions at two existing intersections. This study also addresses the potential transportation effects of the proposed project to assist the City with project planning and the identification of potential conditions of approval for the project. These evaluations include on-ramp evaluations at the I-580 interchanges, roadway segment analysis, freeway segment analysis, transit delay evaluation, and signal warrant analyses. Potential transportation impacts, as it relates to the California Environmental Quality Act (CEQA), are discussed in the Draft Environmental Impact Report (DEIR). This includes an analysis of the project’s potential impacts on vehicle miles traveled (VMT), geometric design hazards, emergency access, and consistency with programs, plans, ordinances, or policies. 1589
Figure 1
Project Site Plan
SCS Dublin
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2. LOCAL TRANSPORATION ANALYSIS METHODOLOGY
This chapter presents the methodology for the local transportation analysis to evaluate level of service, queuing, roadway and freeway segments, transit delay, and site access and circulation.

STUDY AREA
The proposed project would generate vehicular trips that would increase traffic volumes on the existing nearby street network. To assess changes in traffic conditions associated with the proposed project, the following intersections in Table 1 were evaluated. These study intersections were selected because the project would contribute a significant number of vehicle trips to the intersections and were approved by the City. Study freeway segments and roadway segments were also evaluated, as required by the ACTC Land Use Analysis Program and are shown in Table 2 and Table 3, respectively. The study segments were selected as required by the ACTC Land Use Analysis Program to determine impacts on roadways within the Metropolitan Transportation System (MTS). It should be noted that the ACTC Congestion Management Program (CMP) network for routes of regional significance is utilized for monitoring conformance based on LOS standards while the MTS network is used for the Land Use Analysis Program. Therefore, this study will focus on the MTS network and not the CMP network. The project’s effect on ramp metering at on-ramps along I-580 were also reviewed. Table 4 summarizes the on-ramps that were analyzed to evaluate the project’s operational deficiencies. Figure 2 illustrates the location of each intersection relative to the project site.

Table 1 – Study Intersections
Intersection Locations

1. Hacienda Dr / Central Pkwy [DUB] 23. Project Dwy (South Side) / Dublin Blvd [DUB]

2. Dublin Blvd / Hacienda Dr [DUB] 24. Brannigan St / Gleason Dr [DUB]

3. Hacienda Dr / I-580 WB ramps [CAL] 25. Project Dwy / Aviano Way / Brannigan St [DUB]

4. Hacienda Dr / I-580 EB ramps [CAL] 26. Brannigan St / Central Pkwy [DUB]

5. Hacienda Dr / Owens Dr [PLS] 27. Project Dwy / Finnian Way / Brannigan St [DUB]

6. Tassajara Rd / Gleason Dr [DUB] 28. Brannigan St / Dublin Blvd [DUB]

7. Project Dwy / Aviano Way / Tassajara Road [DUB] 29. Project Dwy / Brannigan St [DUB]

8. Project Dwy (North Entry Level Townhomes) /
Tassajara Rd [DUB] 30. Dublin Blvd / Grafton St [DUB]

9. Tassajara Rd. / Central Pkwy [DUB] 31. Dublin Blvd / Keegan St [DUB]

10. Project Dwy (South Entry Level Townhomes) /
Tassajara Rd. [DUB] 32. Dublin Blvd / Lockhart St [DUB]

11. Project Dwy / Tassajara Rd / The Shops [DUB] * 33. Fallon Rd / Tassajara Rd [DUB]

12. Project Dwy (Affordable Housing) / Tassajara Rd
[DUB] 34. Gleason Dr / Fallon Rd [DUB]

13. Tassajara Rd / Dublin Blvd [DUB] * 35. Dublin Blvd / Fallon Rd [DUB]

14. Project Dwy / Tassajara Rd / Dublin Corporate Way
[DUB] 36. Fallon Rd / I-580 WB Ramps [CAL]

15. Tassajara Rd / I-580 WB Ramps [CAL] 37. Fallon Rd / I-580 EB Ramps [CAL] 1591
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Intersection Locations

16. Tassajara Rd / Santa Rita Rd / I-580 EB Ramps –
Pimlico Dr [CAL]

38. El Charro Rd / Stoneridge Dr / Jack London Blvd
[PLS]

17. Santa Rita Rd / Las Positas Blvd [PLS] 39. Gleason Dr / Grafton St [DUB]

18. Project Dwy (North Side) / Central Pkwy [DUB] 40. Central Pkwy / Chancery Ln [DUB]

19. Project Dwy (South Side) / Central Pkwy [DUB] 41. Grafton St / Central Pkwy [DUB]

20. Project Dwy (North Family Townhomes) / Finnian
Way [DUB] 42. Central Pkwy / Fallon Rd [DUB]

21. Project Dwy (South Family Townhomes) / Finnian
Way [DUB] 43. Brannigan / South Family Homes Driveway [DUB]

22. Project Dwy / Gleason Dr [DUB]
* Includes both weekday and weekend intersection analysis. [DUB] - City of Dublin, [PLS] - City of Pleasanton, [CAL] – California Department of Transportation (Caltrans) Table 2 – Study MTS Freeway Segments
MTS Freeway Locations
a. I-580 from I-680 to Dougherty Road [CAL] e. I-580 from Fallon Road to Airway Boulevard [CAL] b. I-580 from Dougherty Road to Hacienda Drive [CAL] f. I-580 from Airway Boulevard to State Route 84 [CAL] c. I-580 from Hacienda Drive to Tassajara Road [CAL] g. I-680 from Alcosta Boulevard to I-580 [CAL] d. I-580 from Tassajara Road to Fallon Road [CAL] h. I-680 from I-580 to Stoneridge Drive [CAL] [CAL] – California Department of Transportation (Caltrans) Table 3 – Study MTS Roadway Segments
MTS Roadway Locations
Dublin Blvd (Eastbound and Westbound)
Tassajara Road to Hacienda Drive
Santa Rita Rd/Tassajara Rd (Northbound and Southbound)
Fallon Road to Las Positas Boulevard
*Overall study roadway study boundaries are depicted in this table. Traffic study will evaluate segments of each study roadway.

Table 4 – Study On-Ramp Metering Locations
On-ramp Metering Locations
AM Peak Hour
WB I-580 Diagonal On-ramp from Hacienda Drive
WB I-580 Diagonal On-ramp from Tassajara Road
WB I-580 Diagonal On-ramp from Fallon Road
PM Peak Hour
EB I-580 Loop On-ramp from Hacienda Drive
EB I-580 Loop On-ramp from Tassajara Road
EB I-580 Loop On-ramp from El Charro Road
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2 Project Location and Study IntersectionsSCS Dublin
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TRAFFIC CONDITIONS
This LTA evaluates the following scenarios:
· Existing Conditions – Traffic counts were collected in March 2022. However, due to COVID-19 and its effect on traffic patterns, counts were compared to historical traffic counts from other traffic studies in Dublin to determine whether historical counts should be used instead of the March 2022 counts. Historical counts used in this comparison were obtained from various studies such as the At Dublin Environmental Impact Report (EIR) and the New Comprehensive Dublin High School Project EIR. Volumes from these studies were collected in June 2016, December 2017, January 2018, and November 2019. The volumes collected in March 2022 were compared to the historical counts and the higher volumes were used for the analysis as a conservative approach. This scenario assumes 2022 roadway geometry and traffic control. · Near-Term Conditions – Based on existing traffic volumes plus traffic generated from a list of approved projects provided by the City and a one (1) percent annual growth rate to account for background growth. This scenario assumes roadway improvements anticipated to be in place at the same time the Project is to be completed, including the Dublin Boulevard extension. · Near-Term Plus Project Conditions – Based on Near-Term traffic conditions and traffic generated by the Project. This scenario assumes roadway improvements anticipated to be in place at the same time the Project is to be completed, as well as roadway improvements as part of this project. · Cumulative Conditions – Based on future year (2040) traffic forecasts from the City’s travel demand model. This horizon year assumes full build-out of the City’s General Plan. This scenario assumes roadway improvements to be in place in the future year (2040). · Cumulative Plus Project Conditions – Based on Cumulative traffic conditions plus traffic generated by the Project. Trip credits for the assumed land uses in the Eastern Dublin Specific Plan are assumed for the project site. This scenario assumes roadway improvements to be in place in the future year (2040), as well as roadway improvements as part of this project.

Cumulative (2040) Conditions assumes full buildout of the City’s General Plan, which assumes land uses to be constructed on the project site. Therefore, a trip credit for these land uses is taken for the project site prior to the addition of the project in Cumulative Plus Project Conditions.

LEVEL OF SERVICE STANDARDS
Analysis of intersection deficiencies were based on the concept of level of service (LOS). The LOS of an intersection is a qualitative measure used to describe operational conditions. LOS ranges from A (best), which represents minimal delay, to F (worst), which represents heavy delay and a facility that is operating at or near its functional capacity. Levels of service for this study were determined using methods defined in the Highway Capacity Manual, 6th Edition (HCM) within Synchro 11 analysis software for signalized and unsignalized intersections with the exception of five study intersections. Due to the configuration of these intersections, HCM 6th Edition does not have the capability to analyze these intersections and therefore, HCM 2000 methodology was used instead. ACTC MTS roadway and freeway study segments were analyzed based on methodology within the ACTC Congestion Management Program (CMP)1 Land Use Analysis Program.
1 Congestion Management Program, Alameda County Transportation System, September 2019. 1594
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Intersection Level of Service
HCM includes procedures for analyzing side street stop controlled (SSSC), all-way stop controlled (AWSC), and signalized intersections. The SSSC procedure defines LOS as a function of average control delay for the worst minor street movement. Conversely, the AWSC and signalized intersection procedures define LOS as a function of average control delay for the intersection as a whole. Table 5 relates the operational characteristics associated with each LOS category for signalized and unsignalized intersections.

Table 5 - Intersection Level of Service Definitions
Level of
Service Description
Signalized
(Avg. control
delay per vehicle
sec/veh.)
Unsignalized
(Avg. control
delay per vehicle
sec/veh.)
A
Free flow with no delays. Users are virtually
unaffected by others in the traffic stream [ 10 [ 10
B
Stable traffic. Traffic flows smoothly with few
delays. $ 10 – 20 $ 10 – 15
C
Stable flow but the operation of individual
users becomes affected by other vehicles.

Modest delays.
$ 20 – 35 $ 15 – 25
D
Approaching unstable flow. Operation of
individual users becomes significantly affected
by other vehicles. Delays may be more than
one cycle during peak hours.
$ 35 – 55 $ 25 – 35
E
Unstable flow with operating conditions at or
near the capacity level. Long delays and
vehicle queuing.
$ 55 – 80 $ 35 – 50
F
Forced or breakdown flow that causes reduced
capacity. Stop and go traffic conditions.

Excessive long delays and vehicle queuing.
$ 80 $ 50
Sources: Transportation Research Board, Highway Capacity Manual 6th Edition, National Research Council, 2016.

Alameda CTC Freeway and Roadway Segments
Freeway and roadway segments were analyzed based on volume to capacity (v/c) methodology consistent with the 2019 Alameda CTC CMP Land Use Analysis Program. Table 6 shows the LOS category based on the v/c ratio for freeway segments and roadway segments. 1595
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Table 6 - Freeway and Roadway Segment Level of Service Criteria Level of
Service Volume to Capacity (v/c) Ratio
A < 0.35
B > 0.35 to 0.58
C > 0.58 to 0.75
D > 0.75 to 0.90
E > 0.90 to 1.0
F > 1.0
Source: Alameda CTC Congestion Management Program, 2019

LEVEL OF SERVICE THRESHOLDS
Project traffic that causes or exacerbates operational deficiencies were determined by comparing conditions with and without the Project. Deficiencies at intersections would occur if traffic from the Project causes the LOS to fall below the maintaining agency’s LOS threshold or causes already deficient intersections to deteriorate further (typically beyond a defined threshold). Intersections evaluated in this study are located in and maintained by various agencies including the City of Dublin, City of Pleasanton, Caltrans, and Alameda CTC. Each agency has developed their own level of service standards and thresholds of significance, which are summarized below.

City of Dublin
As outlined in the City of Dublin General Plan2, the LOS standard is LOS D for all intersections with the exception of those located within the Downtown Dublin Specific Plan area, which may operate at LOS E or worse under the condition that pedestrian and bicyclist safety is maintained and impacts to transit travel speeds are minimized. Since all City of Dublin study intersections are located outside of the Downtown Dublin Specific Plan area, the LOS criteria is LOS D. Consistent with the City’s Traffic Impact Analysis (TIA) Guidelines3, a deficiency would occur if the proposed project caused the following:

Signalized Intersections
· For signalized intersections located outside of the Downtown Dublin Specific Plan, a deficiency would be assessed if the addition of Project traffic results in the deterioration of the intersection from LOS D (or better) to LOS E or LOS F.
· For signalized intersections located in the Downtown Dublin Specific Plan area, a deficiency would be assessed if the addition of Project traffic results in the deterioration of the intersection from LOS E (or better) to LOS F.
· For signalized intersections located outside of the Downtown Dublin Specific Plan, a deficiency would be assessed at an intersection projected to operate at LOS E prior to the addition of Project traffic and the project causes the total intersection average vehicle delay to increase by six (6) seconds or more.
2 City of Dublin General Plan, Land Use and Circulation, City of Dublin, Amended February 15, 2022. 3 Transportation Impact Analysis Guidelines, City of Dublin, July 15, 2021. 1596
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· For signalized intersections projected to operate at LOS F, a deficiency would be assessed if the project causes: a) the overall volume to capacity (V/C) ratio to increase 0.03 or more or b) the critical movement V/C ratio to increase by 0.05 or more.

Unsignalized Intersections
· For unsignalized intersections located outside of the Downtown Dublin Specific Plan, a deficiency would be assessed if the addition of Project traffic results in the deterioration of the intersection from LOS D (or better) to LOS E or LOS F and Project traffic results in the peak hour signal warrant being met.
· For unsignalized intersections located in the Downtown Dublin Specific Plan area, a deficiency would be assessed if the addition of Project traffic results in the deterioration of the intersection from LOS E (or better) to LOS F and Project traffic results in the peak hour signal warrant being met.
· For unsignalized intersections projected to operate at below the LOS threshold prior to the addition of Project traffic, a deficiency would be assessed if the project would add ten (10) or more vehicles to the critical movement and Project traffic results in the peak hour signal warrant being met.

City of Pleasanton
As outlined in the City of Pleasanton General Plan4, the LOS standard is LOS D for all intersections with the exception of those located within the Downtown Area and at the City of Pleasanton gateway intersections. The LOS for these intersections may fall below the LOS D standard when no reasonable improvements exist or the necessary improvement is contrary to other goals and policies of the City. A deficiency would occur if the proposed project caused the following:

Signalized Intersections
· For signalized intersections located in Pleasanton, a deficiency would be assessed if the addition of Project traffic results in the deterioration of a signalized intersection from LOS D (or better) to LOS E or LOS F.
· For signalized intersections located in Pleasanton, a deficiency would be assessed at an intersection projected to operate at LOS E or F prior to the addition of Project traffic, if the project adds 10 or more peak hour trips.

Unsignalized Intersections
· For unsignalized intersections located in Pleasanton, a deficiency would be assessed at an intersection if the operations of a controlled movement were to worsen from LOS E to LOS F or at an intersection where the controlled movement already operates at LOS F if one of the following were true:
o Project traffic results in the peak hour signal warrant being met o Project traffic increases the minor movement delay by more than 30 seconds o Where the peak hour signal warrant is met without the project and the project increases the traffic by 10 or more vehicles per lane on the controlled approach. 4 City of Pleasanton General Plan 2005-2025, Circulation Element, City of Pleasanton, Amended August 20, 2019. 1597
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Caltrans
Caltrans has released an updated version of their Transportation Impact Study Guide that focuses on VMT, rather than intersection LOS. Therefore, this guide no longer references any LOS targets or thresholds.

However, since this study includes intersection LOS, the previous 2002 Traffic Impact Study Guide5 will be referenced. In that document, Caltrans endeavors to maintain a target LOS at the transition between LOS C and LOS D on State Highway facilities (Guide for the Preparation of Traffic Studies, Caltrans, December 2002); however, Caltrans recognizes that achieving LOS C/LOS D may not always be feasible. A standard of LOS E or better on a peak hour basis was used as the planning objective for the evaluation of potential impacts of this development on Caltrans facilities as that is the standard set for Caltrans facilities in the study area by the Alameda CTC. The following criteria were used to evaluate potential impacts to Caltrans facilities:
· If a Caltrans facility (intersection/mainline/ramp) is projected to operate at LOS E or better without the project and the project is expected to cause the facility to operate at LOS F, the impact may be considered significant; or
· If a Caltrans facility is projected to operate at LOS F without the project and the project is expected to increase density, the impact may be considered significant.

Alameda County Transportation Commission
The Alameda CTC does not have adopted thresholds of significance for Congestion Management Plan land use analysis purposes. Past analyses within the City of Dublin have used the following criteria to assess roadway segment impacts:
· For a roadway segment of the Alameda CTC Congestion Management Program Network, the project would cause (a) the LOS to degrade from LOS E or better to LOS F or (b) the V/C ratio to increase 0.02 or more for a roadway segment that would operate at LOS F without the project.

QUEUING
The effects of vehicle queuing were analyzed and the 95th percentile queue is reported for study intersections where the project is expected to add a significant number of trips to left turn lanes. The 95th percentile queue length represents a condition where 95 percent of the time during the peak hour, traffic queues will be less than or equal to the queue length determined by the analysis. This is referred to as the “95th percentile queue.” Average queuing is generally less.

Queues that exceed the turn pocket length can create potentially hazardous conditions by blocking or disrupting through traffic in adjacent travel lanes. The cities of Dublin and Pleasanton do not have standards for queuing and for the purpose of this analysis, queuing deficiencies would be considered as operational issues. Thus, operational deficiencies were considered to occur under conditions where project traffic causes the queue to extend beyond the turn pocket by 25 feet or more (i.e., the length of one vehicle) into adjacent traffic lanes that operate separately from the left turn lane. Where the vehicle queue already exceeds that turn pocket length under pre-project conditions, a queuing deficiency would occur if project traffic lengthens the queue by 25 feet or more.
5 Caltrans Guide for the Preparation of Traffic Impact Studies, State of California Department of Transportation, December 2002
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TRANSIT DELAY
Transit delay was evaluated to determine the effects of the project on the transit system. The transit analysis evaluated existing Tri-Valley Wheels bus routes that currently operate within the study area, particularly through a study intersection. Deficiencies to the transit system as a result of the project, such as a possible increase in demand or vehicle delay was analyzed. It should be noted that the City’s TIA guidelines do not have threshold for transit impacts, therefore the transit analysis is stated for informational purposes only.

REPORT ORGANIZATION
The remainder of the report is divided into the following chapters for the local transportation analysis:
· Chapter 3: Existing Conditions – describes existing conditions on the roadway network, transit system, pedestrian facilities, and bicycle facilities.
· Chapter 4: Project Conditions – describes the proposed project, trip generation, trip distribution, and trip assignment on the street network.
· Chapter 5: Near-Term Conditions – describes the traffic conditions under Near-Term Conditions with and without the proposed project.
· Chapter 6: Cumulative Conditions – describes the traffic conditions under Cumulative Conditions with and without the proposed project.
· Chapter 7: Alameda CTC Land Use Analysis – describes the existing and future conditions of the Metropolitan Transportation System roadway segments and estimated deficiency on the roadways segments as a result of the project.
· Chapter 8: Signal Warrant Evaluation – describes the results of the peak hour signal warrant evaluation at unsignalized study intersections.
· Chapter 9: Freeway On-Ramp Metering Analysis – describes the freeway on-ramp queuing analysis along I-580 at the Hacienda Drive, Tassajara Road, and El Charro Road interchanges. · Chapter 10: Vehicle Queuing and Site Access and Circulation - describes vehicle queuing analysis at the study intersections, as well as site access and circulation for the project. · Chapter 11: Public Transit, Bicycle, and Pedestrian Facilities – describes potential effects the proposed project may have on the transit system, pedestrian facilities, and bicycle facilities · Chapter 12: Summary of Intersection LOS Deficiencies and Recommended Improvements – summarizes potential intersection LOS deficiencies of the proposed project and improvements, if necessary.
· Chapter 13: Summary of Queuing Deficiencies and Recommended Improvements – summarizes potential queuing deficiencies of the proposed project and recommended improvements, if necessary.
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3. EXISTING CONDITIONS
This chapter describes the existing conditions of the roadway network, transit service, pedestrian facilities, and bicycle facilities within the vicinity of the project site. The chapter also presents existing turning movement volumes and intersection levels of service.

EXISTING ROADWAY NETWORK
This section provides a description of the specific roadways included in this study.

Interstate 580 (I-580) is part of the interstate freeway system and is located directly to the south of the project site. I-580 extends east-west connecting the project to the San Francisco Bay Area in the west and the City of Livermore and Interstate 5 in the east. The posted speed limit on I-580 is 65 miles per hour (mph) in the project area. I-580 express lanes were opened in 2016 and are in operation Monday through Friday from 5:00 AM to 8:00 PM. I-580 is a designated route of regional significance in the Tri-Valley Transportation Plan and Action Plan for Routes of Regional Significance.

Dublin Boulevard is an east-west roadway that bisects the southern portion of the project site. It is classified as an arterial west of Tassajara Road and a collector east of Tassajara Road. This roadway serves existing residential, office, and retail land uses. Phase 1A of the Kaiser medical office building was constructed on the parcel south of Dublin Boulevard between Keegan Street/Kaiser Road and Lockhart Street. A portion of Phase 1B is under construction and is located on the vacant parcels south of Dublin Boulevard between Carnmore Place and Kaiser Road. The remaining Phase 2 to Phase 3 will be located on the parking area south of the existing Kaiser Medical Center and the vacant parcels south of Dublin Boulevard between Kaiser Road and the existing Fallon Gateway retail center. In addition, the Emerald High School is currently under construction and will be located to the east of the project site bounded by Central Parkway to the north, Dublin Boulevard to the south, Chancery Lane and Finnian Way to the west, and residential homes to the east. Primary vehicle access will be provided via Central Parkway with secondary access to the athletic field parking lot off Dublin Boulevard.

On-street parking is not permitted along this roadway and the posted speed limit is 45 mph in the project area. Dublin Boulevard is a divided roadway with five to six lanes in the project area. Sidewalks exist along both sides of the roadway in the project area, except for along the project frontage. Class II bike lanes also exist along Dublin Boulevard. The Dublin Boulevard Extension project to extend Dublin Boulevard 1.5 miles from Fallon Road to North Canyons Parkway in Livermore is currently in the design phase. The extension is planned to have four to six travel lanes with a median, Class II buffered bike lanes, sidewalks, a shared use path on the north, curb and gutter, traffic signals, street lighting, landscaped raised median islands, bus stops, and all city street utilities.

Fallon Road is a north-south arterial extending east of the project site near the City of Dublin eastern border. The roadway primarily serves residential land uses, with retail located at the south end near the I580 ramps. Westbound and eastbound ramps provide access to I-580. On-street parking is not permitted along this roadway and the posted speed limit is 45 mph north of the I-580 ramps. The speed limit is 40 mph north of Bent Tree Drive (through Tassajara Road). Fallon Road is a divided roadway in the project area and varies from four lanes in between the I-580 ramps and Central Parkway, six lanes from Central Parkway to Gleason Drive, and four lanes from Gleason Drive to Tassajara Road. Sidewalks exist along both sides of Fallon Road from south of Central Parkway to Signal Hill Drive/Kingsmill Terrace. Gaps exist in the sidewalk on Fallon Road, including north of Signal Hill Drive/Kingsmill Terrace, and near Dublin Boulevard to south of Stoneridge Drive/Jack London Boulevard. Class II bike lanes exist along this roadway 1600
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from north of the I-580 ramps to Tassajara Road. A Class IB sidepath also exists along this roadway between Gleason Drive and Tassajara Road. No bike lanes exist south of the I-580 ramps.

Tassajara Road is a north-south principal arterial extending along the project site (west side). It provides access to Camino Tassajara to the north, which connects to the City of San Ramon and unincorporated Contra Costa County. I-580 eastbound and westbound ramps are located on this roadway. On-street parking is not permitted on this road and the posted speed limit is 45 mph in the project area. North of Somerset Lane, the roadway varies between four divided lanes and two undivided lanes. It is a five-lane divided roadway from Somerset Lane to Cascade Creek Lane/Dublin Ranch Drive (two northbound lanes, three southbound lanes), a four-lane divided roadway from Cascade Creek Lane/Dublin Ranch Drive to Central Parkway, a five-lane divided roadway (two northbound lanes, three southbound lanes) from Central Parkway to I-580 ramps, and a six-lane divided roadway from I-580 ramps south into Pleasanton. Sidewalks and Class II bike lanes exist along most of Tassajara Road. No sidewalks exist along the project frontage.

Brannigan Street is a two-lane, north-south minor arterial extending along the project site (east side). The roadway extends approximately 0.75 miles and primarily serves residential land uses, with a Lowes Home Improvement center and retail located south of Dublin Boulevard. On-street parking is striped and permitted along approximately 0.25 miles of this roadway and the posted speed limit is 25 mph in the project area.

