Pleasant Hill City Council
May 18, 2023

GHG Emissions
Cumulative development would generate GHG emissions from vehicle trips, electrical and water use, and other sources. The analysis of GHG emissions is cumulative in nature, as emissions affect the accumulation of GHGs in Earth’s atmosphere. Projects that fall below thresholds are considered to have a less than significant impact, both individually and cumulatively. As indicated under Impact GHG-1, the proposed plan would have a significant and unavoidable impact related to GHG emissions and would conflict with GHG reduction plans, because the City of Pleasant Hill does not currently have a climate action plan and has not outlined methods and policies to meet the longterm 2030 reduction targets set by SB 32 and the 2045 carbon neutrality goal set by AB 1279.

Implementation of Mitigation Measures GHG-1 and GHG-2 would require the City to update its GHG emissions targets to be consistent with latest State and BAAQMD targets as well as to adopt and implement a climate action plan and CEQA GHG emissions threshold by Summer 2024, which in turn would reduce GHG emissions consistent with State GHG reduction targets set by SB 32 and AB 1279.

In addition, until a climate action plan and a CEQA GHG threshold are adopted, implementation of the 2040 General Plan would not be consistent with BAAQMD GHG thresholds. As such, impacts from the 2040 General Plan’s GHG emissions would be significant and unavoidable, and the proposed plan would represent a cumulatively considerable impact related to GHG emissions.

Therefore, the cumulative impact related to GHG emissions would be significant and unavoidable.

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Energy
Cumulative development would increase demand for energy resources. However, new iterations of the California Building Energy Efficiency Standards and CALGreen would require increasingly more energy efficient appliances and building materials that reduce energy consumption in new development. In addition, vehicle fuel efficiency is anticipated to continue improving through implementation of the existing Pavley Bill regulations under AB 1493. Nevertheless, the combined increase in energy consumption from cumulative projects would potentially result in a significant cumulative impact related to the wasteful, inefficient, and unnecessary consumption of energy resources. It is conservatively assumed, therefore, that cumulative development could result in a significant impact related to the wasteful, inefficient, or unnecessary consumption of energy resources. However, as described under Impact GHG-2, 2040 General Plan development would be constructed in accordance with the California Building Energy Efficiency Standards and CALGreen.

Policies would emphasize alternative means of transportation, such as bicycles and walking, and would provide development in close proximity to transit stations. Additionally, infill development may lower VMT due to the proximity to offices and commercial uses. Therefore, as the 2040 General Plan would not result in a wasteful, inefficient, or unnecessary consumption of energy, the contribution to a significant cumulative energy impact is not cumulatively considerable.

Plans and projects throughout the State are required to adhere to applicable renewable energy and energy efficiency laws, programs, and policies such as California’s RPS, AB 1493, and Title 24 standards. Therefore, the cumulative impact related to consistency with renewable energy and energy reduction plans would be less than significant. As discussed under Impact GHG-3, 2040 General Plan development would be consistent with the energy-related goals and policies of the Statewide plans and regulations. Therefore, the 2040 General Plan would not contribute to a cumulative impact with respect to consistency with renewable energy and energy efficiency plans.

The overall cumulative impact related to energy would be less than significant.

Overall Level of Cumulative Significance
Significant and unavoidable

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3.7 Hazards, Hazardous Materials, and Wildfire

3.7.1 Introduction
This section describes the existing hazards, hazardous materials, and wildfire conditions in the General Plan area as well as the relevant regulatory framework. This section also evaluates the possible impacts related to hazards, hazardous materials, and wildfire that could result from implementation of the proposed plan. Information in this section is based on information available on the California Department of Toxic Substances (DTSC), the State Water Resources Control Board (SWRCB), the California Environmental Protection Agency (CalEPA), California Department of Forestry and Fire Protection, and the City of Pleasant Hill websites.

3.7.2 Environmental Setting
Fundamentals
Hazards
This description of existing conditions focuses on hazards from fire and overhead power lines, as well as hazardous materials and wastes. A hazard is a situation that poses a level of threat to life, health, property, or the environment. Hazards can be dormant or potential, with only a theoretical risk of harm. However, once a hazard becomes active, it can create an emergency. A hazardous situation that has already occurred is called an incident. Emergency response is action taken in response to an unexpected and dangerous occurrence in an attempt to mitigate its impact on people, structures, or the environment. Emergency situations can range from natural disasters to hazardous-materials problems and transportation incidents.

Hazardous Materials
Hazardous materials, as defined by the California Code of Regulations, are substances with certain physical properties that could pose a substantial present or future hazard to human health or the environment when handled, disposed, or otherwise managed improperly. Hazardous materials are grouped into the following four categories, based on their properties:
 Toxic—causes human health effects
 Ignitable—has the ability to burn
 Corrosive—causes severe burns or damage to materials
 Reactive—causes explosions or generates toxic gases
A hazardous waste is any hazardous material that is discarded, abandoned, or slated to be recycled.

If improperly handled, hazardous materials and hazardous waste can result in public health hazards if released into the soil or groundwater or through airborne releases in vapors, fumes, or dust. Soil and groundwater having concentrations of hazardous constituents higher than specific regulatory levels must be handled and disposed of as hazardous waste when excavated or pumped from an aquifer. The California Code of Regulations, Title 22, Sections 66261.20-24 contain technical descriptions of toxic characteristics that could cause soil or groundwater to be classified as hazardous waste.

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HAZARDOUS BUILDING MATERIALS
Many older buildings contain building materials that consist of hazardous materials. These materials include lead-based paint, asbestos-containing material, and polychlorinated biphenyls (PCBs).

Prior to the United States Environmental Protection Agency (USEPA) ban in 1978, lead-based paint was commonly used on interior and exterior surfaces of buildings. Disturbances such as sanding and scraping activities, renovation work, gradual wear and tear, old peeling paint, and paint dust particulates have been found