Sidewalk exists along Brannigan Street, except along the project frontage and along the undeveloped parcel south of Dublin Boulevard where Brannigan Street is a private street. A Class IB Sidepath exists along this roadway between Dublin Boulevard and Kohnen Way.

Central Parkway is a three-mile two-lane divided east-west minor arterial that extends through the northern portion of the project site and serves residential land uses, as well as the offices located at the west end, Emerald Glen Park just west of Tassajara Road, James Dougherty Elementary School located east of Hacienda Drive, and Cottonwood Creek Elementary at the east end. On-street parking is not permitted along this roadway except for a few short segments near residential uses on the east end of the roadway and in front of James Dougherty Elementary School. The posted speed limit is 35 mph in the project area.

Sidewalks exist along both sides of Central Parkway for a majority of the roadway except along both sides of the project frontages. Class II bike lanes exist along both sides of Central Parkway and a Class IB Sidepath exists exist along the roadway between Brannigan Street and Lockhart Street.

Gleason Drive is two-mile east-west minor arterial that extends through the northern portion of the project site. The roadway primarily serves residential land uses, as well as the offices located at the west end of the road and Emerald Glen Park west of Tassajara Road. On-street parking is not permitted along this roadway and the posted speed limit is 40 mph. Gleason Drive is a four-lane divided roadway, except for a one-block stretch along the project frontage, where it is a two-lane divided roadway. Sidewalks and Class II bike lanes exist along Gleason Drive, except for along the project frontage, where no sidewalks or bike facilities exist.

Hacienda Drive is a north-south collector located west of the project site and extends approximately two and a half miles from the City of Dublin in the north, to the City of Pleasanton in the south. Hacienda Drive is classified as an arterial south of Dublin Boulevard. The roadway connects nearby offices, corporate campuses, and retail to local single family and multifamily residential land uses. I-580 eastbound and westbound ramps are located on this roadway. A new IKEA store was approved in 2018 (not constructed) west of Hacienda Drive, east of Arnold Road, and between Martinelli Way to the north and I-580 to the south. On-street parking is not permitted on this road and the posted speed limit is 35 mph. It is a threelane divided roadway (two northbound lanes, one southbound lane) from Gleason Drive to Central Parkway, a five-lane divided roadway (two northbound lanes, three southbound lanes) from Central Parkway to Dublin 1601
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August 2022 │ Draft 15
Boulevard, and a six-lane divided roadway from Dublin Boulevard south into Pleasanton. Sidewalks and Class II bike lanes exist along both sides of this roadway.

EXISTING TRANSIT FACILITIES
Tri-Valley Wheels has multiple transit routes in the cities of Pleasanton, Dublin, and Livermore. Many routes (such as Route 1, 3, 10R, etc.) operate within the project area, but do not operate near the project site.

Only routes that service the nearby area of the project are described in this section. Figure 3 shows the transit facilities in the project area. Schedules for each route are current as of May 2022, but may change due to COVID-19 or other external factors.

Route 2 is a local bus route that operates between the East Dublin/Pleasanton BART Station and Positano Hill. In the project area, Route 2 operates on Central Parkway, Tassajara Road, Brannigan Street, and Gleason Drive. On weekdays, Route 2 operates between 7:33 AM and 8:20 AM and between 3:15 PM and 3:45 PM. Route 2 only operates a single trip in the morning and afternoon to serve Fallon Middle School and does not operate on Saturdays or Sundays. The closest bus stop is on Central Parkway at Glynnis Rose Drive.

Route 30R is a local bus route that operates between the West Dublin/Pleasanton BART Station and the Sandia Laboratory in Livermore, CA. In the vicinity of the project site, Route 30R operates on Dublin Boulevard. On weekdays, Route 30R operates between 5:14 AM and 10:50 PM in 30-minute headways.

On weekends, Route 30R operates between 5:16 AM and 10:53 PM in 60-minute headways. The closest bus stop is on Dublin Boulevard at Glynnis Rose Drive and Grafton Street.

Route 501a, 501b, and 501c are Dublin School Routes that operate between Dublin High School and Positano Hill. In the vicinity of the project site, Route 501a operates on Gleason Drive, Tassajara Road, and Fallon Road, Route 501b operates on Gleason Drive, Tassajara Road, Central Parkway, and Fallon Road, and Route 501c operates on Dublin Boulevard and Fallon Road. In the morning, it operates between 7:38 AM and 8:10 AM. On Monday, Tuesday, and Thursday afternoons, it operates between 4:05 PM and 4:40 PM. On Wednesday afternoons, it operates between 3:06 PM and 3:41 PM. On Friday afternoons, it operates between 2:41 PM and 3:16 PM. The service is only provided on school days. The closest bus stop area is at the intersections along Gleason Street at Central Parkway and Tassajara Road and Central Parkway at Glynnis Rose Drive.

Route 502 is a Dublin School Route that operates between Dublin High School and the intersection of Central Parkway and Panorama Drive. In the vicinity of the project site, Route 502 operates on Tassajara Road, Dublin Boulevard, and Central Parkway. In the morning, it operates between 7:32 AM and 8:10 AM.

On Monday, Tuesday, and Thursday afternoons, it operates between 4:05 PM and 4:44 PM. On Wednesday afternoons, it operates between 3:06 PM and 3:45 PM. On Friday afternoons, it operates between 2:41 PM and 3:20 PM. The service is only provided on school days. Near the project site, there is a bus stop at the intersections along Central Parkway at Glynnis Rose Drive and Dublin Boulevard at Brannigan Street.

Route 504 is a Dublin School Route that operates between Dublin High School and the intersection of Gleason Drive and Brannigan Street. In the vicinity of the project site, Route 504 operates on Dublin Boulevard, Tassajara Road, Fallon Road, and Gleason Drive. In the morning, it operates between 7:41 AM and 8:10 AM. On Monday, Tuesday, and Thursday afternoons, it operates between 4:05 PM and 4:36 PM.

On Wednesday afternoons, it operates between 3:06 PM and 3:37 PM. On Friday afternoons, it operates between 2:41 PM and 3:12 PM. The service is only provided on school days. The closest bus stops are along Gleason Drive at Tassajara Road and Brannigan Street. 1602
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EXISTING PEDESTRIAN FACILITIES
Existing pedestrian facilities in the project area include sidewalks along the west side of Tassajara Road and on the east side of Brannigan Street from Dublin Boulevard to beyond the northern project site boundary. Sidewalks also exist on both sides of Gleason Drive, Central Parkway, and Dublin Boulevard from Tassajara Road on the west to Brannigan Street on the east. No sidewalks currently exist along the project frontage.

EXISTING BICYCLE FACILITIES
Bicycle facilities are divided into four classes. Class I bike paths are physically separated from motor vehicle lanes and are further divided into Class IA Multi-use Paths and Class IB Sidepaths. Class II bike lanes on roadways are marked by signage and pavement striping. Painted buffers may separate the vehicle travel lanes from the bike lane and green bike lane pavement coloring are used to highlight potential conflict zones between vehicles and cyclists. Class III bike routes share the travel lane with motor vehicles and have signs and sharrow striping to guide bicyclists on paved routes. Class IV bike facilities are protected cycle tracks that provide a physical barrier between motor vehicles and cyclists. Figure 4 shows the bicycle facilities in the project area.

Direct access to bicycle facilities is provided adjacent to the project site including Class IB Sidepaths along Brannigan Street, Finnian Way, Central Parkway, and Dublin Boulevard and Class II bike lanes along Tassajara Road, Gleason Drive, Central Parkway, and Dublin Boulevard. 1603
Figure 3
Existing Transit Facilities
SCS Dublin
1604
Figure
4 Existing Bicycle FacilitiesSCS Dublin
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August 2022 │ Draft 19

EXISTING LANE CONFIGURATION AND TRAFFIC CONTROL
Existing intersection lane configuration and traffic controls are illustrated in Figure 5.

EXISTING PEAK HOUR TURNING MOVEMENT VOLUMES
Weekday intersection turning movement volumes were collected in March 2022 for the AM and PM peak hours. However, due to COVID-19 and its effect on traffic patterns, these counts were compared to historical traffic volumes from other traffic studies in Dublin to determine whether the collected counts were within reason or if they were affected by COVID-19. Historical volumes that were used in this comparison were obtained from the following studies:
· At Dublin EIR – counts collected in June 2016, December 2017, and January 2018 o June 2016 counts within the At Dublin EIR were derived from the Dublin IKEA Final Transportation Assessment
· New Comprehensive Dublin High School Project EIR – counts collected in November 2019 The March 2022 counts were compared to the historical traffic counts and as a conservative approach, the higher volume was used for the analysis.

Saturday intersection turning movement volumes were also collected in March 2022 for two study intersections at Intersections #11 and #13. Similar to the approach for weekday AM and PM peak hour turning movement volumes, these volumes were compared to historical traffic counts and the higher volumes were used for the analysis.

Intersection volume data sheets are provided in the Appendix. Peak hour turning movement volumes are shown in Figure 6.
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Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
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Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Dublin Blvd Las Positas Blvd Tassajara Rd
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Brannigan St Gleason Dr Gleason Dr
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The Shops
Existing Condition Lane Geometry and Traffic Control SCS Dublin Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway 1 2
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Brannigan St
Lowe's Dwy Dublin Blvd Dublin Blvd
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Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
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El Charro Rd Jack London Blvd Stoneridge Dr
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Figure 5 BUS ONLY
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899(1748)
450(661)
1191(1637) 15 176(162) 338(435) 682(295) 140(213) 640(452) 171(520)
1104(1318)
165(413)
94(115)
951(1728) 16 255(178) 340(148) 86(99) 180(515) 225(383) 178(457) 478(328)
1111(1124)
105(164)
102(172)
904(1137)
554(381) 17 18 19 20 21 22 23 20(10) 276(142) 84(19)
3(10)
125(309)
213(71)
263(62)
138(14)
61(21)
12(7)
140(13)
12(5) 24 55(46) 25(1)
153(24)
8(10)
23(53)
139(24) 25 15(11) 385(189) 36(5) 5(25) 91(340) 73(34)
97(35)
91(30)
20(5)
23(11)
53(38)
24(13) 26 37(32) 11(1)
108(58)
7(7)
31(65)
81(104) 27 6(14) 959(508) 28(18)
39(73)
297(1142)
81(144)
118(68)
8(5)
19(17)
3(7)
2(1)
38(104) 28 0(1) 36(110)
4(2)
49(90)
7(2) 29 40(56) 878(365) 15(65) 347(967) 9(36)
6(1)
6(0)
39(57)
18(62) 30 5(2) 520(313) 18(41) 102(34) 196(782) 73(227) 274(121)
2(2)
39(29)
6(10)
0(2)
24(71) 31 123(27) 408(294) 48(49) 7(6) 193(741) 41(74)
131(52)
4(0)
68(56)
18(81)
0(2)
4(10) 32 17(4) 26(23) 5(4) 238(66) 13(26) 322(429)
484(396)
276(262)
1(4)
21(6)
226(304)
201(60) 33 183(196) 53(72)
109(55)
757(337)
319(104)
486(399) 34 204(396) 0(1) 114(219)
218(105)
1289(844)
298(149)
551(793) 35 239(253) 5(3) 484(593)
670(443)
872(1059)
479(732)
251(410) 36 272(301) 262(381)
471(488)
640(824)
468(761)
104(478) 37 7(4) 387(141) 321(712) 3(4) 65(604) 183(494) 594(326)
134(11)
184(788)
6(8)
68(33)
3(2) 38 7(3) 229(99) 100(14) 37(50) 130(231) 31(56)
110(47)
44(16)
85(17)
15(3)
41(25)
56(14) 39 34(9) 377(174) 8(9) 6(13) 114(293) 15(52)
52(29)
5(1)
4(8)
48(14)
7(2)
8(0) 40 7(4) 310(149) 10(11) 117(251) 49(64)
109(38)
26(19)
0(5)
0(3) 41 Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Las Positas Blvd
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd Dublin Blvd
Tassajara Rd
Tassajara Rd Gleason Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Fallon Rd Gleason Dr
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
The Shops
312(148)212(30)98(28)
84(91)
187(38)
37(68)
83(100)
1111(710)
106(26)
97(145)
504(757)
64(110) 42 43 /(*(1'
X ,17(56(&7,21 XX(YY)[ZZ] $0(30)[6$785'$Y]3($. +28592/80(6 Existing Condition Peak Hour Turning Movement Volumes SCS Dublin Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Figure 6 1608
Local Transportation Analysis │ SCS Dublin
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EXISTING INTERSECTION LEVEL OF SERVICE
Traffic operations were evaluated at the study intersections under Existing traffic conditions. Intersection LOS results of the analysis are presented in Table 7 and Table 8 for the weekday and Saturday peak hours, respectively. Locations operating unacceptably are bolded. Table 7 and Table 8 list the LOS criteria, municipal jurisdiction, intersection control, and LOS/delay for each intersection. It should be noted that Intersection #14 was analyzed as two separate intersections due to its configuration as a signalized intersection at Dublin Corporate Way and as a side-street stop-controlled intersection at Northside Drive/Project Driveway. This intersection was analyzed as Intersection #14 and Intersection #44.

Table 7 - Existing Intersection Level of Service Summary – Weekday # Intersection LOS
Criteria Jurisdiction Control
Existing Weekday
AM Peak PM Peak
LOS Delay2
(sec) LOS Delay2(sec)
1 Hacienda Dr / Central Pkwy D Dublin Signal B 17.9 B 18.1 2 Dublin Blvd / Hacienda Dr D Dublin Signal D 48.7 D 39.4 3 Hacienda Dr / I-580 WB ramps D* Caltrans4 Signal B 11.0 A 8.6 4 Hacienda Dr / I-580 EB ramps1 D* Caltrans4 Signal C 20.3 B 14.2 5 Hacienda Dr / Owens Dr D* Pleasanton Signal B 18.4 D 40.2 6 Tassajara Rd / Gleason Dr D Dublin Signal C 34.8 D 35.4 7 Project Dwy / Aviano Way / Tassajara
Road D Dublin SSSC Future Project Driveway
8 Project Dwy (North Entry Level
Townhomes) / Tassajara Rd D Dublin SSSC Future Project Driveway 9 Tassajara Rd / Central Pkwy D Dublin Signal C 21.5 D 35.9 10 Project Dwy (South Entry Level
Townhomes) / Tassajara Rd D Dublin SSSC Future Project Driveway 11 The Shops / Tassajara Rd D Dublin Signal A 3.5 B 12.1 12 Project Dwy (Affordable Housing) /
Tassajara Rd D Dublin SSSC Future Project Driveway
13 Tassajara Rd / Dublin Blvd D Dublin Signal D 38.0 D 43.2 14 Tassajara Rd / Dublin Corporate Way1,3 D Dublin Signal A 7.5 C 22.9 15 Tassajara Rd / I-580 WB Ramps D* Caltrans4 Signal B 14.5 B 16.3 16 Tassajara Rd /Santa Rita Rd / I-580 EB
Ramps – Pimlico Dr D* Caltrans4 Signal C 21.4 C 33.7
17 Santa Rita Rd / Las Positas Blvd D Pleasanton Signal D 51.0 D 43.9 18 Project Dwy (North Side) / Central Pkwy D Dublin SSSC Future Project Driveway 19 Project Dwy (South Side) / Central Pkwy D Dublin SSSC Future Project Driveway 20 Project Dwy (North Family Townhomes) /
Finnian Way D Dublin SSSC Future Project Driveway
21 Project Dwy (South Family Townhomes) /
Finnian Way D Dublin SSSC Future Project Driveway
22 Project Dwy / Gleason Dr D Dublin SSSC Future Project Driveway 23 Project Dwy (South Side) / Dublin Blvd D Dublin SSSC Future Project Driveway 24 Brannigan St / Gleason Dr D Dublin Signal C 31.3 B 11.2 25 Aviano Way / Brannigan St
D Dublin SSSC
A 3.0 A 3.2
Worst Approach B 13.9 A 9.3
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# Intersection LOS
Criteria Jurisdiction Control
Existing Weekday
AM Peak PM Peak
LOS Delay2
(sec) LOS Delay2(sec)
26 Brannigan St / Central Pkwy D Dublin Signal B 19.4 B 11.6 27 Finnian Way / Brannigan St D Dublin AWSC A 7.9 A 8.1 28 Brannigan St / Dublin Blvd D Dublin Signal B 10.5 B 11.4 29 Brannigan St Bend/Lowe’s Truck Access
D Dublin SSSC
A 0.0 A 0.0
Worst Approach A 0.0 A 0.0
30 Dublin Blvd / Grafton St D Dublin Signal A 8.1 A 7.1 31 Dublin Blvd / Keegan St D Dublin Signal B 13.1 B 13.8 32 Dublin Blvd / Lockhart St D Dublin Signal B 12.0 B 11.6 33 Fallon Rd / Tassajara Rd D Dublin Signal B 18.4 B 16.5 34 Gleason Dr / Fallon Rd1 D Dublin Signal C 24.6 B 14.5 35 Dublin Blvd / Fallon Rd D Dublin Signal B 15.1 B 12.4 36 Fallon Rd / I-580 WB Ramps D* Caltrans4 Signal A 6.1 A 7.3 37 Fallon Rd / I-580 EB Ramps D* Caltrans4 Signal A 5.7 A 6.6 38 El Charro Rd / Stoneridge Dr / Jack
London Blvd D Pleasanton Signal B 15.7 B 16.6
39 Gleason Dr / Grafton St D Dublin Signal C 20.5 B 11.8 40 Central Pkwy / Chancery Ln D Dublin Signal B 13.1 B 11.2 41 Grafton St / Central Pkwy1 D Dublin Signal B 12.1 A 9.2 42 Central Pkwy / Fallon Rd D Dublin Signal D 36.5 C 21.9 43 Brannigan / South Family Homes Dwy D Dublin SSSC Future Project Driveway 44 Tassajara Rd / Project Dwy,3
D Dublin SSSC
A 0.0 A 0.0
Worst Approach A 0.0 A 0.0
* City of Pleasanton Gateway intersection. Intersections operating unacceptably are shown in bold.

1. Intersection analyzed using HCM 2000 methodology instead of HCM 6th Edition.

2. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections.

3. Due to the configuration of this intersection, it was analyzed as two separate intersections (Intersection #14 and Intersection #44).

4. Caltrans intersection maintained by the City of Pleasanton.

Table 8 - Existing Intersection Level of Service Summary – Saturday # Intersection LOS
Criteria Jurisdiction Control
Existing Saturday
Saturday Peak
LOS Delay1
(sec)
11 The Shops / Tassajara Rd D Dublin Signal A 9.7
13 Tassajara Rd. / Dublin Blvd D Dublin Signal C 32.8
Intersections operating unacceptably are shown in bold.

1. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections.

All study intersections function within acceptable LOS standards in Existing Conditions under the weekday and Saturday scenarios. Analysis sheets are provided in the Appendix. 1610
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4. PROJECT CONDITIONS
This chapter presents a description of the proposed project’s site use, trip generation, trip distribution, and trip assignment.

PROPOSED SITE USE
The project proposes a mixed-used development consisting of commercial/retail, hotel, and residential uses and is divided into four planning areas, as described below. It should be noted that the retail shop/restaurant land uses do not distinguish the specific type of retail use. Therefore, a mix of retail shops, fast casual restaurant, and fast-food restaurant without drive-through land uses were assumed to be conservative. · Planning Area 1 – South of Dublin Boulevard
o Family Entertainment Use (Bowling) – 30,000 SF
o Retail Shops – 16,000 SF
o Restaurants – 24,000 SF
o Hotel – 140 rooms
o Recreational Facility (Topgolf) – 120 Hitting Bays
o Planning Area Access – access to this planning area is provided by three unsignalized driveways with one right-in/right-out access on Tassajara Road, one right-in/right-out access on Dublin Boulevard, and one full-access on Brannigan Street. · Planning Area 2 – North of Dublin Boulevard and south of Central Parkway o Retail Shops – 36,000 SF
o Restaurants – 24,000 SF
o Attached residential Units – 290 Dwelling Units
o Shop-House Mixed Use Townhomes – 40 Dwelling Units
o Multifamily Affordable Housing – 100 Dwelling Units
o Park/Recreation – 0.8 acres
o Planning Area Access – access to this planning area is provided by two unsignalized, rightin/right-out driveways and one full-access, signalized driveway on Tassajara Road, one right-in/right-out access on Central Parkway, and two unsignalized, full access driveways on Brannigan Street.
· Planning Area 3 – North of Central Parkway and south of Gleason Drive o Single Family Detached Housing – 135 Dwelling Units
o Townhomes/Condominiums – 70 Dwelling Units
o Park/Recreation – 1.7 acres
o Planning Area Access – access to this planning area is provided by four unsignalized driveways with two right-in/right-out accesses on Tassajara Road, one right-in/right-out access on Central Parkway, and one full-access on Brannigan Street. · Planning Area 4 – North of Gleason Drive
o Single Family Detached Housing – 15 Dwelling Units
o Planning Area Access – access to this planning area is provided by one unsignalized, rightin/right-out access on Gleason Drive. 1611
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TRIP GENERATION
Trip generation for projects is typically calculated based on information contained in the Institute of Transportation Engineer’s (ITE) publication, Trip Generation Manual, 11th Edition6. The manual is a standard reference used by jurisdictions throughout the country for the estimation of trip generation potential of proposed projects. A trip is defined in the Trip Generation Manual as a single or one-directional vehicle movement with either the origin or destination at the project site. In other words, a trip can be either “to” or “from” the site and therefore, a single visitor to a site is counted as two trips.

For purposes of determining the worst-case deficiency of traffic on the surrounding street network, the trips generated by the proposed project are estimated for the weekday AM peak hour (between 7:00 AM and 9:00 AM), and for the weekday PM peak hour (between 4:00 PM and 6:00 PM) on a typical weekday. As the ITE Trip Generation Manual does not specify a time frame for the Saturday peak hour, trip generation rates for the Saturday peak hour were applied to all uses, regardless of whether the Saturday peak hour occurs at different time periods for each use, as the worst-case deficiency on traffic. ITE methodology dictates that the fitted curve equation should be used if there are 20 or more data points, or if the R2 value is greater than 0.75 (the R2 value shows how close the data is to the fitted curve, with 1.0 being the best fit, and 0.0 showing no fit) and the weighted average rate should be used if the weighted standard deviation is less than or equal to 55 percent of the weighted average rate.

Weekday and Saturday Trip Generation
The following describes the methodology used to develop the weekday and Saturday trip generation for each planning area:
· Planning Area 1
o Fitted Curve Equation used for:
§ ITE 310 (Hotel) for hotel use.
o Average Rates used for:
§ ITE 437 (Bowling Alley) for the family entertainment use, ITE 822 (Strip Retail Plaza <40 KSF) for retail shop uses, and ITE 930 (Fast Casual Restaurant) and ITE 933 (Fast Food Restaurant without Drive-Through) for the restaurant uses. o Trip generates rates for the Topgolf (recreational facility) were derived from the North Central Roseville Traffic Impact Analysis7 dated January 2015 and used to determine the trips generated for the proposed Project.
· Planning Area 2
o Average Rates used for:
§ ITE 822 (Strip Retail Plaza <40 KSF) for retail shop uses, ITE 930 (Fast Casual Restaurant) and ITE 933 (Fast Food Restaurant without Drive-Through) for the restaurant uses, ITE 220 (Multifamily Housing Low-Rise) for the attached residential units and shop-house mixed-use townhomes, ITE 223 (Affordable Housing) for the multifamily affordable housing, and ITE 411 (Recreational) for the park/recreation use.
6 Trip Generation Manual, 11th Edition, Institute of Transportation Engineers, 2021 7 Transportation Impact Study Report for North Central Roseville Specific Plan – Parcel 49, Fehr & Peers, January 23, 2015.
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· Planning Area 3
o Average Rates used for:
§ ITE 210 (Single-Family Detached Housing) for the single-family residential units, ITE 220 (Multifamily Housing Low-Rise) for the townhomes/condominiums, and ITE 411 (Recreational) for the park/recreation use.
· Planning Area 4
o Average Rates used for:
§ ITE 210 (Single-Family Detached Housing) for the single-family residential units.

Internal Capture Reduction
With a multi-use development, there is potential for interaction among the uses within each development area. These types of trips are considered internal to the site and are “captured” within the site. The standard engineering reference for determining internal capture reductions for the proposed land uses is the ITE Trip Generation Handbook, 3rd Edition8. Following ITE methodology, the total internal capture reduction for the Project would result in 29 percent, 17 percent, and 42 percent for the weekday daily, AM peak hour, and PM peak hour, respectively. It should be noted that daily internal capture reduction rates are not provided and therefore were determined from an average of the AM and PM peak hour internal capture reduction rates.

As the ITE Trip Generation Handbook does not provide internal capture reduction rates for a Saturday peak hour, the PM internal capture reduction methodology was applied instead and results in a total internal capture reduction of 40 percent for the Saturday peak hour.

Pass-By Reductions
Pass-by trip reductions are considered to account for trips that were already on the road and will likely stop as they pass by the site. Pass-by reductions would be applicable to the commercial/retail uses in Planning Areas 1 and 2 and were derived from the ITE Trip Generation Manual, 11th Edition. Where pass-by reductions are not available for the ITE land use code used to develop the trip generation, the most similar ITE land use code available was used. Pass-by trips reductions for ITE 821 (Shopping Plaza) were used for the retail uses and results in a reduction of 0 percent in the AM peak hour and 40 percent in the PM peak hour. Pass-by trips reductions for ITE 932 (High Turn-Over Sit-Down Restaurant) was used for the restaurant use and results in a reduction of 0 percent in the AM peak hour and 43 percent in the PM peak hour. Pass-by trips reductions for ITE 934 (Food Restaurant with Drive-Through) was used for the fast-food use and results in a reduction of 50 percent in the AM peak hour and 55 percent in the PM peak hour. Daily pass-by reduction rates are not provided and therefore were determined from an average of the AM and PM peak hour pass-by reduction rates. The total pass-by reduction for the project results in 15 percent, 20 percent, and 16 percent for the weekday daily, AM peak hour, and PM peak hour, respectively.

For the Saturday peak hour, pass-by trips reductions for ITE 821 (Shopping Plaza) were used for the retail uses and results in a reduction of 31 percent in the Saturday peak hour. Pass-by trips reductions for a Saturday peak hour is not available for ITE 932 (High Turn-Over Sit-Down Restaurant) and ITE 934 (Food Restaurant with Drive-Through), therefore the PM peak hour rates were used and results in a reduction of 43 percent and 55 percent, respectively.
8Trip Generation Handbook, 3rd Edition, Institute of Transportation Engineers, 2017. 1613
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August 2022 │ Draft 27
School Trip Reductions (Weekday Only)
It is assumed that the residential trip rates within the ITE Trip Generation Manual take into consideration a reduction in vehicular trips between residential units and schools as some students will walk or bike to school during the weekday. However, due to the Project’s close proximity to local schools including Kolb Elementary School, Eleanor Murray Fallon Middle School, and the future Emerald High School, it is expected that there will be additional vehicle trips reduced from the residential units as more students walk or bike to and from the nearby schools. To determine this additional school walking trip reduction, the following steps were taken and are summarized in Table 9. The additional school walking trip reduction was applied to the weekday AM and PM peak hour trip generation only.

1. Determined the national average distance students travel to school and compared with the average distance students will travel from the Project site to the nearby City of Dublin schools. The average travel distance for the Project is less than the national average.

2. Determined the percent of students that would walk to school based on the national average distance (this percent is assumed to be accounted for in the ITE residential trip rates). Determined the percent of students that would walk based on the Project’s average distance. The difference in these percentages (or the additional number of students that would walk since the Project is closer to schools on average) were used to determine the additional total student walking trip reduction.

3. Total number of students generated from the residential units were determined based on student yield factors for single family detached homes and condominiums/townhomes within the Dublin Unified School’s 7-Year District Student Population Projects Packets.

4. Note that all the school walking trip reductions were applied to the AM outbound trips. Since some of these trips would have been made from parents dropping off students on their way to their final destination, only a portion of these trips were applied to AM inbound trips. Also, a portion of these trips were applied to the PM peak hour since the majority of the trips would be applied to the School PM peak hour which occurs typically from 2:00 PM to 4:00 PM. 1614
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August 2022 │ Draft 28
Table 9 - Trip Reductions from School Walking Trips
National Average vs Project Average Elementary and
Middle School High School
National Average
Distance Traveled to School1 3.6 miles 6.0 miles
Percent of Students Walking/Other Methods of
Transportation Excluding Private Vehicle2

35.8 percent 35.8 percent
Project Average
Distance Traveled to School 0.85 miles 0.32 miles
Percent of Students Walking/Other Methods of
Transportation Excluding Private Vehicle2

41.3 percent 74.6 percent
Difference Between National and Project Average in
Percent of Students walking to school (A) 5.5 percent 38.8 percent Total Students Generated from Project’s Residential
Units (B)3
283 students 71 students
Total Students Walk Trips not accounted for in ITE
Trip Generation Residential Rates (A*B) 16 students 28 students

1. NHTS Brief National Household Travel Survey, US Department of Transportation Federal Highway Administration, 2008

2. Travel to School in California National Household Travel Survey, Active Living Research, 2013

3. Dublin Unified School District, 7-Year Student Population Projections Packet, 2019 Table 10 presents the weekday peak hour trip generation for the proposed project. The project will generate +10,983 daily trips, +644 trips in the AM peak hour (332 In / 312 Out), and +777 trips in the PM peak hour (443 In / 334 Out).

Table 11 presents the Saturday peak hour trip generation for the proposed project. The project will generate +1,307 Saturday peak hour trips (690 In / 617 Out).

PROJECT TRIP DISTRIBUTION AND ASSIGNMENT
A select zone analysis was completed using the City’s travel demand model for the traffic analysis zones (TAZs) that make up the Project site to assist in developing the Project’s trip distribution. Adjustments were made to the select zone analysis based on existing traffic count information, previous traffic studies within the area, the general orientation of population sources to the site, and future roadway improvements (i.e. the Dublin Boulevard Extension) as the trip distribution is developed for Near-Term and Cumulative conditions. Figure 7 presents the trip distribution assumed in Near-Term Plus Project Conditions and Cumulative Plus Project Conditions.

Based on the assumed trip distributions, the new vehicle trips generated by the project were assigned to the street network and the trip assignment is shown in Figure 8. 1615
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Table 10 - Project Trip Generation – Weekday
Land Use
ITE Land
Use Code1 Size Unit Daily
AM Peak Hour PM Peak Hour
Total In Out Total In Out
Planning Area 1
Family Entertainment Use (Bowling)3,5 437 30 KSF 328 24 23 1 35 23 12 Retail Shops (Strip Retail Plaza <40k)3 822 16 KSF 871 38 23 15 105 53 52 Fast Casual Restaurant3 930 18 KSF 1,749 26 13 13 226 124 102 Fast Food without Drive Thru3 933 6 KSF 2,703 259 150 109 199 100 99 Hotel4 310 140 Rooms 1,094 63 35 28 76 39 37
Recreational Facility (Topgolf) N/A2 120 Hitting
Bays 2,160 37 32 5 216 108 108
Subtotal Trips Before Reductions (Planning Area 1) 8,905 447 276 171 857 447 410 Internal Capture Reductions (Planning Area 1)6-2,054 -52 -35 -17 -297 -146 -151 Retail/Restaurant Pass-by Reductions (Planning Area 1)7-1,515 -115 -62 -53 -159 -91 -68 Subtotal Trips After Reductions (Planning Area 1) 5,336 280 179 101 401 210 191 Planning Area 2
Retail Shops (Strip Retail Plaza <40k)3 822 36 KSF 1,960 85 51 34 237 119 118 Fast Casual Restaurant3 930 18 KSF 1,749 26 13 13 226 124 102 Fast Food without Drive Thru3 933 6 KSF 2,703 259 150 109 199 100 99 Attached Residential Units (3-4 Story)3 220 290 DU 1,955 116 28 88 148 93 55 Shop House Mixed Used Townhomes3 220 40 DU 270 16 4 12 20 13 7 Multifamily Affordable Housing3 223 100 DU 481 36 10 26 46 27 19 Park/Recreation3 411 0.8 Acres 1 0 0 0 0 0 0
Subtotal Trips Before Reductions (Planning Area 2) 9,119 538 256 282 876 476 400 Internal Capture Reductions (Planning Area 2)6-3,335 -116 -55 -61 -458 -227 -231 Retail/Restaurant Pass-by Reductions (Planning Area 2)7-1,487 -107 -57 -50 -153 -89 -64 School Walking Trip Reductions (Planning Area 2)8-84 -42 -14 -28 -10 -6 -4 Subtotal Trips After Reductions (Planning Area 2) 4,213 273 130 143 255 154 101 Planning Area 3
Single Family Detached Housing3 210 135 DU 1,273 95 25 70 127 80 47 Townhomes/Condos3 220 70 DU 472 28 7 21 36 23 13
Park/Recreation3 411 1.7 Acres 1 0 0 0 0 0 0
Subtotal Trips Before Reductions (Planning Area 3) 1,746 123 32 91 163 103 60 Internal Capture Reductions (Planning Area 3)6-373 -17 -3 -14 -47 -28 -19 School Walking Trip Reductions (Planning Area 3)8-46 -23 -8 -15 -5 -3 -2 Subtotal Trips After Reductions (Planning Area 3) 1,327 83 21 62 111 72 39 Planning Area 4
Single Family Detached Housing3 210 15 DU 141 11 3 8 14 9 5 Subtotal Trips Before Reductions (Planning Area 4) 141 11 3 8 14 9 5 Internal Capture Reductions (Planning Area 4)6-30 -1 0 -1 -4 -2 -2 School Walking Trip Reductions (Planning Area 4)8-4 -2 -1 -1 0 0 0 Subtotal Trips After Reductions (Planning Area 4) 107 8 2 6 10 7 3 Total Trips Before Reductions 19,911 1,119 567 552 1,910 1,035 875 Total Internal Capture Reductions (29% Daily, 17% AM, 42% PM) -5,792 -186 -93 -93 -806 -403 -403 Total Pass-By Reductions (15% Daily, 20% AM, 16% PM) -3,002 -222 -119 -103 -312 -180 -132 School Walking Trip Reductions -134 -67 -23 -44 -15 -9 -6 Total External Trips 10,983 644 332 312 777 443 334
Notes:

KSF = 1,000 square feet, DU = Dwelling Units

1. Trip generation developed based on the ITE Trip Generation Manual, 11th Edition for all land uses with the exception of the Topgolf in Planning Area 1.

2. Trip generation rates for Topgolf were derived from the North Central Roseville Traffic Impact Analysis, dated January 2015.

3. ITE Trip Generation average rates used for ITE Land Use Codes 437, 822, 930, 933, 220, 223, 411, and 210.

4. ITE Trip Generation fitted curve equation used for ITE Land Use Codes 310.

5. Daily trip generation rate not provided for ITE Land Use 437 within the ITE Trip Generation Manual, 11th Edition. Therefore, a ratio of the PM to Daily trip rate derived from the ITE Trip Generation Manual, 9th Edition was applied to develop a daily rate.

6. Internal capture based on rates in the ITE Trip Generation Handbook, 3rd Edition. Daily rates are not provided, therefore rates were developed based on an average of the AM and PM peak hour reduction rates.

7. Pass-by reductions derived from the ITE Trip Generation Manual, 11th Edition. Pass-by reductions are not provided for ITE 822, 930, and 933; therefore pass-by reductions for ITE 821, 932, and 934 were used instead. Daily rates are not provided and therefore were developed based on an average of the AM and PM peak hour reduction rates.

8. School walking trip reductions are based on the Dublin Unified School District's 7 Year Student Population Projections Packet and the Active Living Research's Travel to School in California Survey.
1616
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Table 11 - Project Trip Generation – Saturday
Land Use ITE Land Use
Code1 Size Unit
Saturday
Total In Out
Planning Area 1
Family Entertainment Use (Bowling)3,5 437 30 KSF 65 25 40 Retail Shops (Strip Retail Plaza <40k)3 822 16 KSF 105 54 51 Fast Casual Restaurant3 930 18 KSF 588 323 265
Fast Food without Drive Thru3 933 6 KSF 328 161 167
Hotel4 310 140 Rooms 103 58 45
Recreational Facility (Topgolf)3 N/A2 120 Hitting Bays 367 189 178 Subtotal Trips Before Reductions (Planning Area 1) 1,556 810 746 Internal Capture Reductions (Planning Area 1)6-492 -252 -240 Retail/Restaurant Pass-by Reductions (Planning Area 1)7-315 -179 -136 Subtotal Trips After Reductions (Planning Area 1) 749 379 370 Planning Area 2
Retail Shops (Strip Retail Plaza <40k)3 822 36 KSF 237 121 116 Fast Casual Restaurant3 930 18 KSF 588 323 265
Fast Food without Drive Thru3 933 6 KSF 328 161 167
Attached Residential Units (3-4 Story)3 220 290 DU 119 60 59 Shop House Mixed Used Townhomes3 220 40 DU 16 8 8
Multifamily Affordable Housing3 223 100 DU 128 76 52
Park/Recreation3 411 0.8 Acres 0 0 0
Subtotal Trips Before Reductions (Planning Area 2) 1,416 749 667 Internal Capture Reductions (Planning Area 2)6-702 -344 -358 Retail/Restaurant Pass-by Reductions (Planning Area 2)7-275 -159 -116 Subtotal Trips After Reductions (Planning Area 2) 439 246 193 Planning Area 3
Single Family Detached Housing3 210 135 DU 124 67 57
Townhomes/Condos3 220 70 DU 29 15 14
Park/Recreation3 411 1.7 Acres 0 0 0
Subtotal Trips Before Reductions (Planning Area 3) 153 82 71 Internal Capture Reductions (Planning Area 3)6-44 -23 -21 Subtotal Trips After Reductions (Planning Area 3) 109 59 50 Planning Area 4
Single Family Detached Housing3 210 15 DU 14 8 6
Subtotal Trips Before Reductions (Planning Area 4) 14 8 6 Internal Capture Reductions (Planning Area 4)6-4 -2 -2
Subtotal Trips After Reductions (Planning Area 4) 10 6 4 Total Trips Before Reductions 3,139 1,649 1,490
Total Internal Capture Reductions (40% Saturday) -1,242 -621 -621 Total Pass-By Reductions (19% Saturday) -590 -338 -252
Total External Trips 1,307 690 617
Notes:

KSF = 1,000 square feet, DU = Dwelling Units

1. Trip generation developed based on the ITE Trip Generation Manual, 11th Edition for all land uses with the exception of the Topgolf in Planning Area 1.

2. Trip generation rates for Topgolf were derived from the North Central Roseville Traffic Impact Analysis, dated January 2015.

3. ITE Trip Generation average rates used for ITE Land Use Codes 437, 822, 930, 933, 220, 223, 411, and 210.

4. ITE Trip Generation fitted curve equation used for ITE Land Use Codes 310.

5. Saturday trip generation rates not provided for ITE 437 for the independent variable of 1 KSF. A ratio of the PM to Saturday rate for the independent variable of bowling alley was applied to determine a Saturday rate for the independent variable of 1 KSF.

6. Internal capture rates for Saturday are not provided in the ITE Trip Generation Handbook, 3rd Edition. PM internal capture reduction percentages were applied.

7. Pass-by reductions derived from the ITE Trip Generation Manual, 11th Edition. Pass-by reductions are not provided for ITE 822, 930, and 933; therefore pass-by reductions for ITE 821, 932, and 934 were used instead. Saturday rates are not provided for ITE 932 and 934 and PM pass-by reduction percentages were applied. 1617
Figure
7 Project Trip DistributionSCS Dublin
1618
11(9)
3(1)
2(2)1(3)
1(2)
3(9) 1 24(30) 13(15) 1(2) 16(16) 2(6)
3(2)
8(7)
2(2)
34(45)
1(3) 2
12(17)
20(20)
35(48) 3 16(22)
20(20)
19(26) 4 3(5) 6(8)
6(7)
10(10)
4(3)
10(13) 5 6(3) 5(7) 0(2)
12(14)
1(3)
0(1)
14(13)
7(5) 6 3(1)
23(24)
4(16)
18(18) 7 2(0)
23(24)
4(11)
20(34) 8 22(19) 8(0) 8(11) -1(2) 1(6)
20(23)
1(1)
5(13)
11(11)
23(39) 9 3(1)
52(53)
4(7)
36(62) 10 106(102)[157] 3(2)[4] 23(23)[58] 4(4)[8] 3(3)[5] 1(1)[1] 1(1)[1]
21(4)[25]
30(48)[54]
97(107)[234]
16(42)[3]
2(4)[7] 11 3(1)
133(118)
1(3)
112(152) 12 73(99)[193] -2(-3)[14] 4(8)[15] 34(34)[43] 35(48)[90] 41(34)[57]
53(34)[75]
39(50)[65]
5(12)[14]
74(99)[139]
10(21)[40] 13 32(56)
2(1)
129(152)
96(126)
51(70) 14 31(40)
38(55)
91(96)
117(156) 15 7(8) 54(74)
30(32)
55(57)
6(7)
56(74) 16 3(5) 11(12)
10(10)
29(30)
4(3)
29(41) 17 3(-2) 5(19) 2(3) 3(13)
26(20)
4(2) 18 14(19) 84(77)
53(61)
77(97)
9(8)
48(50) 19 54(51) 14(23) 44(52) 42(53)
44(45)
23(10)20 10(16) 28(42)
35(44)32(19)
5(4)
40(33) 21 2(7) 1(6)
6(3) 22 76(104)
81(101)
-3(-4)
33(74) 23 8(14) 1(5) 0(1)
2(0)
2(7)
2(0)
8(7) 24 27(17) 4(2)
1(8)
10(11)
7(18)
9(12) 25 24(25) -4(1) 1(7) 2(1) -2(-1) 7(15)
9(7)
14(14)
14(6)
18(17)
3(9)
8(8) 26 3(2) 1(2) 19(14) 3(1) 15(8)
12(21)
29(19)
1(2)
25(35)
14(26) 27 37(45) -26(-40) 34(47)
6(7)1(4)
23(44)
10(1)
19(17)
30(22)
7(13)
5(7)
76(105) 28 7(8) 3(3) 4(8) 85(122)
57(66)
5(3) 29 41(47)
3(3)
35(39)
3(5) 30 31(35) 5(5) 28(30) 2(4)
4(4)
6(8) 31 31(35) 1(2) 27(28) 32 10(10)
10(12)33 1(1) 1(0)
3(3)
0(2)
1(2) 34 9(10) 1(2) 14(14) 8(9) 1(2)
2(2)
5(3)
2(1)
2(11)
15(18) 35 11(18)
19(17)
6(7)
6(11) 36 6(6)
11(10)
8(7)
12(18) 37 6(8) 3(5)
4(3)
4(3)
6(7)
3(5) 38 3(5) 3(4) 2(1) 4(3)
3(5)
2(4) 39 21(33) 30(23) 40 20(32) 2(0) 28(23)
1(1) 41 Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Las Positas Blvd
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd Dublin Blvd
Tassajara Rd
Tassajara Rd Gleason Dr
Tassajara Rd
Tassajara Rd
Project Dwy
Project Dwy Central Pkwy
Central Pkwy
Diablo View Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Fallon Rd Gleason Dr Finnian Wy Finnian Wy Finnian Wy Finnian Wy Finnian Wy Finnian Wy Project Dwy
Project Dwy
Project Dwy
Project Dwy Gleason Dr Gleason Dr Dublin Blvd Dublin Blvd Project Dwy
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Aviano Wy Finnian Wy
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy
Project Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
Project Dwy
Tassajara Rd
Tassajara Rd
Project Dwy
Tassajara Rd
Tassajara Rd
Finnian Wy
The Shops
6(8)
7(4)6(7)3(4)
1(1)
2(2)
1(2)
3(13) 42 Project Dwy 12(8) 3(2)
3(3)
47(32)
37(61)
9(10) 43
Brannigan St
Brannigan St
Project Generated Peak Hour Turning Movement Volumes SCS Dublin Dublin Blvd Figure 8 /(*(1' X ,17(56(&7,21 XX(YY)[ZZ] $0(30)[6$785'$Y]3($. +28592/80(6 1619
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 33

5. NEAR-TERM TRAFFIC CONDITIONS
This chapter will discuss the traffic conditions under Near-Term and Near-Term Plus Project Conditions.

NEAR-TERM TRANSPORTATION IMPROVEMENTS
The following roadway improvements were assumed in the Near-Term (2025) Conditions without the Project.
· Intersection #16 – Tassajara Road-Santa Rita Road / I-580 EB Ramps o Add a second southbound left turn lane.
· Intersection #30 – Dublin Boulevard / Grafton Street
o Remove the north leg – access to the future Emerald High School along Dublin Boulevard will be provided through a right-in/right-out access to the east of Dublin Boulevard and Grafton Street. Existing volumes at this north leg are attributed to construction traffic and will be removed in Near-Term Conditions.
· Intersection #35 – Dublin Boulevard / Fallon Road
o Extend Dublin Boulevard from Fallon Road to North Canyons Parkway o Reconfigure the westbound approach to be three left turn lanes, three through lanes, and one right turn lane
o Widen eastbound approach to three eastbound through lanes o Add a second southbound left turn lane
o Convert the shared northbound through/right turn lane into one through lane and one right turn lane and add a second northbound right turn lane.
· Intersection #36 – Fallon Road / I-580 WB Ramps
o Widen to three through lanes in each direction on Fallon Road. · Intersection #41 – Grafton Street / Central Parkway
o Add a south leg to the intersection with one northbound left turn lane and one shared northbound through/right turn lane
Figure 9 presents the intersection lane geometry and traffic control in the Near-Term Conditions.

NEAR-TERM TRAFFIC VOLUMES
A list of approved development projects to be included in this scenario was provided by the City. These approved projects are expected to be developed at the time the Project is constructed and were included as part of the Near-Term Conditions. To achieve Near-Term traffic volumes, the approved projects were assigned to the roadway network and added to the Existing traffic volumes. Figure 10 shows the locations of the approved projects. In addition, a one (1) percent annual growth rate was applied to the Existing volumes to account for regional growth outside of the City. The Dublin Boulevard Extension is assumed to be constructed in this scenario. As a result, more vehicles are expected to adjust their travel patterns and reroute to Dublin Boulevard as an alternative route, such as vehicles rerouting from I-580 to the parallel roadway of Dublin Boulevard. To account for this change in travel pattern, Near-Term volumes were 1620
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 34
adjusted based on the Near-Term Plus Dublin Boulevard Extension Condition volumes in the Dublin Boulevard – North Canyons Parkway Extension TIA9.

To determine Near-Term Saturday peak hour volumes, a ratio of the Near-Term to Existing weekday PM peak hour volumes was determined. These ratios were then applied to the Existing Saturday peak hour volumes to determine Near-Term Saturday peak hour volumes.

NEAR-TERM INTERSECTION LEVEL OF SERVICE
Near-Term volumes were evaluated at the study intersections and are presented in Figure 11. Intersection LOS results are presented in Table 12 and Table 13 for the weekday and Saturday peak hours, respectively. Locations operating unacceptably are bolded. All study intersections function within acceptable LOS standards in Near-Term Conditions under the weekday and Saturday scenarios with the exception of the following intersections:
· Int #2 (Dublin Boulevard / Hacienda Drive) – Weekday AM peak hour · Int #13 (Tassajara Road / Dublin Boulevard) – Weekday AM and PM peak hours · Int #17 (Santa Rita Road / Las Positas Boulevard) – Weekday AM peak hour · Int #28 (Brannigan Street / Dublin Boulevard) – Weekday AM peak hour · Int #31 (Dublin Boulevard / Keegan Street) – Weekday AM peak hour · Int #35 (Dublin Boulevard / Fallon Road) – Weekday AM and PM peak hours Analysis sheets are provided in the Appendix.
9 Dublin Boulevard – North Canyons Parkway Extension Traffic Impact Analysis, Kittelson & Associates, Inc., August 2018
1621
Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Dublin Blvd Las Positas Blvd Tassajara Rd
Tassajara Rd Gleason Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
The Shops
Near-Term Condition Lane Geometry and Traffic Control SCS Dublin Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16* 17 18 19 20 21 22 23 24 25 26 27 28(190') (190') (190') (215')
(210')
(270')
(200')
(270')
(250')
(250')
(240')
(220)
(225')
(365')
(305')
(315')
(445')
(370')
(350')
(150')
(210')
(300')
(260')(250')
(250')
(260')
(230')
(225')
(245')
(245')
(285')
(195') (260')
(185')
(185')
(95')
(205') (60')
(215')
(250') (350')
(310')
(170')
(250')
(220')
(325')
(325')
(590')
(620')
(600')
(175')
(205')
(405')
(210')
(160')
(210') (100')
(310')
(400')
(160')
(620')
(150')
(150')
(160')
(100')
(185')
STOP
(100')
(265')
(110')
(180')
(250')

STOP STOP STOP
(140')
(275')
(250')
(250')
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd
Fallon Rd Gleason Dr
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln
Future Project
Driveway 29 30* 31 32 33 34 35* 36* 37 38 39 40 41* 42 43 STOP (220') (165') (200')
(200')
(230')
(175')
(180')
(200')
(155')
(210')
(130')
(130')
(135')
(185')
(200')
(180')
(220')
(100')
(115')
(165')
(150')
(50')
(150')
(460')
(185')
(200') (50')
(150')
(200')(175')
(155')
(185')
(125')
(340')
(350') Croak Rd (315')
(115')
(135')
(270')
(430')
(420')
(600')
(400')
(300')
(110')
(350')
(150') (180')
(200')
(150')
(275')
(30')
(95')
(30')
(100')
(215')
(200')
(185')
(185')
(35')
(265')
(190')
(200')
(175')
(270')
(225')
(250')
(225')
(240')
(230')
(215')
(235')
(200')
(300')
(350')
Tassajara Rd
Brannigan St
Grafton St
(70')
Figure 9 BUS ONLY
STOP /(*(1' 75$)),&6,*1$/ STOP 67236,*1 X ,17(56(&7,21 (XXX') 785132&.(7/(1*7+ )7
&+$11(/,=(',6/$1' ,17(56(&7,21 *(20(75<&+$1*(6 )520(X,67,1* &21',7,216 X* 1622
Figure 10
Approved Project Locations
SCS Dublin
Approved Project Locations
St. Patrick WayQuarry Lane PreschoolAshtonNissian Dealership Tivoli PlazaEmerald High School
BoulevardSMP 39SMP 40
1623
163(60)
113(42)21(8)
14(153)
22(84)
9(20)
33(19)
384(393)
14(44)
74(172)
461(465)
231(20)
1 635(206) 1754(923) 58(25)
305(280)
631(1813)
89(167)
158(90)
471(493)
21(71)
186(401)
617(493)
185(509)
2 634(235) 366(422)
781(719)
857(856)
179(895)
857(1816)
3 1230(332) 684(983)
292(374)
1199(717)
173(547)
352(1728)
4 112(162) 393(274) 253(686)
21(65)
174(751)
84(721)
743(173)
1123(369)
563(507)
78(212)
188(868)
29(16)
5 255(108) 253(101) 83(36)
42(112)
143(220)117(311)
331(96)
1241(686)
88(33)
615(932)
165(168)
86(74)
6 7
8 265(149) 372(95) 61(57)
75(97)
142(289)
131(64)
149(61)
1240(783)
149(62)
77(241)
674(1053)
28(65)
9 10 111(179)[199] 68(177)[157]
112(139)[108]
1525(951)[1013]
711(1182)[876]
84(111)[155] 11 12 794(425)[583] 1951(500)[529] 83(110)[159] 239(582)[402] 405(1617)[733] 132(385)[197] 226(232)[226]
1355(737)[852]
44(91)[122]
343(584)[419]
580(798)[675]
254(796)[630] 13 94(415)
119(29)
2269(1715)
9(9)
1177(2178)
419(110) 14 557(518) 265(283)
1386(289)
977(1841)
466(681)
1340(2014) 15 181(167) 354(464) 702(304) 147(221) 741(746) 191(547)
1173(1387)
170(425)
97(118)
999(1817) 16 263(183) 350(152) 92(106) 185(530) 232(394) 186(475) 494(342)
1160(1172)
110(173)
105(177)
940(1189)
571(392) 17 18 19 20 21 22 23 30(22) 291(153) 87(20)
38(21)
139(327)
219(73)
271(64)
142(15)
63(22)
20(21)
145(13)
29(28) 24 57(47) 26(1)
202(48)
8(10)
24(55)
168(61) 25 25(26) 574(254) 54(28) 5(26) 288(531) 75(35) 100(36)
103(43)
56(16)
24(11)
63(53)
49(24) 26 42(39) 11(1)
131(87)
7(7)
32(67)
115(132) 27 6(15) 2653(800) 37(33)
40(75)
556(2270)
107(159)
136(91)
8(5)
29(30)
3(7)
2(1)
39(144) 28 0(1) 37(113)
4(2)
50(93)
7(2) 29 153(211) 2530(610) 65(125) 560(2042)
32(86)
86(152) 30 18(13) 2300(554) 19(42) 120(46) 435(1932) 105(273) 347(148)
2(2)
40(30)
7(13)
0(2)
37(106) 31 127(28) 2187(540) 49(50) 7(6) 427(1886) 48(83) 146(59)
4(0)
70(58)
19(83)
0(2)
4(10) 32 18(4) 27(24) 5(4) 245(68) 13(27) 334(447)
504(411)
381(304)
1(4)
22(6)
281(378)
207(62) 33 188(202) 58(77)
114(59)
880(384)
329(107)
549(476) 34 61(107) 1529(55) 136(6) 282(91) 60(948) 191(327) 396(198)
1351(870)
17(136)
370(243)
594(831)
223(163) 35 246(261) 5(3) 560(648)
760(576)
985(710)
744(983)
305(566) 36 433(381) 499(560)
518(92)
713(879)
550(989)
107(492) 37 7(4) 409(174) 392(921) 3(4) 95(634) 193(524) 628(345)
139(14)
379(901)
6(8)
72(36)
3(2) 38 7(3) 239(104) 103(14) 42(59) 139(241) 41(70)
123(59)
178(56)
88(18)
15(3)
124(100)
46(32) 39 93(26) 592(276) 8(9) 41(24) 337(493) 15(54)
54(30)
5(1)
4(8)
75(48)
7(2)
8(0) 40 251(76) 514(180) 10(11) 85(25) 238(514) 93(116) 119(47)
133(40)
27(20)
81(106)
60(84)
33(43) 41 Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Las Positas Blvd
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd Dublin Blvd
Tassajara Rd
Tassajara Rd Gleason Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Fallon Rd Gleason Dr
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
The Shops
349(168)289(52)101(29)
117(238)
237(96)
121(176)
227(145)
1298(798)
109(27)
224(126)
587(877)
110(161) 42 43 Near-Term Condition Peak Hour Turning Movement Volumes SCS Dublin Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Figure 11 /(*(1' X ,17(56(&7,21 XX(YY)[ZZ] $0(30)[6$785'$Y]3($. +28592/80(6 1624
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 38
Table 12 – Near-Term Intersection Level of Service Summary – Weekday # Intersection LOS
Criteria Jurisdiction Control
Near-Term Weekday
AM Peak PM Peak
LOS Delay2
(sec) LOS Delay2(sec)
1 Hacienda Dr / Central Pkwy D Dublin Signal B 18.7 B 18.5 2 Dublin Blvd / Hacienda Dr D Dublin Signal F 105.3 D 40.7 3 Hacienda Dr / I-580 WB ramps D* Caltrans4 Signal B 11.5 B 10.4 4 Hacienda Dr / I-580 EB ramps1 D* Caltrans4 Signal C 24.6 C 21.6 5 Hacienda Dr / Owens Dr D* Pleasanton Signal B 18.9 D 43.1 6 Tassajara Rd / Gleason Dr D Dublin Signal D 38.6 D 36.5 7 Project Dwy / Aviano Way / Tassajara
Road D Dublin SSSC Future Project Driveway
8 Project Dwy (North Entry Level
Townhomes) / Tassajara Rd D Dublin SSSC Future Project Driveway 9 Tassajara Rd / Central Pkwy D Dublin Signal D 35.2 D 40.1 10 Project Dwy (South Entry Level
Townhomes) / Tassajara Rd D Dublin SSSC Future Project Driveway 11 The Shops / Tassajara Rd D Dublin Signal A 3.8 B 12.6 12 Project Dwy (Affordable Housing) /
Tassajara Rd D Dublin SSSC Future Project Driveway
13 Tassajara Rd / Dublin Blvd D Dublin Signal F 196.7 F 136.5 14 Tassajara Rd / Dublin Corporate Way1,3 D Dublin Signal A 7.7 C 25.0 15 Tassajara Rd / I-580 WB Ramps D* Caltrans4 Signal B 15.0 C 26.9 16 Tassajara Rd /Santa Rita Rd / I-580 EB
Ramps – Pimlico Dr D* Caltrans4 Signal C 22.4 C 26.9
17 Santa Rita Rd / Las Positas Blvd D Pleasanton Signal E 55.2 D 44.9 18 Project Dwy (North Side) / Central Pkwy D Dublin SSSC Future Project Driveway 19 Project Dwy (South Side) / Central Pkwy D Dublin SSSC Future Project Driveway 20 Project Dwy (North Family Townhomes) /
Finnian Way D Dublin SSSC Future Project Driveway
21 Project Dwy (South Family Townhomes) /
Finnian Way D Dublin SSSC Future Project Driveway
22 Project Dwy / Gleason Dr D Dublin SSSC Future Project Driveway 23 Project Dwy (South Side) / Dublin Blvd D Dublin SSSC Future Project Driveway 24 Brannigan St / Gleason Dr D Dublin Signal D 36.1 B 12.5 25 Aviano Way / Brannigan St D Dublin SSSC A 3.0 A 2.5
Worst Approach C 16.3 A 9.8
26 Brannigan St / Central Pkwy D Dublin Signal C 27.2 B 13.6 27 Finnian Way / Brannigan St D Dublin AWSC A 8.3 A 8.6 28 Brannigan St / Dublin Blvd D Dublin Signal F 183.8 C 20.6 29 Brannigan St Bend/Lowe’s Truck Access D Dublin SSSC A 0.0 A 0.0 Worst Approach A 0.0 A 0.0
30 Dublin Blvd / Grafton St D Dublin Signal A 7.6 B 12.9 31 Dublin Blvd / Keegan St D Dublin Signal E 79.3 C 21.7 32 Dublin Blvd / Lockhart St D Dublin Signal B 16.5 B 14.0 33 Fallon Rd / Tassajara Rd D Dublin Signal B 19.2 B 16.8 34 Gleason Dr / Fallon Rd1 D Dublin Signal C 27.0 B 14.6 35 Dublin Blvd / Fallon Rd D Dublin Signal E 79.3 E 59.8 36 Fallon Rd / I-580 WB Ramps D* Caltrans4 Signal A 6.8 B 10.5 1625
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 39
# Intersection LOS
Criteria Jurisdiction Control
Near-Term Weekday
AM Peak PM Peak
LOS Delay2
(sec) LOS Delay2(sec)
37 Fallon Rd / I-580 EB Ramps D* Caltrans4 Signal A 7.3 A 7.9 38 El Charro Rd / Stoneridge Dr / Jack
London Blvd D Pleasanton Signal B 16.0 B 17.7
39 Gleason Dr / Grafton St D Dublin Signal C 20.7 B 14.1 40 Central Pkwy / Chancery Ln D Dublin Signal B 19.0 B 15.0 41 Grafton St / Central Pkwy D Dublin Signal D 39.2 C 20.6 42 Central Pkwy / Fallon Rd D Dublin Signal D 54.2 C 23.1 43 Brannigan / South Family Homes Dwy D Dublin SSSC Future Project Driveway 44 Tassajara Rd / Project Driveway1,3D Dublin SSSC A 0.0 A 0.0 Worst Approach A 0.0 A 0.0
* City of Pleasanton Gateway intersection. Intersections operating unacceptably are shown in bold.

1. Intersection analyzed using HCM 2000 methodology instead of HCM 6th Edition.

2. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections.

3. Due to the configuration of this intersection, it was analyzed as two separate intersections (Intersection #14 and Intersection #44).

4. Caltrans intersection maintained by the City of Pleasanton.

Table 13 – Near-Term Intersection Level of Service Summary – Saturday # Intersection LOS
Criteria Jurisdiction Control
Near-Term Saturday
Saturday Peak
LOS Delay1
(sec)
11 The Shops / Tassajara Rd D Dublin Signal B 10.0
13 Tassajara Rd / Dublin Blvd D Dublin Signal D 43.5
Intersections operating unacceptably are shown in bold.

1. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections.
1626
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 40

NEAR-TERM PLUS PROJECT TRANSPORTATION IMPROVEMENTS
The following lists the roadway improvements assumed in Near-Term Plus Project that have changed from Near-Term Conditions. These roadway improvements are located adjacent to the Project along Tassajara Road, Dublin Boulevard, Gleason Drive, and Brannigan Street and will be constructed by the Project. · Intersection #6 – Tassajara Road / Gleason Drive
o Add a third northbound through lane
o Add a second eastbound through lane
o Reconfigure the westbound approach to be two left turn lanes, two through lanes, and one right turn lane
· Intersection #9 – Tassajara Road / Central Parkway
o Add a third northbound through lane
o Convert the westbound shared through/right lane into a separate through lane and a separate right turn lane
· Intersection #11 – Tassajara Road / The Shops
o Add a third northbound through lane
o Add one northbound right turn lane and one southbound left turn lane o Convert the eastbound right turn lane into a shared eastbound through/right turn lane o Construct the westbound approach to be one left turn lane and one shared through/right turn lane
· Intersection #13 – Tassajara Road / Dublin Boulevard
o Widen to three eastbound through lanes (with a fourth eastbound receiving lane) o Widen to three northbound through lanes and two northbound right turn lanes o Add a third westbound through lane
· Intersection #14 – Tassajara Road / Dublin Corporate Way o Widen northbound approach to two left turn lanes, three through lanes, and one right turn lane
· Intersection #24 – Brannigan Street / Gleason Drive
o Reconfigure the eastbound approach to one left turn lane, two through lanes, and one right turn lane
· Intersection #25 – Brannigan Street / Aviano Way
o Construct the eastbound approach to be one shared left/through/right turn lane o Convert the northbound, southbound, and westbound approaches to be one shared left/through/right turn lane
· Intersection #27 – Brannigan Street / Finnian Way
o Construct the eastbound approach to be one shared left/through/right turn lane o Convert the northbound, southbound, and westbound approaches to be one shared left/through/right turn lane
· Intersection #28 – Brannigan Street / Dublin Boulevard o Add a westbound through lane
o Convert the southbound shared through/right lane into a separate through lane and a separate right turn lane
o Reconfigure the eastbound approach to one left turn lane, three through lanes, and one right turn lane
o Add a second northbound left turn lane
· Intersection #29 – Brannigan Street / Lowe’s Driveway o Construct the eastbound approach to be one shared left/through/right turn lane 1627
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 41
o Convert the northbound, southbound, and westbound approaches to be one shared left/through/right turn lane
Figure 12 presents the intersection lane geometry and traffic control in the Near-Term Plus Project Conditions.

NEAR-TERM PLUS PROJECT INTERSECTION LEVEL OF SERVICE
Near-Term Plus Project traffic conditions were evaluated at the study intersections and are presented in Figure 13. Intersection LOS results are presented in Table 14 and Table 15 for the weekday and Saturday peak hours, respectively. Intersections operating unacceptably are bolded and project deficiencies are highlighted. The following intersections would operate at an unacceptable level of service in the Near-Term Plus Project Conditions:
· Int #2 (Dublin Boulevard / Hacienda Drive)
o Weekday AM peak hour – Intersection operating at an unacceptable LOS F without the project and the addition of the project increases the critical movement v/c by greater than

0.05 – Deficiency
· Int #13 (Tassajara Road / Dublin Boulevard)
o Weekday AM and PM peak hours – Intersection operating at an unacceptable LOS F without the project and the addition of the project decreases the overall v/c and increases the critical movement v/c by less than 0.05 – Not a Deficiency · Int #17 (Santa Rita Road / Las Positas Boulevard)
o Weekday AM peak hour – Intersection operating at an unacceptable LOS E without the project and the project adds greater than 10 peak hour trips to the intersection – Deficiency · Int #31 (Dublin Boulevard / Keegan Street)
o Weekday AM peak hour – Intersection operating at an unacceptable LOS E without the project and the project increases the total intersection average delay by more than six (6) seconds – Deficiency
· Int #35 (Dublin Boulevard / Fallon Road) – Weekday AM and PM peak hours o Weekday AM and PM peak hours – Intersection operating at an unacceptable LOS E without the project and the project increases the total intersection average delay by less than six (6) seconds – Not a Deficiency
Analysis sheets are provided in the Appendix.
1628
Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Dublin Blvd Las Positas Blvd Tassajara Rd
Tassajara Rd Gleason Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
The Shops
Near-Term Plus Project Condition Lane Geometry and Traffic Control SCS Dublin 1 2
3 4
5 6*
7 8 9* 10 11* 12 13* 14* 15 16 17 18 19 20 21 22 23 24* 25* 26 27* 28*(190') (190') (190') (215')
(210')
(270')
(200')
(270')
(250')
(250')
(240')
(220)
(225')
(365')
(305')
(315')
(445')
(370')
(350')
(150')
(210')
(300')
(250')
(250')
(260')
(230')
(225')
(245')
(285')
(195') (260')
(185')
(185')
(95')
(205') (60')
(215')
(250') (350')
(310')
(170')
(250')
(220')
(325')
(325')
(590')
(620')
(600')
(175')
(205')
(405')
(210')
(160')
(210') (100')
(310')
(400')
(160')
(620')
(150')
(150')
(160')
(100')
(185')
(185')
STOP
(100')
(265')
(110')
(180')
(250')

STOP STOP STOP
(140')
(275')
(250')
(250')
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd
Fallon Rd Gleason Dr
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln 29* 30 31 32 33 34 35 36 37 38 39 40 41 42 43 STOP
(220')(165')
(200')
(200')
(230')
(175')
(180')
(200')
(155')
(210')
(130')
(130')
(135')
(185')
(200')
(180')
(220')
(100')
(115')
(165')
(150')
(50')
(150')
(460')
(185')
(200') (50')
(150')
(200')(175')
(155')
(185')
(125')
(340')
(350') Croak Rd (315')
(115')
(135')
(270')
(430')
(420')
(600')
(400')
(300')
(110')
(350')
(150') (180')
(200')
(150')
(275')
(30')
(95')
(30')
(100')
(215')
(200')
(185')
(185')
(35')
(265')
(190')
(200')
(175')
(270')
(225')
(250')
(225')
(240')
(230')
(215')
(235')
(200')
(300')
(350')
(185')
(185')
Tassajara Rd
Project Dwy
Tassajara Rd
Project Dwy
STOP
STOP (190')
(245')
Tassajara Rd
Project Dwy
STOP
(210')
(200')
(130')
Tassajara Rd
Project Dwy
STOP
North Project Dwy
Central Pkwy STOP STOP
Project Dwy
Finnian Way STOP
Project Dwy
Finnian Way STOP
Project Dwy
Finnian Way STOP
Project Dwy Gleason Dr STOP
Project Dwy Dublin Blvd STOP (130') Project Dwy
STOP
STOP
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
South Project Dwy
Finnian Way Finnian Way Finnian Way Gleason Dr Dublin Blvd (250') (225')
Brannigan St
Project Dwy
STOP
(70')
Finnian Wy
Brannigan St
Brannigan St
STOP
Project Dwy
Figure 12 BUS ONLY
STOP
(260') /(*(1' 75$)),&6,*1$/ STOP 67236,*1
X ,17(56(&7,21 (XXX') 785132&.(7/(1*7+
)7
&+$11(/,=(',6/$1' ,17(56(&7,21 *(20(75<&+$1*(6 )5201($57(50 &21',7,216 X* 1629
174(69)
116(43)21(8)
16(155)
23(87)
9(20)
33(19)
384(393)
14(44)
77(181)
461(465)
232(22) 1 659(236) 1767(938) 59(27) 305(280) 647(1829) 91(173) 161(92)
479(500)
23(73)
186(401)
618(496)
219(554) 2 634(235) 366(422)
793(736)
877(876)
179(895)
892(1864) 3 1230(332) 700(1005)
292(374)
1219(737)
173(547)
371(1754) 4 112(162) 393(274) 256(691) 21(65) 174(751) 90(729) 749(180)
1133(379)
567(510)
78(212)
198(881)
29(16) 5 261(111) 253(101) 83(36) 47(119) 143(222) 117(311) 331(96)
1253(700)
89(36)
629(945)
165(169)
93(79) 6 3(1)
1561(930)
4(16)
884(1192) 7 2(0)
1561(930)
4(11)
886(1208) 8 287(168) 380(95) 61(57) 83(108) 141(291) 132(70) 149(61)
1260(806)
150(63)
82(254)
697(1092)
39(76) 9 3(1)
1632(1082)
4(7)
815(1421) 10 106(102)[157] 3(2)[4] 23(23)[58] 115(183)[207] 3(3)[5] 69(178)[158] 113(140)[109]
1546(955)[1038]
30(48)[54]
97(107)[234]
727(1224)[879]
86(115)[162] 11 3(1)
1769(1248)
1(3)
907(1445) 12 867(524)[776] 1949(497)[543] 87(118)[174] 239(582)[402] 439(1651)[776] 167(433)[287] 267(266)[283]
1408(771)[927]
83(141)[187]
353(605)[459]
654(897)[814]
259(808)[644] 13 32(56) 94(415)
121(30)
2398(1867)
105(135)
1228(2248)
419(110) 14 557(518) 296(323)
1424(344)
1068(1937)
466(681)
1457(2170) 15 181(167) 361(472) 702(304) 147(221) 795(820) 221(579)
1228(1444)
176(432)
97(118)
1055(1891) 16 263(183) 350(152) 95(111) 185(530) 232(394) 197(487) 504(352)
1189(1202)
114(176)
105(177)
969(1230)
571(392) 17 701(299) 5(19) 2(3) 371(605)
26(20)
4(2) 18 14(19) 84(77)
53(61)
77(97)
9(8)
48(50) 19 54(51) 14(23) 44(52) 42(53)
44(45)
23(10)20 10(16) 28(42)
35(44)32(19)
5(4)
40(33) 21 591(245) 2(7) 397(427)
6(3) 22 2904(1139)
81(101)
700(2500)
33(74) 23 38(36) 291(153) 87(20) 39(26) 139(328) 219(73) 271(64)
144(15)
63(22)
28(28)
147(13)
31(35) 24 57(47) 26(1) 27(17) 4(2)
1(8)
212(59)
8(10)
24(55)
177(73)
7(18) 25 49(51) 570(255) 55(35) 7(27) 286(530) 82(50)
109(43)
117(57)
70(22)
27(20)
71(61)
67(41) 26 45(41) 1(2) 11(1) 19(14) 3(1) 15(8)
12(21)
160(106)
7(7)
33(69)
129(158)
25(35) 27 43(60) 2627(760) 71(80)
46(82)
557(2274)
130(203)
146(92)
27(22)
59(52)
8(14)
9(14)
115(249) 28 0(1) 7(8) 40(116) 4(8) 85(122)
57(66)
4(2)
55(96)
7(2) 29 153(211) 2571(657) 68(128) 595(2081)
32(86)
89(157) 30 18(13) 2331(589) 19(42) 125(51) 463(1962) 107(277) 351(152)
2(2)
40(30)
7(13)
0(2)
43(114) 31 127(28) 2218(575) 49(50) 8(8) 454(1914) 48(83) 146(59)
4(0)
70(58)
19(83)
0(2)
4(10) 32 18(4) 27(24) 5(4) 245(68) 13(27) 344(457)
514(423)
381(304)
1(4)
22(6)
281(378)
207(62) 33 189(203) 59(77)
117(62)
880(384)
329(109)
550(478) 34 61(107) 1538(65) 137(8) 296(105) 68(957) 192(329) 398(200)
1356(873)
19(137)
385(261)
596(842)
223(163) 35 246(261) 5(3) 571(666)
760(576)
1004(727)
750(994)
311(573) 36 439(387) 499(560)
529(102)
721(886)
107(492)
562(1007) 37 7(4) 409(174) 398(929) 3(4) 95(634) 196(529) 632(348)
143(17)
385(908)
6(8)
75(41)
3(2) 38 7(3) 242(109) 103(14) 45(63) 141(242) 45(73)
126(64)
178(56)
88(18)
15(3)
124(100)
48(36) 39 93(26) 613(309) 8(9) 41(24) 367(516) 15(54)
54(30)
5(1)
4(8)
75(48)
7(2)
8(0) 40 251(76) 534(212) 10(11) 87(25) 266(537) 93(116) 119(47)
133(40)
27(20)
81(106)
61(85)
33(43) 41 Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Las Positas Blvd
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd Dublin Blvd
Tassajara Rd
Tassajara Rd Gleason Dr
Tassajara Rd
Tassajara Rd
Project Dwy
Project Dwy Central Pkwy
Central Pkwy
Diablo View Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Fallon Rd Gleason Dr Finnian Wy Finnian Wy Finnian Wy Finnian Wy Finnian Wy Finnian Wy Project Dwy
Project Dwy
Project Dwy
Project Dwy Gleason Dr Gleason Dr Dublin Blvd Dublin Blvd Project Dwy
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Aviano Wy Finnian Wy
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy
Project Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
Project Dwy
Tassajara Rd
Tassajara Rd
Project Dwy
Tassajara Rd
Tassajara Rd
Finnian Wy
The Shops
349(168)295(60)101(29)
124(242)243(103)124(180)
228(146)
1300(800)
109(27)
227(139)
588(879)
110(161) 42 Project Dwy 12(8) 3(2)
3(3)
220(158)
184(260)
9(10) 43
Brannigan St
Brannigan St
Near-Term Plus Project Condition Peak Hour Turning Movement Volumes SCS Dublin Dublin Blvd Figure 13 /(*(1' X ,17(56(&7,21 XX(YY)[ZZ] $0(30)[6$785'$Y]3($. +28592/80(6 1630
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft
44 Table 14 – Near-Term Plus Project Intersection Level of Service Summary – Weekday # Intersection LOS
Criteria Jurisdiction Control
Near-Term Weekday Near-Term Plus Project Weekday
AM Peak PM Peak AM Peak PM Peak
LOS Delay2
(sec) LOS Delay2(sec) LOS Delay2(sec)
Delay
Var LOS
Delay
2 (sec)
Delay
Var
1 Hacienda Dr / Central Pkwy D Dublin Signal B 18.7 B 18.5 B 19.1 0.4 B 19.0 0.5 2 Dublin Blvd / Hacienda Dr D Dublin Signal
F 105.3 D 40.7 F 111.3 6.0 D 41.5 0.8
Overall v/c 0.97 - - Overall v/c 0.98 0.01 - - -
Crit v/c 2.08 - - Crit v/c 2.16 0.08 - - -
3 Hacienda Dr / I-580 WB ramps D* Caltrans4 Signal B 11.5 B 10.4 B 11.4 -0.1 B 10.5 0.1 4 Hacienda Dr / I-580 EB ramps1 D* Caltrans4 Signal C 24.6 C 21.6 C 25.4 0.8 C 23.5 1.9 5 Hacienda Dr / Owens Dr D* Pleasanton Signal B 18.9 D 43.1 B 19.0 0.1 D 43.8 0.7 6 Tassajara Rd / Gleason Dr D Dublin Signal D 38.6 D 36.5 C 32.0 -6.6 C 34.5 -2.0 7 Project Dwy / Aviano Way / Tassajara Road D Dublin SSSC Future Project Driveway A 0.0 0.0 A 0.0 0.0 Worst Approach B 13.1 13.1 C 16.0 16.0
8 Project Dwy (North Entry Level Townhomes) / Tassajara Rd D Dublin SSSC Future Project Driveway A 0.0 0.0 A 0.0 0.0 Worst Approach B 13.1 13.1 A 0.0 0.0
9 Tassajara Rd / Central Pkwy D Dublin Signal D 35.2 D 40.1 C 31.8 -3.4 C 31.3 -8.8 10 Project Dwy (South Entry Level Townhomes) / Tassajara Rd D Dublin SSSC Future Project Driveway A 0.0 0.0 A 0.0 0.0 Worst Approach B 12.9 12.9 C 20.7 20.7
11 The Shops / Tassajara Rd D Dublin Signal A 3.8 B 12.6 D 38.4 34.6 C 34.5 21.9 12 Project Dwy (Affordable Housing) / Tassajara Rd D Dublin SSSC Future Project Driveway A 0.0 0.0 A 0.0 0.0 Worst Approach B 13.6 13.6 C 22.0 22.0
13 Tassajara Rd / Dublin Blvd D Dublin Signal
F 196.7 F 136.5 F 106.1 -90.6 E 79.0 -57.5
Overall v/c 1.25 Overall v/c 1.30 Overall v/c 1.02 -0.23 Overall v/c 0.95 -0.35 Crit v/c 0.62 Crit v/c 0.84 Crit v/c 0.65 0.03 Crit v/c 0.87 0.03 14 Tassajara Rd / Dublin Corporate Way1,3 D Dublin Signal A 7.7 C 25.0 A 7.6 -0.1 C 24.5 -0.5 15 Tassajara Rd / I-580 WB Ramps D* Caltrans4 Signal B 15.0 C 26.9 B 15.5 0.5 D 40.0 13.1 16 Tassajara Rd /Santa Rita Rd / I-580 EB Ramps – Pimlico Dr D* Caltrans4 Signal C 22.4 C 26.9 C 23.6 1.2 C 30.3 3.4 17 Santa Rita Rd / Las Positas Blvd D Pleasanton Signal E 55.2 D 44.9 E 57.4 2.2 D 45.5 0.6 Project Trips Added 86 - - -
18 Project Dwy (North Side) / Central Pkwy D Dublin SSSC Future Project Driveway A 0.4 0.4 A 0.2 0.2 Worst Approach B 14.6 14.6 B 12.8 12.8
19 Project Dwy (South Side) / Central Pkwy D Dublin SSSC Future Project Driveway A 2.4 2.4 A 2.4 2.4 Worst Approach B 10.1 10.1 B 10.4 10.4
20 Project Dwy (North Family Townhomes) / Finnian Way D Dublin SSSC Future Project Driveway A 4.3 4.3 A 3.8 3.8 Worst Approach A 9.4 9.4 A 9.1 9.1
21 Project Dwy (South Family Townhomes) / Finnian Way D Dublin SSSC Future Project Driveway A 3.2 3.2 A 2.9 2.9 Worst Approach A 9.2 9.2 A 9.3 9.3
22 Project Dwy / Gleason Dr D Dublin SSSC Future Project Driveway A 0.1 0.1 A 0.0 0.0 Worst Approach B 10.4 10.4 A 9.1 9.1
23 Project Dwy (South Side) / Dublin Blvd1D Dublin SSSC Future Project Driveway A 0.1 0.1 A 0.2 0.2 Worst Approach A 8.6 8.6 B 10.0 10.0
1631
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft
45 # Intersection LOS
Criteria Jurisdiction Control
Near-Term Weekday Near-Term Plus Project Weekday
AM Peak PM Peak AM Peak PM Peak
LOS Delay2
(sec) LOS Delay2(sec) LOS Delay2(sec)
Delay
Var LOS
Delay
2 (sec)
Delay
Var
24 Brannigan St / Gleason Dr D Dublin Signal D 36.1 B 12.5 D 38.6 2.5 B 12.2 -0.3 25 Aviano Way / Brannigan St D Dublin SSSC A 3.0 A 2.5 A 4.6 1.6 A 3.1 0.6 Worst Approach C 16.3 A 9.8 C 23.6 7.3 B 10.8 1.0
26 Brannigan St / Central Pkwy D Dublin Signal C 27.2 B 13.6 D 39.8 12.6 C 22.0 8.4 27 Finnian Way / Brannigan St D Dublin AWSC A 8.3 A 8.6 A 9.0 0.7 A 9.8 1.2 28 Brannigan St / Dublin Blvd D Dublin Signal F 183.8 C 20.6 C 32.4 -151.4 D 45.1 24.5 29 Brannigan St Bend/Lowe’s Truck Access D Dublin SSSC A 0.0 A 0.0 A 7.5 7.5 A 9.1 9.1 Worst Approach A 0.0 A 0.0 B 12.4 12.4 C 15.3 15.3
30 Dublin Blvd / Grafton St D Dublin Signal A 7.6 B 12.9 A 7.9 0.3 B 13.1 0.2 31 Dublin Blvd / Keegan St D Dublin Signal E 79.3 C 21.7 F 85.7 6.4 C 22.6 0.9 32 Dublin Blvd / Lockhart St D Dublin Signal B 16.5 B 14.0 B 17.1 0.6 B 14.2 0.2 33 Fallon Rd / Tassajara Rd D Dublin Signal B 19.2 B 16.8 B 19.2 0.0 B 16.8 0.0 34 Gleason Dr / Fallon Rd1 D Dublin Signal C 27.0 B 14.6 C 27.1 0.1 B 14.6 0.0 35 Dublin Blvd / Fallon Rd D Dublin Signal E 79.3 E 59.8 F 81.4 2.1 E 61.2 1.4 36 Fallon Rd / I-580 WB Ramps D* Caltrans4 Signal A 6.8 B 10.5 A 6.8 0.0 B 11.2 0.7 37 Fallon Rd / I-580 EB Ramps D* Caltrans4 Signal A 7.3 A 7.9 A 7.3 0.0 A 7.9 0.0 38 El Charro Rd / Stoneridge Dr / Jack London Blvd D Pleasanton Signal B 16.0 B 17.7 B 16.1 0.1 B 18.0 0.3 39 Gleason Dr / Grafton St D Dublin Signal C 20.7 B 14.1 C 21.5 0.8 B 14.3 0.2 40 Central Pkwy / Chancery Ln D Dublin Signal B 19.0 B 15.0 C 20.0 1.0 B 15.3 0.3 41 Grafton St / Central Pkwy D Dublin Signal D 39.2 C 20.6 D 41.5 2.3 C 21.2 0.6 42 Central Pkwy / Fallon Rd D Dublin Signal D 54.2 C 23.1 D 54.6 0.4 C 23.2 0.1 43 Brannigan / South Family Homes Driveway D Dublin SSSC Future Project Driveway A 0.5 0.5 A 0.4 0.4 Worst Approach B 10.6 10.6 B 11.7 11.7
44 Tassajara Rd / Project Driveway1,3D Dublin SSSC A 0.0 A 0.0 A 0.1 0.1 A 0.2 0.2 Worst Approach A 0.0 A 0.0 B 11.8 11.8 C 18.8 18.8
* City of Pleasanton Gateway intersection. Intersections operating unacceptably are shown in bold and project deficiencies are highlighted.

1. Intersection analyzed using HCM 2000 methodology instead of HCM 6th Edition.

2. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections.

3. Due to the configuration of this intersection, it was analyzed as two separate intersections (Intersection #14 and Intersection #44).

4. Caltrans intersection maintained by the City of Pleasanton.

Table 15 - Near-Term Plus Project Intersection Level of Service Summary – Saturday # Intersection LOS
Criteria Jurisdiction Control
Near-Term Saturday Near-Term Plus Project
Saturday
Saturday Peak Saturday Peak
LOS Delay1
(sec) LOS Delay1(sec)
Delay
Var
11 The Shops / Tassajara Rd D Dublin Signal B 10.0 B 18.4 8.4 13 Tassajara Rd. / Dublin Blvd D Dublin Signal D 43.5 D 39.0 -4.5 Intersections operating unacceptably are shown in bold.

1. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections. 1632
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 46

6. CUMULATIVE TRAFFIC CONDITIONS
This chapter will discuss the traffic conditions under the Cumulative and Cumulative Plus Project Conditions.

CUMULATIVE TRANSPORTATION IMPROVEMENTS
The following lists the roadway improvements assumed in Cumulative (2040) Conditions without the Project that have changed from Near-Term Conditions. As mentioned previously, Cumulative Conditions assumes full buildout of the City’s General Plan, which assumes land use designations on the Project site. Therefore, certain project driveways are to be constructed under Cumulative Conditions and are consistent with the assumptions in the City’s travel demand model. However, these project driveways from the Cumulative baseline conditions may not reflect the driveways proposed by the current version of the Project. · Intersection #1 – Hacienda Drive / Central Parkway
o Add a second southbound through lane
o Convert the shared northbound through/right turn lane into one through lane and one right turn lane
· Intersection #5 – Hacienda Drive / Owens Drive
o Convert southbound through lane to a third southbound left turn lane and convert eastbound through lane to a third eastbound left turn lane · Intersection #6 – Tassajara Road / Gleason Drive
o Add a third northbound through and southbound through lane · Intersection #9 – Tassajara Road / Central Parkway
o Add a third northbound through and southbound through lane · Intersection #11 – Tassajara Road / The Shops
o Add a third northbound through and southbound through lane o Add one northbound right turn lane and one southbound right turn lane o Convert the eastbound right turn lane into a shared eastbound through/right turn lane o Construct the westbound approach to be one left turn lane and one shared through/right turn lane
· Intersection #13 – Tassajara Road / Dublin Boulevard
o Add a third eastbound through, northbound through, and westbound through lane · Intersection #14 – Tassajara Road / Dublin Corporate Way o Widen northbound approach to two left turn lanes, three through lanes, and one right turn lane
· Intersection #18 – Project Driveway / Central Pkwy
o Construct project driveway on the south leg
· Intersection #23 – Project Driveway / Dublin Blvd
o Construct project driveway on the north and south legs · Intersection #25 – Aviano Way / Brannigan Street
o Construct project driveway on the west leg
· Intersection #27 – Finnian Way / Brannigan Street
o Construct project driveway on the west leg
· Intersection #28 – Brannigan Street / Dublin Boulevard o Add a westbound through lane
1633
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 47
· Intersection #29 – Brannigan Street Bend/Lowe’s Truck Access o Construct project driveway on the west leg
· Intersection #35 – Dublin Boulevard / Fallon Road
o Add a third northbound through lane and a second northbound left turn lane o Add a third southbound lane
· Intersection #36 – Fallon Road / I-580 WB Ramps
o Add one southbound through lane
o Widen northbound to three through lanes and one right turn lane · Intersection #37 – Fallon Road / I-580 EB Ramps
o Add one northbound through lane and one southbound through lane · Intersection #38 – El Charro Road / Stoneridge Drive – Jack London Boulevard o Add one southbound through lane
o Reconfigure northbound approach to one northbound left turn lane, three northbound through lanes, and two northbound right turn lanes
Figure 14 presents the intersection lane geometry and traffic control in the Cumulative Conditions.

CUMULATIVE TRAFFIC VOLUME
The City’s travel demand model was utilized to estimate future volume growth in the study area. Year 2040 turning movement volumes from the City’s Travel Demand Forecast model were obtained for the Cumulative (2040) traffic volume growth estimates. Turning movement volumes were adjusted to restrict left turns and right turns at intersections where these movements are not allowed. Model base year (2020) and horizon year (2040) were compared to determine the annual incremental growth in traffic volumes at the study intersection movements. Year 2040 turning movement volumes were calculated by adding the growth increment to the existing traffic volumes to calculate the final adjusted turning movement volume.

As Saturday model volumes are not provided, Cumulative Saturday peak hour volumes were derived using a similar approach to Near-Term Saturday peak hour volumes. A ratio of the Cumulative to Existing weekday PM peak hour volumes was determined. These ratios were then applied to the Existing Saturday peak hour volumes to determine Cumulative Saturday peak hour volumes.

CUMULATIVE INTERSECTIONS LEVEL OF SERVICE
Cumulative volumes were evaluated at the study intersections and are presented in Figure 15. Intersection LOS results are presented in Table 16 and Table 17 for the weekday and Saturday peak hours, respectively. Locations operating unacceptably are bolded. All study intersections function within acceptable LOS standards in Cumulative Conditions under the weekday and Saturday scenarios with the exception of the following intersections. Analysis sheets are provided in the Appendix. · Int #2 (Dublin Boulevard / Hacienda Drive) – Weekday AM peak hour · Int #5 (Hacienda Drive / Owens Drive) – Weekday PM peak hour · Int #13 (Tassajara Road / Dublin Boulevard) – Weekday AM and PM peak hours · Int #25 (Aviano Way / Brannigan Street) – Weekday AM peak hour · Int #28 (Brannigan Street / Dublin Boulevard) – Weekday AM peak hour · Int #31 (Dublin Boulevard / Keegan Street) – Weekday AM peak hour · Int #35 (Dublin Boulevard / Fallon Road) – Weekday PM peak hour · Int #38 (El Charro Road-Stoneridge Drive / Jack London Boulevard) – Weekday PM peak hour · Int #41 (Grafton Street / Central Parkway) – Weekday PM peak hour 1634
Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Dublin Blvd Las Positas Blvd Tassajara Rd
Tassajara Rd Gleason Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
The Shops
Cumulative Condition Lane Geometry and Traffic Control SCS Dublin 1* 2 3 4 5* 6* 7 8 9* 10 11* 12 13* 14* 15 16 17 18* 19 20 21 22 23* 24 25* 26 27* 28*(190') (190') (190') (215')
(210')
(270')
(200')
(270')
(250')
(250')
(240')
(220)
(225')
(365')
(305')
(315')
(445')
(370')
(350')
(150')
(210')
(300')
(260')
(250')
(250')
(260')
(230')
(225')
(245')
(285')
(195') (260')
(185')
(185')
(95')
(205') (60')
(215')
(250') (350')
(310')
(170')
(250')
(220')
(325')
(325')
(590')
(620')
(600')
(175')
(205')
(405')
(210')
(160')
(210') (100')
(310')
(400')
(160')
(620')
(150')
(150')
(160')
(100')
(185')
(185')
STOP
(100')
(265')
(110')
(180')
(250')

STOP STOP STOP
(140')
(275')
(250')
(250')
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd
Fallon Rd Gleason Dr
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln 29* 30 31 32 33 34 35* 36* 37* 38* 39 40 41 42 43 STOP
(220')(165')
(200')
(200')
(230')
(175')
(180')
(200')
(155')
(210')
(130')
(130')
(135')
(185')
(200')
(180')
(220')
(100')
(115')
(165')
(150')
(50')
(150')
(460')
(185')
(200') (50')
(150')
(200')(175')
(155')
(185')
(125')
(340')
(350') Croak Rd (315')
(115')
(135')
(270')
(430')
(420')
(600')
(400')
(300')
(110')
(350')
(150') (180')
(200')
(150')
(275')
(30')
(95')
(30')
(100')
(215')
(200')
(185')
(185')
(35')
(265')
(190')
(200')
(175')
(270')
(225')
(250')
(225')
(240')
(230')
(215')
(235')
(200')
(300')
(350')
(245')
(210')
(200')
(130')
Project Dwy
STOP
STOP
Tassajara Rd
(250')
Brannigan St
Project Dwy
STOP
(70')
Finnian Wy
Future Project
Driveway
Future Project
Driveway
Future Project
Driveway
Future Project
Driveway
Future Project
Driveway
Future Project
Driveway
Future Project
Driveway
Future Project
Driveway
Future Project
Driveway
Figure 14 BUS ONLY
STOP
Central Pkwy STOP
South Project Dwy
Project Dwy Dublin Blvd /(*(1' 75$)),&6,*1$/ STOP 67236,*1 X ,17(56(&7,21 (XXX') 785132&.(7/(1*7+ )7
&+$11(/,=(',6/$1' ,17(56(&7,21 *(20(75<&+$1*(6 )5201($57(50 &21',7,216 X* STOP Project Dwy STOP
1635
280(60)
125(43)30(10)
41(160)30(179)
10(31)
36(20)
390(400)
20(50)
80(496)
470(600)
243(47)
1 640(224) 1761(925) 85(44)
310(580)
635(1815)
90(231)
206(95)
499(500)
30(80)
235(330)
620(876)
199(305)
2 773(309) 319(575)
790(720)
979(1272)
207(756)
1020(1918)
3 1230(93) 709(789)
300(389)
1452(1192)
441(482)
518(1885)
4 117(187) 444(382) 295(693)
22(80)
246(1831)
365(602)
1100(232)
998(661)
584(392)
104(220)
299(1072)
32(29)
5 178(115) 398(113) 84(53)
52(261)
148(602)120(598)
451(98)
1250(690)
95(50)
625(847)
170(161)
106(80)
6 7
8 290(225) 406(113) 75(67)
79(318)
150(519)140(211)
239(75)
1086(909)
155(82)
686(810)
112(336)
31(74)
9 10 62(95)[176] 1(3)[6] 7(23)[43]
120(180)[200]
3(3)[5]
70(180)[160]
120(140)[109]
1298(1275)[1358]
37(37)[58]
64(88)[149]
752(1017)[789]
91(120)[176] 11 12 875(828)[1135] 1965(505)[534] 133(183)[264] 260(739)[511] 405(1625)[736] 142(97)[50] 150(254)[247]
1277(881)[1019]
111(318)[425]
350(590)[423]
632(945)[800]
509(794)[629] 13 99(429)
142(37)
2270(2411)
120(112)
1491(2329)
444(122) 14 59(520) 234(355)
1390(527)
980(2313)
470(690)
1821(2208) 15 190(187) 360(542) 710(310) 150(230) 924(877) 109(862)
741(1491)
189(480)
102(152)
1032(1767) 16 270(190) 353(171) 96(110) 187(1413) 233(400) 227(607) 501(459)
628(957)
110(219)
600(400)
940(908)
116(212) 17 771(405) 417(937)
7(14) 18 19 20 21 22 2973(1516) 32(18)
43(57)
982(2680)
16(62) 23 35(32) 323(169) 90(21) 49(100) 144(601) 220(112) 301(70)
150(20)
76(30)
20(24)
150(26)
36(42) 24 60(50) 1(1) 27(2) 65(111) 0(2) 6(20)
14(32)
210(85)
10(35)
30(59)
173(70)
64(95) 25 32(28) 580(260) 74(42) 10(99) 298(752) 116(100) 161(128)
114(71)
60(47)
30(17)
77(82)
50(53) 26 50(46) 4(3) 20(10) 7(25) 2(4) 0(5)
146(135)
10(74)
52(148)
137(170) 27 90(64) 2762(1103) 49(53)
44(80)
826(2407)
128(255)
152(105)
11(11)
40(90)
12(10)
10(16)
91(326) 28 0(10) 48(120) 53(222)
82(45)
10(10)
53(100)
10(10) 29 244(302) 2534(747) 218(207) 648(2045)
54(173)
106(334) 30 32(47) 2475(823) 20(49) 120(50) 657(2031) 110(280) 350(150)
10(10)
45(31)
14(33)
0(10)
40(110) 31 302(113) 2326(587) 50(57) 231(110) 435(1895) 50(90) 150(63)
37(28)
71(60)
42(255)
4(50)
51(269) 32 20(10) 30(30) 10(10) 250(70) 20(30) 340(790) 611(413)
557(529)
10(10)
30(10)
429(551)
210(70) 33 189(232) 60(87)
119(75)
1029(596)
357(127)
691(634) 34 180(630) 1657(75) 184(86) 285(248) 80(1733) 221(190) 400(200)
1224(1101)
120(167)
566(373)
597(943)
460(298) 35 594(504) 10(10) 678(724)
557(698)
1170(1148)
346(660)
1036(1376) 36 433(213) 500(560)
531(474)
1233(1178)
432(816)
882(1476) 37 43(119) 1195(314) 461(883) 97(136) 148(2403) 448(1023) 1125(662)
278(338)
263(391)
82(193)
405(386)
95(160) 38 10(10) 258(122) 110(15) 50(177) 140(385) 50(93) 137(60)
180(60)
90(20)
20(10)
130(100)
53(40) 39 100(30) 617(290) 10(10) 42(30) 346(762) 20(60) 60(30)
10(10)
10(10)
80(49)
9(10)
10(0) 40 255(78) 546(190) 10(25) 90(27) 240(789) 100(120) 120(50)
140(40)
40(24)
90(110)
61(90)
40(50) 41 Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Las Positas Blvd
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd Dublin Blvd
Tassajara Rd
Tassajara Rd Gleason Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Fallon Rd Gleason Dr
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
The Shops
248(138)307(59)114(45)
121(335)240(207)130(180)
230(150)
1375(995)
120(92)
86(34)
686(1039)
230(146) 42 43 Cumulative Condition Peak Hour Turning Movement Volumes SCS Dublin Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Future Project Driveway Dublin Blvd Dublin Blvd Project Dwy
Central Pkwy
Central Pkwy
Diablo View Dr
Finnian Wy
Finnian Wy Dublin Blvd Figure 15 /(*(1'
X ,17(56(&7,21 XX(YY)[ZZ] $0(30)[6$785'$Y]3($. +28592/80(6 1636
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 50
Table 16 - Cumulative Intersection Level of Service Summary – Weekday # Intersection LOS
Criteria Jurisdiction Control
Cumulative Weekday
AM Peak PM Peak
LOS Delay2
(sec) LOS Delay2(sec)
1 Hacienda Dr / Central Pkwy D Dublin Signal C 21.9 D 40.9 2 Dublin Blvd / Hacienda Dr D Dublin Signal F 96.1 D 44.2 3 Hacienda Dr / I-580 WB ramps D* Caltrans4 Signal B 16.0 B 12.7 4 Hacienda Dr / I-580 EB ramps1 D* Caltrans4 Signal D 43.2 B 17.2 5 Hacienda Dr / Owens Dr D* Pleasanton Signal C 24.9 E 68.9 6 Tassajara Rd / Gleason Dr D Dublin Signal D 41.5 D 43.2 7 Project Dwy / Aviano Way / Tassajara
Road D Dublin SSSC Future Project Driveway
Worst Approach
8 Project Dwy (North Entry Level
Townhomes) / Tassajara Rd D Dublin SSSC Future Project Driveway Worst Approach
9 Tassajara Rd / Central Pkwy D Dublin Signal D 35.2 D 42.5 10 Project Dwy (South Entry Level
Townhomes) / Tassajara Rd D Dublin SSSC Future Project Driveway Worst Approach
11 The Shops / Tassajara Rd D Dublin Signal C 27.3 B 19.6 12 Project Dwy (Affordable Housing) /
Tassajara Rd D Dublin SSSC Future Project Driveway
Worst Approach
13 Tassajara Rd / Dublin Blvd D Dublin Signal F 82.9 F 95.5 14 Tassajara Rd / Dublin Corporate Way1,3 D Dublin Signal A 6.9 C 26.3 15 Tassajara Rd / I-580 WB Ramps D* Caltrans4 Signal B 10.3 D 43.2 16 Tassajara Rd /Santa Rita Rd / I-580 EB
Ramps – Pimlico Dr D* Caltrans4 Signal D 40.9 C 34.9
17 Santa Rita Rd / Las Positas Blvd D Pleasanton Signal D 49.0 D 44.6 18 Project Dwy (North Side) / Central Pkwy D Dublin Project SSSC
A 0.1 A 0.2
Worst Approach B 11.0 C 18.2
19 Project Dwy (South Side) / Central Pkwy D Dublin SSSC Future Project Driveway Worst Approach 20 Project Dwy (North Family Townhomes) /
Finnian Way D Dublin SSSC Future Project Driveway
Worst Approach
21 Project Dwy (South Family Townhomes)
/ Finnian Way D Dublin SSSC Future Project Driveway
Worst Approach
22 Project Dwy / Gleason Dr D Dublin SSSC Future Project Driveway Worst Approach 23 Project Dwy (South Side) / Dublin Blvd1D Dublin SSSC A 0 A 0.1 Worst Approach A 9.3 A 9.9
24 Brannigan St / Gleason Dr D Dublin Signal D 42.7 B 15.9 25 Aviano Way / Brannigan St D Dublin SSSC B 11.5 A 6.0 Worst Approach F 68.0 C 17.9
26 Brannigan St / Central Pkwy D Dublin Signal D 43.7 D 38.1 27 Finnian Way / Brannigan St D Dublin AWSC A 8.7 B 11.6 1637
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 51
# Intersection LOS
Criteria Jurisdiction Control
Cumulative Weekday
AM Peak PM Peak
LOS Delay2
(sec) LOS Delay2(sec)
28 Brannigan St / Dublin Blvd D Dublin Signal E 68.1 D 43.4 29 Brannigan St Bend/Lowe’s Truck Access D Dublin SSSC A 5.6 B 12.6 Worst Approach B 12.0 C 20.6
30 Dublin Blvd / Grafton St D Dublin Signal A 8.7 C 22.7 31 Dublin Blvd / Keegan St D Dublin Signal F 82.0 C 29.4 32 Dublin Blvd / Lockhart St D Dublin Signal C 27.3 D 45.8 33 Fallon Rd / Tassajara Rd D Dublin Signal C 20.4 C 24.2 34 Gleason Dr / Fallon Rd1 D Dublin Signal D 39.6 B 15.1 35 Dublin Blvd / Fallon Rd D Dublin Signal D 54.3 E 71.6 36 Fallon Rd / I-580 WB Ramps D* Caltrans4 Signal A 7.1 A 7.0 37 Fallon Rd / I-580 EB Ramps D* Caltrans4 Signal A 7.2 A 7.6 38 El Charro Rd / Stoneridge Dr / Jack
London Blvd D Pleasanton Signal C 32.9 F 94.4
39 Gleason Dr / Grafton St D Dublin Signal C 21.5 B 13.7 40 Central Pkwy / Chancery Ln D Dublin Signal C 22.5 C 31.7 41 Grafton St / Central Pkwy D Dublin Signal D 44.6 E 59.7 42 Central Pkwy / Fallon Rd D Dublin Signal D 54.5 C 26.5 43 Brannigan / South Family Homes Dwy D Dublin SSSC Future Project Driveway Worst Approach 44 Tassajara Rd / Project Driveway1,3D Dublin SSSC A 0.0 A 0.0 Worst Approach A 0.0 A 0.0
* City of Pleasanton Gateway intersection. Intersections operating unacceptably are shown in bold.

1. Intersection analyzed using HCM 2000 methodology instead of HCM 6th Edition.

2. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections.

3. Due to the configuration of this intersection, it was analyzed as two separate intersections (Intersection #14 and Intersection #44).

4. Caltrans intersection maintained by the City of Pleasanton.

Table 17 – Cumulative Intersection Level of Service Summary – Saturday # Intersection LOS
Criteria Jurisdiction Control
Cumulative Saturday
Saturday Peak
LOS Delay1
(sec)
11 The Shops / Tassajara Rd D Dublin Signal B 19.4
13 Tassajara Rd. / Dublin Blvd D Dublin Signal D 53.1
Intersections operating unacceptably are shown in bold.

1. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections.
1638
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 52

CUMULATIVE PLUS PROJECT TRANSPORTATION IMPROVEMENTS
The following lists the roadway improvements assumed in Cumulative (2040) Plus Project that have changed from Cumulative Conditions. These roadway improvements are located adjacent to the Project along Tassajara Road, Dublin Boulevard, Gleason Drive, and Brannigan Street and will be constructed by the Project.
· Intersection #6 – Tassajara Road / Gleason Drive
o Add a second eastbound through lane
o Reconfigure the westbound approach to be two left turn lanes, two through lanes, and one right turn lane.
· Intersection #9 – Tassajara Road / Central Parkway
o Convert the westbound shared through-right lane into a separate through lane and a separate right turn lane.
· Intersection #13 – Tassajara Road / Dublin Boulevard
o Add a fourth eastbound receiving lane
o Add a second northbound right turn lane
· Intersection #23 – Dublin Boulevard / Project Driveway o Remove southbound approach
· Intersection #24 – Brannigan Street / Gleason Drive
o Reconfigure the eastbound approach to one left turn lane, two through lanes, and one right turn lane
· Intersection #28 – Brannigan Street / Dublin Boulevard o Convert the southbound shared through-right lane into a separate through lane and a separate right turn lane
o Reconfigure the eastbound approach to one left turn lane, three through lanes, and one right turn lane
o Add a second northbound left turn lane
Figure 16 presents the intersection lane geometry and traffic control in the Cumulative Plus Project Conditions.

CUMULATIVE PLUS PROJECT TRAFFIC VOLUMES
Trip credits for the assumed land uses on the Project site were taken under Cumulative Plus Project Conditions. Trips generated by these land uses under Cumulative Conditions were determined based on the TAZs associated with the Project site from the City’s travel demand model. These volumes were removed from the Cumulative Conditions turning movement volumes and the proposed Project trips were then added to generate Cumulative Plus Project volumes. Evaluation of the assumed land uses under full buildout of the General Plan showed a greater volume than the proposed Project and therefore resulted in a decrease in volumes at many of the study intersections when comparing the Cumulative and Cumulative plus Project volumes.

CUMULATIVE PLUS PROJECT INTERSECTION LEVEL OF SERVICE
Cumulative Plus Project traffic conditions were evaluated at the study intersections and are presented in Figure 17. Results are presented in Table 18 and Table 19 for the weekday and Saturday peak hours, respectively. Intersections operating unacceptably are bolded and project deficiencies are highlighted. The 1639
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 53
following intersections would operate at an unacceptable level of service in the Cumulative Plus Project Conditions:
· Int #2 (Dublin Boulevard / Hacienda Drive)
o Weekday AM peak hour – Intersection operating at an unacceptable LOS F without the project and the addition of the project decreases the overall v/c and increases the critical movement v/c by less than 0.05 – Not a Deficiency
· Int #5 (Hacienda Drive / Owens Drive)
o Weekday AM peak hour – Intersection operating at an unacceptable LOS E without the project and the project adds fewer than 10 trips to the intersection. Trips added to the intersection are the difference in trips added by the proposed Project and the trips removed that are associated with the land use on the project site assumed in the General Plan – Not a Deficiency
· Int #13 (Tassajara Road / Dublin Boulevard)
o Weekday AM and PM peak hours – Intersection operating at an unacceptable LOS F without the project and the addition of the project decreases the overall v/c and increases the critical movement v/c by less than 0.05 – Not a Deficiency · Int #26 (Brannigan Street / Central Parkway)
o Weekday PM peak hour – Intersection operating at an acceptable LOS D without the project and the addition of the project degrades the intersection to an unacceptable LOS E – Deficiency
· Int #31 (Dublin Boulevard / Keegan Street)
o Weekday AM peak hour – Intersection operating at an unacceptable LOS F without the project and the addition of the project decreases the overall v/c and increases the critical movement v/c by less than 0.05 – Not a Deficiency
· Int #35 (Dublin Boulevard / Fallon Road)
o Weekday PM peak hour – Intersection operating at an unacceptable LOS E without the project and the project increases the total intersection average delay by less than six (6) seconds – Not a Deficiency
· Int #38 (El Charro Road-Stoneridge Drive / Jack London Boulevard) o Weekday PM peak hour – Intersection operating at an unacceptable LOS F without the project and the addition of the project does not change the overall v/c or critical movement v/c – Not a Deficiency
Many of the intersections decrease in delay with the addition of the Project. This is because the land uses assumed on the Project site within the City’s travel demand model have a higher intensity than the Project itself.

Analysis sheets are provided in the Appendix.
1640
Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Dublin Blvd Las Positas Blvd Tassajara Rd
Tassajara Rd Gleason Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
The Shops
Cumulative Plus Project Condition Lane Geometry and Traffic Control SCS Dublin 1 2
3 4
5 6*
7 8 9* 10 11 12 13* 14 15 16 17 18 19 20 21 22 23* 24* 25 26 27 28*(190') (190') (190') (215')
(210')
(270')
(200')
(270')
(250')
(250')
(240')
(220)
(225')
(365')
(305')
(315')
(445')
(370')
(350')
(150')
(210')
(300')
(260')
(250')
(250')
(260')
(230')
(225')
(245')
(285')
(195') (260')
(185')
(185')
(95')
(205') (60')
(215')
(250') (350')
(310')
(250')
(220')
(325')
(325')
(590')
(620')
(600')
(175')
(205')
(405')
(210')
(160')
(210') (100')
(310')
(400')
(160')
(620')
(150')
(150')
(160')
(100')
(185')
(185')
STOP
(100')
(265')
(110')
(180')
(250')

STOP STOP STOP
(140')
(275')
(250')
(250')
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd
Fallon Rd Gleason Dr
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 STOP
(220')(165')
(200')
(200')
(230')
(175')
(180')
(200')
(155')
(210')
(130')
(130')
(135')
(185')
(200')
(180')
(220')
(100')
(115')
(165')
(150')
(50')
(150')
(460')
(185')
(200') (50')
(150')
(200')(175')
(155')
(185')
(125')
(340')
(350') Croak Rd (315')
(115')
(135')
(270')
(430')
(420')
(600')
(400')
(300')
(110')
(350')
(150') (180')
(200')
(150')
(275')
(30')
(95')
(30')
(100')
(215')
(200')
(185')
(185')
(35')
(265')
(190')
(200')
(175')
(270')
(225')
(250')
(225')
(240')
(230')
(215')
(235')
(200')
(300')
(350')
(245')
(210')
(200')
(130')
Project Dwy
STOP
STOP
Tassajara Rd
(250')
Brannigan St
Project Dwy
STOP
(70')
Finnian Wy
Tassajara Rd
Project Dwy
Tassajara Rd
Project Dwy
STOP
STOP
Tassajara Rd
Project Dwy
STOP
Tassajara Rd
STOP
North Project Dwy
Central Pkwy STOP
Project Dwy
Finnian Way STOP Finnian Way STOP
Project Dwy
Finnian Way STOP
Project Dwy Gleason Dr STOP
Project Dwy Dublin Blvd STOP
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
South Project Dwy
Finnian Way Finnian Way Finnian Way Gleason Dr Dublin Blvd Brannigan St
Brannigan St
STOP
Project Dwy
(185')
(170') STOP
Project Dwy
(130')
Figure 16 BUS ONLY
STOP /(*(1' 75$)),&6,*1$/ STOP 67236,*1
X ,17(56(&7,21 (XXX') 785132&.(7/(1*7+
)7
&+$11(/,=(',6/$1' ,17(56(&7,21 *(20(75<&+$1*(6 )520&808/$7,9( &21',7,216 X* 1641
277(33)
127(41)30(10)
41(159)29(180)
10(31)
36(20)
390(400)
20(50)
60(474)
470(600)
242(46)
1 642(213) 1767(922) 84(43)
310(580)
629(1820)
89(224)
205(86)
497(482)
30(79)
235(330)
601(861)
194(308)
2 773(309) 319(575)
785(707)
985(1256)
207(756)
996(1906)
3 1230(93) 693(779)
300(389)
1458(1176)
441(482)
510(1883)
4 117(187) 444(382) 294(694)
22(80)
246(1831)
361(600)
1102(227)
1001(653)
585(389)
104(220)
296(1071)
32(29)
5 179(100) 397(111) 81(48)
52(261)
146(602)120(598)
451(98)
1246(691)
93(48)
632(842)
165(143)
110(77)
6 3(1)
1477(1052)
4(16)
904(1061)
7 2(0)
1477(1052)
4(11)
906(1077)
8 277(179) 396(91) 75(67)
67(306)
143(518)136(203)
239(67)
1080(902)
156(83)
91(285)
699(818)
39(67)
9 3(1)
1425(1387)
4(7)
826(1169) 10 106(102)[157] 3(2)[4] 23(23)[58] 119(180)[203] 3(3)[5] 69(178)[158] 120(138)[108]
1275(1201)[1300]
30(48)[54]
97(107)[234]
738(972)[755]
92(118)[181] 11 3(1)
1502(1491)
1(3)
924(1196) 12 920(788)[1137] 1945(454)[497] 130(120)[177] 260(739)[511] 393(1612)[758] 145(121)[127] 168(254)[271]
1270(802)[963]
121(337)[449]
360(611)[463]
650(958)[866]
506(799)[637] 13 32(56) 99(429)
142(36)
2313(2314)
96(126)
1478(2306)
444(122) 14 59(520) 235(361)
1405(493)
1008(2248)
470(690)
1783(2193) 15 190(187) 357(540) 710(310) 150(230) 914(876) 119(845)
757(1448)
191(475)
102(152)
1007(1755) 16 270(190) 353(171) 95(111) 187(1413) 233(400) 225(603) 504(451)
637(934)
111(216)
600(400)
924(903)
116(212) 17 721(316) 5(19) 2(3) 388(883)
26(20)
4(2) 18 14(19) 84(77)
53(61)
77(97)
9(8)
48(50) 19 54(51) 14(23) 44(52) 42(53)
44(45)
23(10)20 10(16) 28(42)
35(44)32(19)
5(4)
40(33) 21 651(256) 2(7) 404(793)
6(3) 22 2996(1362)
81(101)
939(2648)
33(74) 23 37(35) 320(159) 90(21) 40(79) 144(602) 220(112) 301(70)
152(20)
76(30)
23(21)
152(26)
32(34) 24 60(50) 25(2) 27(17) 4(2)
1(8)
218(91)
10(35)
30(59)
179(77)
7(18) 25 56(47) 570(260) 56(19) 12(100) 290(717) 90(69) 123(54)
120(71)
62(32)
33(21)
71(66)
66(59) 26 53(46) 1(2) 20(10) 19(14) 3(1) 15(8)
12(21)
167(134)
10(74)
52(147)
135(162)
25(35) 27 72(81) 2704(1026) 77(91)
25(80)
813(2381)
133(246)
161(103)
28(18)
58(78)
16(15)
10(18)
122(222) 28 0(10) 7(8) 51(123) 4(8) 85(122)
57(66)
10(10)
58(103)
10(10) 29 244(302) 2502(740) 212(187) 659(2033)
90(319)
54(173) 30 32(44) 2448(818) 20(49) 121(49) 667(2020) 110(280) 349(150)
10(10)
45(31)
14(33)
0(10)
36(108) 31 302(113) 2299(579) 50(57) 231(109) 444(1885) 50(90) 150(63)
37(28)
71(60)
42(255)
4(50)
51(269) 32 20(10) 30(30) 10(10) 250(70) 20(30) 343(783) 607(411)
557(529)
10(10)
30(10)
429(551)
210(70) 33 189(230) 61(87)
119(73)
1029(596)
355(126)
691(636) 34 180(630) 1653(75) 183(84) 290(234) 83(1738) 221(192) 387(197)
1223(1092)
120(154)
555(367)
584(935)
460(298) 35 594(504) 10(10) 659(707)
557(698)
1174(1125)
344(657)
1032(1379) 36 434(207) 500(560)
533(456)
1236(1173)
432(816)
876(1476) 37 43(119) 1195(314) 457(881) 97(136) 148(2403) 447(1024) 1126(659)
279(335)
265(386)
82(193)
404(387)
95(160) 38 10(10) 256(119) 110(15) 52(180) 141(383) 51(90) 137(61)
180(60)
90(20)
20(10)
130(100)
54(35) 39 100(30) 613(285) 10(10) 42(30) 356(719) 20(60) 60(30)
10(10)
10(10)
80(49)
9(10)
10(0) 40 255(78) 542(185) 10(25) 91(26) 249(747) 100(120) 120(50)
140(40)
40(24)
90(110)
61(90)
40(50) 41 Central Pkwy
Hacienda Dr
Central Pkwy
Hacienda Dr Dublin Blvd
Hacienda Dr Dublin Blvd
Hacienda Dr
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 WB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr I-580 EB Ramps
Hacienda Dr Owens Dr
Hacienda Dr Owens Dr
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Tassajara Rd
Dublin Corporate Wy
Tassajara Rd Northside Dr
Tassajara Rd I-580 WB Ramps
Tassajara Rd I-580 WB Ramps
Santa Rita Rd I-580 EB Ramps Pimlico Dr
Santa Rita Rd
Santa Rita Rd Las Positas Blvd Las Positas Blvd
Fallon Rd
Fallon Rd
Syrah Dr
Tassajara Rd Dublin Blvd
Tassajara Rd
Tassajara Rd Gleason Dr
Tassajara Rd
Tassajara Rd
Project Dwy
Project Dwy Central Pkwy
Central Pkwy
Diablo View Dr
Brannigan St
Brannigan St Gleason Dr Gleason Dr
Brannigan St
Brannigan St
Aviano Wy
Brannigan St
Brannigan St Dublin Blvd Dublin Blvd
Fallon Rd Gleason Dr Finnian Wy Finnian Wy Finnian Wy Finnian Wy Finnian Wy Finnian Wy Project Dwy
Project Dwy
Project Dwy
Project Dwy Gleason Dr Gleason Dr Dublin Blvd Dublin Blvd Project Dwy
Brannigan St
Brannigan St
Central Pkwy
Central Pkwy
Brannigan St
Brannigan St
Finnian Wy
Aviano Wy Finnian Wy
Fallon Rd
Fallon Rd I-580 EB Ramps I-580 EB Ramps
Brannigan St
Lowe's Dwy
Project Dwy Dublin Blvd Dublin Blvd
Grafton St
Keegan St
Kaiser Rd Dublin Blvd Dublin Blvd
Lockhart St Dublin Blvd Dublin Blvd
Kaiser Rd
Fallon Rd
Fallon Rd Dublin Blvd
Fallon Rd
Fallon Rd
Fallon Rd I-580 WB Ramps I-580 WB Ramps
El Charro Rd
El Charro Rd Jack London Blvd Stoneridge Dr
Grafton St
Grafton St Gleason Dr Gleason Dr Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Central Pkwy Grafton St
Fallon Rd
Fallon Rd
Montalcino St
Chancery Ln
Tassajara Rd
Central Pkwy
Central Pkwy
Tassajara Rd
Tassajara Rd
Project Dwy
Tassajara Rd
Tassajara Rd
Project Dwy
Tassajara Rd
Tassajara Rd
Finnian Wy
The Shops
243(138)308(57)114(45)
115(310)242(202)130(175)
231(151)
1372(995)
120(92)
86(34)
686(1041)
216(136) 42 Project Dwy 12(8) 3(2)
3(3)
235(191)
209(342)
9(10) 43
Brannigan St
Brannigan St
Cumulative Plus Project Condition Peak Hour Turning Movement Volumes SCS Dublin Dublin Blvd Figure 17 /(*(1' X ,17(56(&7,21 XX(YY)[ZZ] $0(30)[6$785'$Y]3($. +28592/80(6 1642
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft
56 Table 18 – Cumulative Plus Project Intersection Level of Service Summary – Weekday # Intersection LOS
Criteria Jurisdiction Control
Cumulative Weekday Cumulative Plus Project Weekday
AM Peak PM Peak AM Peak PM Peak
LOS Delay2(sec) LOS Delay2(sec) LOS Delay2(sec) Delay Var LOS Delay 2 (sec) Delay Var
1 Hacienda Dr / Central Pkwy D Dublin Signal C 21.9 D 40.9 C 21.8 -0.1 C 31.7 -9.2 2 Dublin Blvd / Hacienda Dr D Dublin Signal
F 96.1 D 44.2 F 96.6 0.5 D 43.3 -0.9
Overall v/c 0.93 - - Overall v/c 0.92 -0.01 - - -
Crit v/c 0.44 - - Crit v/c 0.45 0.01 - - -
3 Hacienda Dr / I-580 WB ramps D* Caltrans4 Signal B 16.0 B 12.7 B 16.0 0.0 B 12.6 -0.1 4 Hacienda Dr / I-580 EB ramps1 D* Caltrans4 Signal D 43.2 B 17.2 D 44.0 0.8 B 16.8 -0.4 5 Hacienda Dr / Owens Dr D* Pleasanton Signal C 24.9 E 68.9 C 24.9 0.0 E 68.6 -0.3
- - - Project Trips -64
6 Tassajara Rd / Gleason Dr D Dublin Signal D 41.5 D 43.2 C 31.3 -10.2 D 40.9 -2.3 7 Project Dwy / Aviano Way / Tassajara Road
D Dublin SSSC Future Project Driveway
A 0.0 0.0 A 0.0 0.0
Worst Approach B 13.2 13.2 B 14.9 14.9
8 Project Dwy (North Entry Level Townhomes) / Tassajara Rd D Dublin Project SSSC Future Project Driveway
A 0.0 0.0 A 0.0 0.0
Worst Approach B 13.2 13.2 A 0.0 0.0
9 Tassajara Rd / Central Pkwy D Dublin Signal D 35.2 D 42.5 C 30.8 -4.4 D 40.6 -1.9 10 Project Dwy (South Entry Level Townhomes) / Tassajara Rd D Dublin SSSC Future Project Driveway
A 0.0 0.0 A 0.0 0.0
Worst Approach B 13.0 13.0 C 17.7 17.7
11 The Shops / Tassajara Rd D Dublin Signal C 27.3 B 19.6 C 20.4 -6.9 C 20.0 0.4 12 Project Dwy (Affordable Housing) / Tassajara Rd
D Dublin SSSC Future Project Driveway
A 0.0 0.0 A 0.0 0.0
Worst Approach B 13.7 13.7 C 18.8 18.8
13 Tassajara Rd / Dublin Blvd D Dublin Signal
F 82.9 F 95.5 E 79.8 -3.1 F 86.2 -9.3
Overall v/c 0.96 Overall v/c 1.24 Overall v/c 0.95 -0.01 Overall v/c 1.00 -0.24 Crit v/c 0.66 Crit v/c 0.83 Crit v/c 0.67 0.01 Crit v/c 0.85 0.02 14 Tassajara Rd / Dublin Corporate Way1,3 D Dublin Signal A 6.9 C 26.3 A 7.0 0.1 C 26.4 0.1 15 Tassajara Rd / I-580 WB Ramps D* Caltrans4 Signal B 10.3 D 43.2 B 10.3 0.0 D 42.0 -1.2 16 Tassajara Rd /Santa Rita Rd / I-580 EB Ramps – Pimlico Dr D* Caltrans4 Signal D 40.9 C 34.9 D 39.3 -1.6 D 35.0 0.1 17 Santa Rita Rd / Las Positas Blvd D Pleasanton Signal D 49.0 D 44.6 D 49.1 0.1 D 44.5 -0.1 18 Project Dwy (North Side) / Central Pkwy
D Dublin SSSC
A 0.1 A 0.2 A 0.4 0.3 A 0.2 0.0
Worst Approach B 11.0 C 18.2 B 14.9 3.9 C 16.7 -1.5
19 Project Dwy (South Side) / Central Pkwy
D Dublin SSSC Future Project Driveway
A 2.4 2.4 A 2.4 2.4
Worst Approach B 10.1 10.1 B 10.4 10.4
20 Project Dwy (North Family Townhomes) / Finnian Way
D Dublin SSSC Future Project Driveway
A 4.3 4.3 A 3.8 3.8
Worst Approach A 9.4 9.4 A 9.1 9.1
21 Project Dwy (South Family Townhomes) / Finnian Way
D Dublin SSSC Future Project Driveway
A 3.2 3.2 A 2.9 2.9
Worst Approach A 9.2 9.2 A 9.3 9.3
22 Project Dwy / Gleason Dr
D Dublin SSSC Future Project Driveway
A 0.1 0.1 A 0.0 0.0
Worst Approach B 10.7 10.7 A 9.1 9.1
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57 # Intersection LOS
Criteria Jurisdiction Control
Cumulative Weekday Cumulative Plus Project Weekday
AM Peak PM Peak AM Peak PM Peak
LOS Delay2(sec) LOS Delay2(sec) LOS Delay2(sec) Delay Var LOS Delay 2 (sec) Delay Var
23 Project Dwy (South Side) / Dublin Blvd
D Dublin SSSC
A 0.0 A 0.1 A 0.1 0.1 A 0.2 0.1
Worst Approach A 9.3 A 9.9 A 9.1 -0.2 A 9.9 0.0
24 Brannigan St / Gleason Dr D Dublin Signal D 42.7 B 15.9 D 50.2 7.5 B 12.7 -3.2 25 Aviano Way / Brannigan St
D Dublin SSSC
B 11.5 A 6.0 A 5.0 -6.5 A 3.4 -2.6
Worst Approach F 68.0 C 17.9 D 26.0 -42.0 B 12.0 -5.9
26 Brannigan St / Central Pkwy D Dublin Signal D 43.7 D 38.1 D 42.7 -1.0 E 61.3 23.2 27 Finnian Way / Brannigan St D Dublin AWSC A 8.7 B 11.6 A 9.3 0.6 B 12.3 0.7 28 Brannigan St / Dublin Blvd D Dublin Signal E 68.1 D 43.4 C 34.1 -34.0 D 46.7 3.3 29 Brannigan St Bend/Lowe’s Truck Access
D Dublin SSSC
A 5.6 B 12.6 A 7.5 1.9 A 9.2 -3.4
Worst Approach B 12.0 C 20.6 B 13.0 1.0 C 16.5 -4.1
30 Dublin Blvd / Grafton St D Dublin Signal A 8.7 C 22.7 A 8.3 -0.4 C 22.3 -0.4 31 Dublin Blvd / Keegan St D Dublin Signal
F 82.0 C 29.4 E 76.5 -5.5 C 28.4 -1.0
Overall v/c 0.82 - - Overall v/c 0.81 -0.01 - - -
Crit v/c 0.29 - - Crit v/c 0.29 0.00 - - -
32 Dublin Blvd / Lockhart St D Dublin Signal C 27.3 D 45.8 C 25.5 -1.8 D 44.8 -1.0 33 Fallon Rd / Tassajara Rd D Dublin Signal C 20.4 C 24.2 C 20.5 0.1 C 24.1 -0.1 34 Gleason Dr / Fallon Rd1 D Dublin Signal D 39.6 B 15.1 D 39.8 0.2 B 15.1 0.0 35 Dublin Blvd / Fallon Rd D Dublin Signal D 54.3 E 71.6 D 53.7 -0.6 E 71.4 -0.2 36 Fallon Rd / I-580 WB Ramps D* Caltrans4 Signal A 7.1 A 7.0 A 7.1 0.0 A 7.0 0.0 37 Fallon Rd / I-580 EB Ramps D* Caltrans4 Signal A 7.2 A 7.6 A 7.2 0.0 A 7.6 0.0 38 El Charro Rd / Stoneridge Dr / Jack London Blvd D Pleasanton Signal C 32.9 F 94.4 C 32.9 0.0 F 93.7 -0.7
- - Overall v/c 1.17 - - - Overall v/c 1.17 0.00
- - Crit v/c 1.41 - - - Crit v/c 1.41 0.00
39 Gleason Dr / Grafton St D Dublin Signal C 21.5 B 13.7 C 22.2 0.7 B 13.6 -0.1 40 Central Pkwy / Chancery Ln D Dublin Signal C 22.5 C 31.7 C 22.3 -0.2 C 25.7 -6.0 41 Grafton St / Central Pkwy D Dublin Signal D 44.6 E 59.7 D 44.1 -0.5 D 47.4 -12.3 42 Central Pkwy / Fallon Rd D Dublin Signal D 54.5 C 26.5 D 53.2 -1.3 C 26.2 -0.3 43 Brannigan / South Family Homes Driveway
D Dublin SSSC Future Project Driveway
A 0.5 0.5 A 0.3 0.3
Worst Approach B 10.8 10.8 B 12.3 12.3
44 Tassajara Rd / Project Driveway1,3
D Dublin SSSC
A 0.0 A 0.0 A 0.1 0.1 A 0.2 0.2
Worst Approach A 0.0 A 0.0 B 12.9 12.9 C 19.4 19.4
* City of Pleasanton Gateway intersection. Intersections operating unacceptably are shown in bold and project deficiencies are highlighted.

1. Intersection analyzed using HCM 2000 methodology instead of HCM 6th Edition.

2. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections.

3. Due to the configuration of this intersection, it was analyzed as two separate intersections (Intersection #14 and Intersection #44).

4. Caltrans intersection maintained by the City of Pleasanton. 1644
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Table 19 – Cumulative Plus Project Intersection Level of Service Summary – Saturday # Intersection LOS
Criteria Jurisdiction Control
Cumulative
Saturday
Cumulative Plus
Project Saturday
Saturday Peak Saturday Peak
LOS Delay1
(sec) LOS Delay1(sec)
Delay
Var
11 The Shops / Tassajara
Rd D Dublin Signal B 19.4 B 18.8 -0.6
13 Tassajara Rd. / Dublin
Blvd D Dublin Signal D 53.1 D 51.7 -1.4
Intersections operating unacceptably are shown in bold.

1. The average control delay is reported for signalized and AWSC intersections. The delay for the worst movement is reported for SSSC intersections. 1645
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7. ALAMEDA COUNTY TRANSPORTATION COMMISSION LAND USE

ANALYSIS PROGRAM
This chapter presents the results of the Alameda CTC Land Use analysis under Year 2020 and Year 2040 Conditions, with and without the Project, in the PM peak hour.

YEAR 2020 AND YEAR 2040 CONDITIONS
The Alameda CTC Land Use analysis was performed to comply with its congestion management plan (CMP) Land Use Analysis Program. In the CMP, development projects generating more than 100 PM net new peak hour trips are analyzed to determine its impact on Metropolitan Transportation System (MTS) roadways. Since the ACTC Land Use Analysis Program’s 100-trip criteria is in the PM peak hour and the project generates greater project trips in the PM peak hour than the AM peak hour, the analysis was evaluated in the PM peak hour only.

The Almeda CTC travel demand model for Year 2020 and Year 2040 was used to determine 2020 and 2040 traffic volumes in the PM peak hour along the MTS roadways of I-580, I-680, Dublin Boulevard, and Tassajara Road. Traffic volumes and the number of lanes in each direction were used to determine the segment v/c ratio. It is assumed that the capacity of the freeway segment is 2,000 vehicles per hour per lane (vphpl) and the capacity of the roadway segment is 800 vphpl. Analysis sheets are provided in the Appendix.

Based on the analysis, the following MTS roadway segments operate at an unacceptable LOS F in Year 2020 and Year 2040 Conditions during the PM peak hour:

Year 2020 Conditions
· Eastbound Dublin Boulevard: Between Hacienda Drive and Tassajara Road Year 2040 Conditions
· Eastbound Dublin Boulevard: Between Hacienda Drive and Tassajara Road In the PM peak period, EB I-580 is congested upstream of Tassajara Road from Tassajara Road to beyond the beginning of the study limits of the I-680 interchange. Therefore, the volume throughput along EB I-580 at each study segment in both Year 2020 and Year 2040 Conditions may not be representative of the demand upstream of the study corridor and actual demand volumes may result in congestion of the study segments.

YEAR 2020 AND YEAR 2040 PLUS PROJECT CONDITIONS
Project trips during the PM peak hour were added to the roadway segments under Year 2020 and Year 2040 Conditions to determine the v/c ratio under Plus Project Conditions. Based on the analysis, the following roadway segments continue to operate at an unacceptable LOS F in Plus Project Conditions:

Year 2020 Plus Project Conditions
· Eastbound Dublin Boulevard: Between Hacienda Drive and Tassajara Road o Increase in v/c of greater than 0.02 – Deficiency
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Year 2040 Plus Project Conditions
· Eastbound Dublin Boulevard: Between Hacienda Drive and Tassajara Road o With the addition of the project trips and taking a trip credit for the land uses assumed as part the General Plan buildout, this results in an increase in v/c of less than 0.02 – Not a Deficiency
It is unlikely that Dublin Boulevard can be widened from three lanes to four lanes in each direction to provide additional capacity and to address the deficiency above. Therefore, a Transportation Demand Management (TDM) plan proposed. The Project is proposing a TDM plan to address CEQA impacts and to reduce mobile emissions for all uses. The TDM plan would discourage single-occupancy vehicle trips and encourage alternative modes of transportation such as carpooling, taking transit, walking, and biking. With the implementation of the TDM plan, the Project would reduce its single-occupancy vehicle trips and minimize its impact on the adjacent roadways, including eastbound Dublin Boulevard, which is identified as a deficiency under Year 2020 Plus Project Conditions. A trip reduction of approximately 4.5 percent in the PM peak hour would result in a v/c increase of less than 0.02 along eastbound Dublin Boulevard between Hacienda Drive and Tassajara Road in Year 2020 Plus Project Conditions and would no longer be considered a deficiency.
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8. SIGNAL WARRANT EVALUATION
Traffic volumes at unsignalized study intersections were compared against the peak hour warrant in the 2014 California Manual on Uniform Traffic Control Devices (CA MUTCD)10. Traffic Signal Warrant #3 – Peak Hour Volume Warrant is satisfied when traffic volumes on the major and minor approaches exceed thresholds for one hour of the day. The Peak Hour Warrant is generally the first warrant to be satisfied.

The peak hour traffic signal warrant for each unsignalized intersection was analyzed under all scenarios.

Based on the results, no study intersections met the peak hour signal warrant. Analysis sheets are provided in the Appendix.
10 California Manual on Uniform Traffic Control Devices, (FHWA’s MUTCD 2009 Edition, as amended for use in California), November 7, 2014
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9. FREEWAY ON-RAMP METERING ANALYSIS
Freeway on-ramps were analyzed at the Hacienda Drive, Tassajara Road, and El Charro Road interchanges to determine the extent of the on-ramp queues due to ramp metering at each ramp. On-ramps were analyzed in the direction and peak periods when the ramp meters are active, with westbound diagonal on-ramps analyzed in the AM peak hour and eastbound loop on-ramps analyzed in the PM peak hour. Onramp volumes were obtained from the intersection turning movement volumes. For locations with a high occupancy vehicle (HOV) lane, on-ramp volumes were adjusted to reflect single occupancy vehicles (SOV) only. HOV occupancy data were derived from the Caltrans’ Performance Measurement System (PeMS) Data Source with the exception of the westbound I-580 Hacienda Drive Diagonal On-Ramp which was derived from the Caltrans 2011 Bay Area HOV Lanes11 report due to the lack of PeMS data at this location.

The on-ramp metering rates were provided by the City of Dublin for each on-ramp location and the storage lengths were measured using Google aerial maps.

BASELINE CONDITIONS
The on-ramp queuing analysis for Existing, Near-Term, and Cumulative conditions are presented in Table

20. As shown, the vehicles for on-ramps with ramp metering are contained within the available ramp storage except at the following locations:

Existing Conditions
· Westbound I-580 – Tassajara Road Diagonal On-Ramp (AM Peak Hour) Near-Term Conditions
· Westbound I-580 – Hacienda Drive Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – Hacienda Drive Loop On-Ramp (PM Peak Hour) · Westbound I-580 – Tassajara Road Diagonal On-Ramp (AM Peak Hour) Cumulative Conditions
· Westbound I-580 – Hacienda Drive Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – Hacienda Drive Loop On-Ramp (PM Peak Hour) · Westbound I-580 – Tassajara Road Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – Tassajara Road Loop On-Ramp (PM Peak Hour)

PLUS PROJECT CONDITIONS
The on-ramp queuing analysis for Near-Term Plus Project and Cumulative Plus Project conditions are presented in Table 21. As shown, the vehicles for on-ramps with ramp metering are contained within the available ramp storage except at the following locations:

Near-Term Plus Project Conditions
· Westbound I-580 – Hacienda Drive Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – Hacienda Drive Loop On-Ramp (PM Peak Hour) · Westbound I-580 – Tassajara Road Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – El Charro Road Loop On-Ramp (PM Peak Hour) 11 2011 Bay Area HOV Lanes, Caltrans, 2011.
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Cumulative Plus Project Conditions
· Westbound I-580 – Hacienda Drive Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – Hacienda Drive Loop On-Ramp (PM Peak Hour) · Westbound I-580 – Tassajara Road Diagonal On-Ramp (AM Peak Hour) · Eastbound I-580 – Tassajara Road Loop On-Ramp (PM Peak Hour) 1650
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64 Table 20 – Baseline Conditions Freeway On-Ramp Queuing Analysis (I-580) On-Ramp Peak
Hour
Storage
Length
(ft)
Meter
Rate
(vph)
Existing Near-Term Cumulative
Total
Volume
(vph)
SOV %
SOV
Volume
(vph)
Max
Queue
(ft)
Total
Volume
(vph)
SOV %
SOV
Volume
(vph)
Max
Queue
(ft)
Total
Volume
(vph)
SOV %
SOV
Volume
(vph)
Max
Queue
(ft)
WB I-580 Hacienda Dr
Diagonal On-Ramp AM 700 540 385 90% 347 0 781 90% 703 4,075 790 90% 711 4,275 EB I-580 Hacienda Dr
Loop On-Ramp PM 490 300 309 100% 309 225 374 100% 374 1,850 389 100% 389 2,225 WB I-580 Tassajara
Rd Diagonal On-Ramp AM 1,080 480 1,116 57% 636 3,900 1,386 57% 790 7,750 1,390 57% 792 7,800 EB I-580 Tassajara Rd
Loop On-Ramp PM 830 450 520 71% 369 0 547 71% 388 0 862 71% 612 4,050 WB I-580 Fallon Rd
Diagonal On-Ramp AM 685 300 670 43% 288 0 760 43% 327 675 557 43% 240 0 EB I-580 El Charro Rd
Loop On-Ramp PM 890 240 488 56% 273 825 92 56% 52 0 474 56% 265 625 Notes:

1. SOV = Single-occupancy vehicles; Ramp meter analysis was performed for SOV lanes only. HOV lanes were assumed to operate with a 900 vph metering rate and therefore would not have any queues extend onto the arterial.

2. SOV volumes were calculated based on HOV to SOV ratios from PeMS on-ramp volumes with the exception of the westbound I-580 Hacienda Drive Diagonal On-Ramp which were derived from the Caltrans 2011 Bay Area HOV Lanes report.

3. Ramps with vehicle queues exceeding the on-ramp storage and extending onto the adjacent arterial are shown with bold text.

Table 21 – Plus Project Conditions Freeway On-Ramp Queuing Analysis (I-580) On-Ramp Peak
Hour
Storage
Length (ft)
Meter
Rate (vph)
Near-Term + Project Cumulative + Project
Total
Volume
(vph)
SOV
%
SOV
Volume
(vph)
Max
Queue (ft)
Total
Volume
(vph)
SOV
%
SOV
Volume
(vph)
Max
Queue (ft)
WB I-580 Hacienda Dr
Diagonal On-Ramp AM 700 540 793 90% 714 4,350 785 90% 707 4,175 EB I-580 Hacienda Dr Loop
On-Ramp PM 490 300 374 100% 374 1,850 389 100% 389 2,225 WB I-580 Tassajara Rd
Diagonal On-Ramp AM 1,080 480 1,424 57% 812 8,300 1,405 57% 801 8,025 EB I-580 Tassajara Rd
Loop On-Ramp PM 830 450 579 71% 411 0 845 71% 600 3,750 WB I-580 Fallon Rd
Diagonal On-Ramp AM 685 300 760 43% 327 675 557 43% 240 0 EB I-580 El Charro Rd
Loop On-Ramp PM 890 240 576 56% 323 2,075 456 56% 255 375 Notes:

1. SOV = Single-occupancy vehicles; Ramp meter analysis was performed for SOV lanes only. HOV lanes were assumed to operate with a 900 vph metering rate and therefore would not have any queues extend onto the arterial.

2. SOV volumes were calculated based on HOV to SOV ratios from PeMS on-ramp volumes with the exception of the westbound I-580 Hacienda Drive Diagonal On-Ramp which were derived from the Caltrans 2011 Bay Area HOV Lanes report.

3. Ramps with vehicle queues exceeding the on-ramp storage and extending onto the adjacent arterial are shown with bold text. 1651
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10. VEHICLE QUEUING AND SITE ACCESS AND CIRCULATION
This chapter presents the results of the vehicle queuing analysis completed for the study intersections where the project would generate a significant number of trips to the left turn lanes and for project driveways to determine whether the project would create on-site circulation issues. In addition, the following includes a discussion of site access and circulation for the proposed project site.

VEHICLE QUEUING
As congestion increases, it is common for traffic at intersections to form lines of stopped (or queued) vehicles. Queue lengths were determined for left turn lanes where the project would add a significant number of trips and measure the distance that vehicles will back up in each direction approaching an intersection. Synchro software calculates the 95th percentile queues based on Synchro methodology. The 95th percentile queue is used to account for fluctuations in traffic and represents a condition where 95 percent of the time during the peak period, traffic volumes will be less than or equal to the queue determined by the analysis. It is used as a benchmark for determining deficiencies as a standard transportation engineering practice. A typical vehicle length of 25 feet was used in the queuing analysis. An operational deficiency was assumed to occur if the queue increases by one or more vehicles and the vehicle queue exceeds the turn pocket length. A summary of the queuing results is included in the Appendix.

The analysis showed that several turn bay storage lengths were exceeded under each analysis scenario for Near-Term and Cumulative Conditions with and without the project. In most cases, the inadequate queue lengths are not associated with the project, but are a result of pre-existing deficiencies. For example, the 95th percentile eastbound left turn queue at Intersection #5 (Hacienda Drive/Owens Drive) is 496 feet during the PM peak hour in Near-Term Conditions and 506 feet during the PM peak hour in Near-Term Plus Project Conditions. Although the turn pocket length is 370 feet long and the queues spills out of the turn pocket, the result is a pre-existing deficiency not associated with the project since the project did not increase the queue by at least one vehicle length (i.e. 25 feet). Locations where the left turn queue results in a project-deficiencies are shown in Table 22.
95th percentile vehicle queuing at the project driveways were also evaluated to determine whether the project would result in queues extending into the site and conflict with internal driveways. Available storage lengths for the project driveways were measured at the intersection to the next internal driveway on-site. A summary of the 95th percentile queues at the project driveways is shown in Table 23. As shown in the table, all driveway queues are contained within the available storage and would not conflict with internal driveways.

Table 22 – Intersection Queuing Deficiencies
# Intersection Scenario Peak
Period
Turning
Movement
Storage
Length
(feet)
Queue Length
(feet)
Variance Without
Project
With
Project
2 Dublin Blvd /
Hacienda Dr Near-Term AM WBL 250 675 704 29 feet (1 veh) 13 Dublin Blvd /
Tassajara Rd
Near-Term PM EBL 215 294 364 70 feet (3 veh)
Cumulative Sat WBL 350 450 625 175 feet (7 veh)
Note: Queuing operational deficiencies are bolded and highlighted. 1652
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Table 23 – 95th Percentile Queueing at Project Driveways # Intersection Storage
Length
Turning
Movement
Queue Length (feet)
Near-Term Plus
Project
Cumulative Plus
Project
AM PM Sat AM PM Sat
7 Tassajara Rd / Project Dwy -
Aviano Wy 25 WBR <25 <25 <25 <25
8 Tassajara Rd / Project Dwy -
North Entry Level Townhomes 50 WBR <25 <25 <25 <25
10 Tassajara Rd / Project Dwy -
South Entry Level Townhomes 25 WBR <25 <25 <25 <25
11 Tassajara Rd / Project Dwy -
Finnian Wy
130 WBL 128 103 145 153 145 153
130 WBT/R 26 <25 35 32 32 46
200 SBL 35 75 67 45 82 84
12 Tassajara Rd / Project Dwy -
Affordable Housing 25 WBR <25 <25 <25 <25
14 Tassajara Rd / Project Dwy -
Northside Drive 90 WBR <25 <25 <25 <25
18 Central Pkwy / Project Dwy 75 NBR <25 <25 <25 <25
160 SBR <25 <25 <25 <25
19 Finnian Wy / Project Dwy -
Retail 105 NBL/R <25 <25 <25 <25
20 Finnian Wy / Project Dwy -
North Family Townhomes 100 SBL/R <25 <25 <25 <25
21 Finnian Wy / Project Dwy -
South Family Townhomes 85 NBL/R <25 <25 <25 <25
22 Gleason Dr / Project Dwy 100 SBR <25 <25 <25 <25
23 Dublin Blvd / Project Dwy 50 NBR <25 <25 <25 <25
25 Aviano Wy / Project Dwy 180 EBL/T/R <25 <25 <25 <25
27 Finnian Wy / Project Dwy -
Retail 420 EBL/T/R <25 <25 <25 <25
29 Brannigan St / Project Wy 90 EBL/T/R <25 33 <25 35
43 Finnian Wy / Project Dwy -
South Family Townhomes 75 EBL/R <25 <25 <25 <25
Note: 95th percentile queues that extend beyond the available storage length by 25 feet (one vehicle) or more is shown in bold. 1653
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SITE ACCESS AND CIRCULATION
As shown in Figure 1 of the site plan, the proposed development is divided into the following four planning areas:
· Planning Area 1
o Access to this planning area is provided by three unsignalized driveways with one right-in/ right-out access on Tassajara Road (Intersection #44), one right-in/right-out access on Dublin Boulevard (Intersection #23), and one full-access on Brannigan Street (Intersection #29).
o Planning Area 1 consist of the commercial and retail uses including retail shops, restaurants, Topgolf, the hotel, and the bowling alley. · Planning Area 2
o Access to this planning area is provided by two unsignalized, right-in/right-out driveways (Intersections #10 and #12) and one full-access, signalized driveway (Intersection #11) on Tassajara Road, one right-in/right-out access on Central Parkway (Intersection #18), and two unsignalized, full access driveways on Brannigan Street (Intersections #27 and #43). o Intersections #10, #12, #18, and #43 provide direct access to the residential units.

Intersections #11 and #27 along Finnian Way provide direct access to the retail shops and Shop Houses.
· Planning Area 3
o Access to this planning area is provided by four unsignalized driveways with two rightin/right-out accesses on Tassajara Road (Intersections #7 and #8), one right-in/right-out access on Central Parkway (Intersection #18), and one full-access on Brannigan Street Intersection #25).
· Planning Area 4
o Access to this planning area is provided by one unsignalized, right-in/right-out access (Intersection #22) on Gleason Drive.

It should be noted that the project site plan is a conceptual development and therefore does not provide further details regarding site circulation. It is recommended that the project review vehicular site access to the project site to ensure adequate sight distance and emergency access when developing the detailed and final site plan.
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11. PUBLIC TRANSIT, BICYCLE, AND PEDESTRIAN FACILITIES
The proposed project was evaluated to review the project’s access and connectivity to transit, pedestrian, and bicycle facilities.

TRANSIT FACILITIES
The project proposes access for pedestrians to use public transit. Sidewalks and crosswalks are proposed adjacent to the project site to allow for pedestrians to access existing and future bus stops nearby. Route 2 has its closest bus stop on Central Parkway at Glynnis Rose Drive. Route 30R has its closest bus stop on Dublin Boulevard at Glynnis Rose Drive and Grafton Street. Route 501 has its closest bus stop area at the intersections along Gleason Drive at Central Parkway and Tassajara Road, and at the intersection of Central Parkway at Glynnis Rose Drive. Route 502 has its closest bus stop along Central Parkway at Glynnis Rose Drive and Dublin Boulevard at Brannigan Street. Route 504 has its closest bus stops on Gleason Drive at Tassajara Road and at Brannigan Street. It is anticipated that in coordination with the Livermore Amador Valley Transit Authority (LAVTA) on the future Site Development Review Permit, additional bus stops will be provided along the project frontage, including but not limited to the frontage along Dublin Boulevard. Each of these existing and future bus stops are accessible to the project site via pedestrian walkways. Therefore, the project would not conflict with the City’s existing transit programs, plans, ordinances, or policies.

Transit Delay
Transit vehicle delay was also considered for Tri-Valley Wheels bus routes that operate within the study area. Transit vehicles for the transit routes in the study area are expected to use the shared right-of-way with other motorists. Since the proposed project is anticipated to increase the vehicle delay at study intersections, transit vehicle delay may increase. The increase in transit vehicle delay was calculated from the intersection level of service outputs from Synchro. For each transit route, the study intersections and specific movements along the route were identified. The vehicle delay at each movement for each study intersection along the route was summed to determine the transit vehicle delay in the study area. Table 24 summarizes the transit delay for the Tri-Valley Wheels bus routes within our study area.

In the Near-Term Plus Project condition, the maximum increase in transit vehicle delay is 44.9 seconds for Route 502 during the PM peak hour in the westbound direction. In the PM peak hour, Route 502 operates on Mondays, Tuesdays, and Thursdays between 4:05 PM and 4:44 PM, on Wednesdays between 3:06 PM and 3:45 PM, and on Fridays between 2:41 PM to 3:20 PM. With an increase of 44.9 seconds to the 39- minute transit route, this would result in an increased travel time of approximately 2 percent. In the Cumulative Plus Project condition, the maximum increase in transit delay is 23.1 seconds for Route 501C during the PM peak hour in the eastbound direction. These increases in transit vehicle delay should not significantly affect the overall schedule for the transit routes. 1655
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Table 24 – Transit Delay Summary
Route Direction1
Change in Delay (sec)
Near-Term Plus Project Cumulative Plus Project
AM Peak PM Peak AM Peak PM Peak
1 2 1 2 1 2 1 2 1 2
1 NB SB 0.2 0.2 1.4 0.2 -0.1 -0.2 -8.6 -0.9
2 EB WB -8.0 6.5 -3.3 -5.4 -0.1 0.0 -1.3 0.2
3 WB EB 0.0 0.2 0.0 0.7 0.0 0.0 0.0 0.0
14 EB WB 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
54 NB SB 0.0 0.2 0.0 0.7 0.0 0.0 0.0 -0.1
10r EB WB 0.1 0.2 0.2 0.7 0.1 0.0 -0.1 0.2
604 WB EB 0.4 -0.2 0.5 0.3 0.0 0.1 -0.1 -0.1
605 SB NB 0.0 1.5 0.0 2.7 0.0 -0.2 0.0 -0.3
610 WB EB 0.4 0.9 0.5 2.3 0.0 0.0 -0.1 -0.4
501A WB EB -5.7 0.3 0.1 1.5 -14.7 -3.7 -1.0 -8.6
501B WB EB 0.4 -2.5 3.7 -1.9 -2.9 -9.2 -0.2 -48.6
501C WB EB -450.3 10.1 17.9 -146.5 -76.4 1.0 3.8 23.1
502 WB EB -454.3 10.6 44.9 32.5 -66.5 8.5 0.1 -20.3
504 WB EB -13.9 -9.0 -0.6 -16.8 -20.7 -18.2 -2.8 -10.9
Note:
1 NB - Northbound, SB - Southbound, EB - Eastbound, WB – Westbound Changes in delay are compared to each condition's respective without project condition.

BICYCLE FACILITIES
The project is proposing to construct Class II bicycle lanes along Gleason Drive between Tassajara Road and Brannigan Street to fill in the gaps in the bicycle network. The project is not proposing nor responsible for providing any bicycle facilities on Tassajara Road between the I-580 westbound and eastbound ramps to connect the City of Dublin bicycle network to the City of Pleasanton bicycle network. This is consistent with the proposed bicycle network outlined in the City’s Bicycle and Pedestrian Master Plan. In addition, the project is not proposing to alter existing bicycle facilities. Therefore, the project would not conflict with the City’s existing bicycle programs, plans, ordinances, or policies.

PEDESTRIAN FACILITIES
The project is proposing to construct sidewalks along its frontage to fill in the gaps in the pedestrian network.

These proposed sidewalks connect to the existing sidewalks and crosswalks adjacent the site to allow residents, employees, and patrons access to nearby transit facilities, as well as residential and commercial uses surrounding the project site. In addition, the project is not proposing to alter existing pedestrian facilities. Therefore, the project would not conflict with the City’s existing plans, ordinances, or policies as it relates to pedestrian facilities.
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12. SUMMARY OF INTERSECTION LOS DEFICIENCIES AND

RECOMMENDED IMPROVEMENTS
Based on the results of the traffic analysis and evaluation of the proposed project, the following intersection level of service deficiencies, as summarized in Table 25, would occur with the Project.

Table 25 – Intersection Deficiencies Summary
# Intersection Scenario
2 Dublin Boulevard / Hacienda Drive Near-Term Plus Project – Weekday AM peak hour 17 Santa Rita Road / Las Positas Boulevard Near-Term Plus Project – Weekday AM peak hour 26 Brannigan Street / Central Parkway Cumulative Plus Project – Weekday PM peak hour 31 Dublin Boulevard / Keegan Street Near-Term Plus Project – Weekday AM peak hour Intersection and roadway improvements to address the LOS deficiencies are summarized below. Analysis sheets are provided in the Appendix.

Intersection #2 (Dublin Boulevard / Hacienda Drive)
· Near-Term Plus Project – Weekday AM peak hour
o This intersection operates at an unacceptable LOS F in the AM peak hour under baseline conditions. With the project, the intersection continues to operate at an unacceptable LOS F with an increase in the critical movement v/c by greater than 0.05. This results in a project deficiency.
o To address the deficiency, the intersection signal timing splits should be optimized. With the recommended improvement, the intersection would operate at an acceptable LOS D (48.1 seconds of delay) in the AM peak hour.

Intersection #17 (Santa Rita Road / Las Positas Boulevard) · Near-Term Plus Project – Weekday AM peak hour
o This intersection operates at an unacceptable LOS E in the AM peak hour under baseline conditions. With the project, greater than 10 peak hour project trips are added to the study intersection. This results in a project deficiency.
o To address the deficiency, the intersection signal timing splits should be optimized. With the recommended improvement, the intersection would operate at an acceptable LOS D (45.3 seconds of delay) in the AM peak hour.

Intersection #26 (Brannigan Street / Central Parkway)
· Cumulative Plus Project – Weekday PM peak hour
o This intersection operates at an acceptable LOS D in the PM peak hour under baseline conditions. With the project, the intersection degrades to an unacceptable LOS E. This results in a project deficiency.
o To address the deficiency, the intersection cycle length should be optimized. With the recommended improvement, the intersection would operate at an acceptable LOS D (37.3 seconds of delay) in the PM peak hour.
1657
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 71
Intersection #31 (Dublin Boulevard / Keegan Street)
· Near-Term Plus Project – Weekday AM peak hour
o This intersection operates at an unacceptable LOS E in the AM peak hour under baseline conditions. With the project, the total intersection average delay is increased by more than six (6) seconds. This results in a project deficiency.
o To address the deficiency, the intersection cycle should be optimized. With the recommended improvement, the intersection would operate at an acceptable LOS C (25.0 seconds of delay) in the AM peak hour.
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Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 72

13. SUMMARY OF QUEUING DEFICIENCIES AND RECOMMENDED

IMPROVEMENTS
Based on the results of the traffic analysis and evaluation of the proposed project, the following queuing deficiencies, summarized in Table 26, would occur with the Project.

Table 26 – Intersection Queuing Deficiencies Summary
# Intersection Scenario Movement
2 Dublin Boulevard / Hacienda Drive Near-Term Plus Project – Weekday AM peak hour WBL 13 Dublin Boulevard / Tassajara Road Near-Term Plus Project – Weekday PM peak hour Cumulative Plus Project – Saturday peak hour
EBL
WBL
Intersection and roadway improvements to address the queuing deficiencies are summarized below.

Analysis sheets are provided in the Appendix.

Intersection #2 (Dublin Boulevard / Hacienda Drive)
· Near-Term Plus Project – Weekday AM peak hour
o In Near-Term conditions, the westbound left turn queue of 675 feet in the weekday AM peak hour extends beyond the available storage length of 250 feet. With the proposed project, the westbound left turn queue increases to 704 feet, adding 29 feet (or one vehicle) to the queue. This results in a queuing deficiency.
o To address the deficiency, the intersection signal timing splits should be optimized (same improvement that addresses the LOS deficiency in Near-Term Plus Project Conditions).

With the recommended improvements, the westbound left turn queue is 512 feet in the weekday AM. The queue reduces to better than without project conditions and would no longer be considered a queuing deficiency.

Intersection #13 (Dublin Boulevard / Tassajara Road)
· Near-Term Plus Project – Weekday PM peak hour
o In Near-Term conditions, the eastbound left turn queue of 294 feet in the weekday AM peak hour extends beyond the available storage length of 215 feet. With the proposed project, the eastbound left turn queue increases to 364 feet, adding 70 feet (or three vehicles) to the queue. This results in a queuing deficiency. o To address the deficiency, the inside westbound left turn lane at Glynnis Rose Drive and Dublin Boulevard should be removed to allow the outer eastbound left turn lane at Intersection #13 to extend back to Glynnis Rose Drive for additional storage. The 95th percentile queue for the westbound left turn queue at Glynnis Rose Drive and Dublin Boulevard was analyzed with the removal of one westbound left turn storage. Under NearTerm Plus Project Conditions, the westbound left turn queue is 199 feet in the PM peak hour and is contained within the available storage length of 200 feet. With the extension of the eastbound left turn storage at Intersection #13, the storage extends to 390 feet and the 95th percentile queue of 364 feet is contained within the storage. This would no longer be considered a queuing deficiency.
· Cumulative Plus Project – Saturday peak hour
o In Cumulative conditions, the westbound left turn queue of 450 feet in the Saturday peak hour extends beyond the available storage length of 350 feet. With the proposed project, 1659
Local Transportation Analysis │ SCS Dublin
August 2022 │ Draft 73
the westbound left turn queue increases to 625 feet, adding 175 feet (or seven vehicles) to the queue. This results in a queuing deficiency.
o To address the deficiency, the intersection splits should be adjusted to provide additional green time for the westbound left turn movement. With the recommended improvements, the westbound left turn queue is 474 feet in the Saturday peak hour. The queue increases by less than 25 feet from without project conditions and would no longer be considered a queuing deficiency.
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Local Transportation Analysis │ SCS Dublin
October 2022 │ Final

APPENDIX
A – TURNING MOVEMENT COUNTS
B – VOLUME PROCESSING FOR EXISTING TRAFFIC COUNTS
C – EXISTING TRAFFIC CONDITIONS
D – NEAR-TERM TRAFFIC CONDITIONS
E – NEAR-TERM PLUS PROJECT TRAFFIC CONDITIONS
F – CUMULATIVE TRAFFIC CONDITIONS
G – CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS
H – ACTC ROADWAY ANALYSIS
I – SIGNAL WARRANTS
J – QUEUING SUMMARY
K – SYNCHRO IMPROVEMENT OUTPUTS
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Reso. No. 22-13, Item 6.1, Adopted 10/25/2022 Page 1 of 3 RESOLUTION NO. 22-13

A RESOLUTION OF THE PLANNING COMMISSION

OF THE CITY OF DUBLIN

RECOMMENDING THAT THE CITY COUNCIL CERTIFY THE FINAL ENVIRONMENTAL

IMPACT REPORT AND APPROVE AMENDMENTS TO THE GENERAL PLAN AND

EASTERN DUBLIN SPECIFIC PLAN, A PLANNED DEVELOPMENT ZONING DISTRICT WITH STAGE 1 AND 2 DEVELOPMENT PLANS AND A DEVELOPMENT AGREEMENT

RELATED TO THE SCS DUBLIN PROJECT
(PLPA-2022-00005)
(APNS 985-0051-004, 985-0051-005, 985-0051-006, 985-0052-024, AND 985-0052-025) WHEREAS, the Property Owner, SCS Development Company, is requesting approval of the SCS Dublin Project including up to 550 market rate residential units and up to 100 affordable units, up to 265,000 square feet of retail commercial development, and related infrastructure and landscape improvements. Requested land use approvals include a General Plan Amendment and Eastern Dublin Specific Plan Amendment, a Planned Development Zoning District with Stage 1 and 2 Development Plans, and a Development Agreement, among other related actions. These planning and implementing actions are collectively known as the “SCS Dublin Project” or the “Project;” and
WHEREAS, the Project site is approximately 76.2 acres generally bounded by Tassajara Road, Gleason Drive, Brannigan Street and I-580 (APNs 985-0051-004, 985-0051-005, 985- 0051-006, 985-0052-024, and 985-0052-025); and
WHEREAS, on February 15, 2022, City Council approved the Preferred Plan for the SCS Property, which stemmed from an extensive City-led Community Outreach process to engage the community on appropriate land uses for the property; and WHEREAS, the proposed project takes the first step in implementing the Preferred Plan for the SCS Property; and
WHEREAS, the existing General Plan and Eastern Dublin Specific Plan land use designations for the project site are Neighborhood Commercial, General Commercial, MediumDensity Residential, Medium/High-Density Residential, High-Density Residential, and Public/Semi-Public; and
WHEREAS, the Project site is located within Planned Development Ordinance No. 104- 94, which states that development of the property is subject to the Interim Agricultural Designation until a Planned Development Zoning District with Stage 1 and Stage 2 Development Plans is adopted; and
WHEREAS, the Project site is located within the Dublin Town Center Priority Development Area (PDA), which includes a mix of housing types including single-family detached, townhomes, condominiums and apartments. The Town Center PDA is envisioned as a walkable area with locally serving businesses within walking distance or a short ride from residential neighborhoods, conveniently served by transit; and
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Reso. No. 22-13, Item 6.1, Adopted 10/25/2022 Page 2 of 3 WHEREAS, the California Environmental Quality Act (CEQA), together with the CEQA Guidelines and City of Dublin CEQA Guidelines and Procedures require that certain projects be reviewed for environmental impacts and that environmental documents be prepared; and WHEREAS, pursuant to the requirements of CEQA, the CEQA Guidelines and City of Dublin CEQA Guidelines and Procedures, the City prepared a Draft Environmental Impact Report (EIR) dated July 2022, and a Final EIR dated October 2022, for the proposed Project, which reflected the City’s independent judgment and analysis of the potential environmental impacts of the Project; and
WHEREAS, the Draft EIR identified potentially significant impacts to aesthetics, air quality, biological resources, cultural and tribal resources, geology and soils, hazards and hazardous materials, noise, and transportation, most of which can be substantially reduced through mitigation measures; and
WHEREAS, the Draft EIR was circulated for 45 days for public comment from July 22, 2022, to September 6, 2022. Comments received on the Draft EIR were responded to in the Final EIR dated October 2022. The Draft EIR, comments and associated responses, and changes and clarifications to the Draft EIR constitute the Final EIR; and WHEREAS, a Staff Report, dated October 25, 2022, and incorporated herein by reference, described and analyzed the Project, including the General Plan and Eastern Dublin Specific Plan Amendments, Planned Development Zoning District with Stage 1 and Stage 2 Development Plans, Development Agreement and Final EIR; and
WHEREAS, the Planning Commission held a properly noticed public hearing on the Project, on October 25, 2022, at which time all interested parties had the opportunity to be heard; and
NOW, THEREFORE, BE IT RESOLVED that the foregoing recitals are true and correct and made a part of this Resolution.

BE IT FURTHER RESOLVED that the City of Dublin Planning Commission recommends that the City Council certify the EIR for the SCS Dublin Project.

BE IT FURTHER RESOLVED that the Planning Commission recommends that the City Council approve the Resolution attached as Exhibit A approving the General Plan and Eastern Dublin Specific Plan Amendments, based on the findings, as set forth in Exhibit A.

BE IT FURTHER RESOLVED that the Planning Commission recommends that the City Council adopt an Ordinance attached as Exhibit B approving a Planned Development Zoning District with Stage 1 and Stage 2 Development Plans based on findings, as set forth in Exhibit B.

BE IT FURTHER RESOLVED that the Planning Commission recommends that the City Council adopt an Ordinance attached as Exhibit C approving a Development Agreement between the City of Dublin and SCS Development Company based on findings, as set forth in Exhibit C. 1663
Reso. No. 22-13, Item 6.1, Adopted 10/25/2022 Page 3 of 3 PASSED, APPROVED, AND ADOPTED this 25th day of October, 2022 by the following vote:

AYES: Grier, Qaadri, Thalblum, Tyer, Wright
NOES:

ABSENT:

ABSTAIN:

ATTEST:
______________________________
Planning Commission Chair
___________________________________
Assistant Community Development Director
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SCS Dublin
Item 6.2
City Council
November 15, 2022
1665
Project Location
2 1666
Background
• SCS Community Outreach - 2021• Preferred Plan – February 15, 2022 – Integrate Paseo and Town Square– Improve Visibility and Access to the Paseo
– Diversify Housing Types– Dedicated Affordable Housing Site– Pedestrian Focused Entertainment 3 1667
Proposed Project
Preferred
Plan
Proposed
Project
4 1668
Proposed Project
PA-4 PA-3 PA-2 PA-1
PA – 3 and 4• 150 Single Family • 70 Townhomes• Grand Paseo PA – 2• 290 Townhomes• 40,000 SF Commercial• 40 Shophouses• Grand Paseo• Main Street and Town Square PA – 1• 225,000 SF Commercial • Large Plaza• Entertainment Uses 5 1669
Project Applications
• General Plan / Eastern Dublin Specific Plan Amendment• Planned Development Rezone ― Stage 1 & 2 Development Plan
• Development Agreement
6 1670
General Plan / ESDP Amendment
General Commercial
Neighborhood Commercial
Medium-High Density Residential
Public/SemiPublic
MediumDensity Residential
High-Density Residential
DUBLIN BLVD.

BRANNIGAN ST.

EXSITING

PROPOSED
7 1671
Planned Development Rezone
Stage 1 and 2 Development Plan
• Site Area & Densities• Proposed Uses• Development Standards • Architectural Standards • Preliminary Landscape Plan• Project Phasing• Inclusionary Housing Land Use Designations Gross
Acres
Res.Units
Du/Acre Floor Area
Ratio
Commercial sq. ft.

General Commercial 29.4 40 -- 0.19 - 0.38 265,000Medium Density Residential 17 150 8.8 --Medium High Density Residential 21.1 360 17.1 --Parks/Public Recreation 2.5 -- -- --Public/Semi-Public 3.8 100 26.3 --Total 73.8 650 265,000 8 1672
Allowable Uses
PlanningArea (PA)
Permitted Uses Conditional Uses Temporary Uses
PA-1 Restaurants, Retail,
Indoor/Outdoor Recreation, Offices Hotel/Motel
Animal Hospital, Car Wash/Detail,Nightclub
Arts & Crafts Fair,Christmas Tree Lots,Farmer’s Markets PA-2 Residential,
Restaurants, Retail, Day Care, Office, Personal Services Animal Day Care, Comedy Club
Arts & Crafts Fair,Christmas Tree Lots,Farmer’s Markets,Model Homes PA-3 &PA-4
Residential, Accessory Dwelling Units, Home Occupations, Large Family Day Care Bed & Breakfast Model Homes
9 1673
Architectural Standards
10 1674
Preliminary Landscape Plan
11 • Finnian Square (PA-2)
― Outdoor seating ― Gathering spaces
• Grand Paseo (PA-2 and PA-3)
― Widen to the north― Multi-use― Shade trees and bio-diversity • Tassajara Place (PA-1)
― Programable design― Gathering spaces― Outdoor seating • Year-round landscape with
seasonality and color
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Project Phasing
• Two Phases• No building permits for development for market-rate residential until a building permit for Phase 1 (Finnian Way Commercial) has been issued 12 1676
Development Agreement
• Affordable Housing
― Public/Semi-Public Site― 5 moderate-income on-site or $2 million payment to first-time homebuyer program for the project
― Detached accessory dwelling units (approx. 100)
• Community Benefit Payment
― $1.5 million― 10% of bonds for CFD, if approved
• Community Center/Event Space• Vacation/Acquisition of Northside Drive• Extension of Brannigan Street 13 1677
Fiscal Analysis
• Fiscal Surplus
• $3.6 million estimated surplus
• $3.4 million new annual revenue
• $41 million one-time construction-related revenues
14 1678
Environmental Review
• Environmental Impact Report• DEIR Circulated July 22 – September 6• Potential Environmental Impacts:
― Aesthetics - Energy― Biological Resources - Greenhouse Gas Emissions― Cultural and Tribal Resources - Hydrology― Geology and Soils - Land Use― Noise & Vibration - Population and Housing― Hazards and Hazardous Materials - Public Services and Utilities― Air Quality ― Transportation • Final Environmental Impact Report
15 1679
Planning Commission Review
• September 27, 2022 Study Session• October 25, 2022 Public Hearing• Adopted Resolution No. 22-13 recommending approval 16 1680
Recommendation
Conduct a public hearing, deliberate and take the following actions:
a) adopt the Resolution Certifying an Environmental Impact Report and Adopting Environmental Impact Findings, Findings Regarding Alternatives, a Statement of Overriding Considerations and a Mitigation Monitoring and Reporting Program for the SCS Dublin Project; b) adopt the Resolution Amending the General Plan and Eastern Dublin Specific Plan Related to the SCS Dublin Project;
c) waive the reading and INTRODUCE the Ordinance Amending the Zoning Map and Approving a Planned Development Zoning District with Related Stage 1 and Stage 2 Development Plans; and d) waive the reading and INTRODUCE the Ordinance Approving a Development Agreement Between the City of Dublin and SCS Development Company Related to the SCS Dublin Project. 17 1681
November 15, 2022
SB 343
Senate Bill 343 mandates supplemental materials
that have been received by the City Clerk’s office that relate to an agenda item after the agenda packets
have been distributed to the City Council be available
to the public.

The attached documents were received in the City
Clerk’s office after distribution of the November 15,
2022, Regular City Council meeting agenda packet.

Item 6.2
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1683
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1 Amy Million
From: Tim Sbranti <[email protected]>
Sent: Saturday, November 12, 2022 3:31 PM
To: Amy Million
Cc: Cathy Wells; Linda Smith
Subject: Re: Planning Commission Agenda Item 6.1 - Tuesday 10/25 Hi Amy‐
I just wanted to check in again to ensure that the email I sent to the Planning Commission regarding the SCS Development will also be forwarded to the Mayor and Council Members as they consider the item for Tuesday's Council meeting. If that hasn't happened yet, can you please make sure it is forwarded to them. Thank you very much.

Tim Sbranti
On Mon, Oct 24, 2022 at 8:07 AM Amy Million <[email protected]> wrote:

Hi Tim,
Yes, we have received your email and will provide it to the Commissioners.

Regards,

Amy E. Million
Principal Planner
City of Dublin
100 Civic Plaza, Dublin, CA 94568
(925) 833-6610 | (925) 833-6628 FAX
[email protected] | www.dublin.ca.gov
Mission Statement: The City of Dublin promotes and supports a high quality of life, ensures a safe and secure environment, fosters new opportunities, provides equity across all programs, and champion a culture of diversity and inclusion.

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2 From: Tim Sbranti <[email protected]>
Sent: Saturday, October 22, 2022 3:50 PM
To: Amy Million <[email protected]>; Cathy Wells <[email protected]> Subject: Planning Commission Agenda Item 6.1 ‐ Tuesday 10/25

Good Afternoon‐

I have provided an email (see below)l for the Planning Commission in regards to agenda item 7.1 at their upcoming meeting on October 25th. Please confirm receipt and that this will be forwarded to the Commissioners in advance of the meeting.Thank you.

Tim Sbranti

Dear Honorable Planning Commissioners‐

As someone who was involved in planning of the SCS area for nearly 12 years during my time as Dublin Mayor and Council Member, lived in the neighborhood for nearly 7 years, and most recently served on the SCS Community Advisory Committee, I wanted to reach out today to share my perspective and ask for your support of the Staff Recommendation.

The SCS Development has several benefits. First and foremost, it creates the potential for a vibrant "Main St." style ground floor commercial development by extending Finnian Way from Brannigan to the Waterford Plaza. This type of concept is not found anywhere else in our city, and I am pleased to see a substantial amount of commercial space frontage along with a town square concept to anchor the shops and restaurants on Finnian Way.

Located on the grand paseo opening with views to Mt. Diablo, this also connects the square to the residential areas south and north of Finnian way, which is something I surely would have taken advantage of during the many years I lived in the adjacent Dublin Ranch Villages. Pedestrian‐oriented connections to Tassajara Road and ultimately Emerald Glen Park that the neighbors can take advantage of is further enhanced with the extension of Aviano Way. The overall sidewalk and related infrastructure enhancements will be a vast improvement over the current unimproved semi‐rural conditions of Central Parkway, which will be completely inadequate for connecting to Emerald High School the moment it opens.

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3 Beyond the immediate benefits to the neighborhood, the entertainment district that is envisioned south of Dublin Boulevard set around a large pedestrian plaza creates a regional dining and family destination center in one of the region's most visible and accessible locations with direct access off of I‐580. There is a lot of potential for multiple high‐ profile attractions which can enhance Dublin's prestige, generate revenue, create jobs, and lead to greater investments and opportunity in our City. The Public/Semi‐Public site identified at the corner of Dublin Blvd/Tassajara along with the proposed Community Benefit are additional benefits of the SCS Development.

Personally, I would have preferred to see more housing on the site. However, after much deliberation the Community Advisory Committee settled on a fair compromise to make a recommendation not to exceed 550 market‐rate residential units. These housing types will be at different price points to meet different preferences and needs, including entry level housing, affordable housing, and family housing with lower density single‐family homes, courtyard homes, townhomes, and affordable apartments.

I recognize that some residents in our community are strongly opposed to housing or want to limit it as much as possible. However, given the depth of the housing crisis we are facing, the reality is we have a responsibility to both present and future generations who wish to call Dublin home to provide opportunities for upward mobility, particularly on prime and centrally located properties as the one being discussed this evening. As someone who currently does some consulting with the Innovation Tri‐Valley Leadership Group, the number one challenge we hear from local employers that is limiting their ability to attract or retain a talented workforce is an inability to find housing for their employees.

The numbers put out by the Silicon Valley Leadership Group and Bay Area Council paint a similarly grim picture of the future of our region if we continue to fail in our obligations to provide a mixture of affordable and market rate housing.

In addition, as someone who works at Dublin High School and serves as a Trustee for the Chabot‐Las Positas Community College District, I see the frustration from those who grew up here that realize they are being priced out of the opportunity to remain in Dublin given the low supply and high demand of housing. This frustration will not be completely solved of course through the SCS Development, but it does help to address the real need that exists.

I also want to point out that the original plan for the SCS property contemplated 261 units, while the "Promenade" property where Emerald High School is being constructed called for 181 units for a total of 442 units. Thus, the total of 650 units being contemplated now for the neighborhood is within a very similar range. For a mere 208‐unit increase, the Preferred Plan provides all of the amenities described above. Furthermore, traffic mitigations have already been put in place for 442 units. If you combine the 442 units and over 1,000,000 square feet of commercial growth originally envisioned between the SCS property and current Emerald High School site (formerly the Promenade), traffic will be significantly reduced with the SCS Development from the original EDSP. In addition, there will be less demand for water with the reduced development currently being contemplated for the site as well.

Some argue the schools are overcrowded and cannot handle more growth. The reality is if you take a closer look at the enrollment numbers for Dublin USD, it is already beginning to level off and is not increasing nearly as much as in previous years as the city approaches build‐out. Declining enrollment over time leads to budget cuts and reduced educational services, something our students cannot afford. 1687
4 Others argue that they want to see the amount of commercial square footage that was part of the original vision (or something approaching it). Please keep in mind that 900,000 square feet of commercial envisioned for the SCS in the EDSP is greater than the size of the Livermore Outlets, which hardly seems appropriate at this juncture. Even if you cut that amount in half, that would still be larger than Hacienda Crossings (which is struggling to fill several vacant sites on the property). The question I would pose to the Planning Commission is whether commercial developments of either size are appropriate. I would argue it is way beyond the scale for an in‐fill site (which is what SCS is at this point), and even if we said we wanted to hold out for this larger grand commercial vision, the reality is that the market no longer will support that level of commercial development. There was already a growth in e‐commerce and a decline of brick‐ and‐mortar commercial before the pandemic.....trends which have only been exacerbated in the last 2 years.

In the final analysis, this is the last and best chance to connect and complete the Dublin Ranch community and the center of the EDSP. The SCS Development is one that the market can actually support. Further inaction and waiting for something better to come along will likely lead to ABAG and/or state‐mandated housing construction that may double or triple the unit count of what is currently being presented.....with very few of the amenities the SCS Development offers

Thank you again for your consideration of these comments and best of luck to you all in your deliberations.

Sincerely,

Tim Sbranti
Former Dublin Mayor

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STAFF REPORT

CITY COUNCIL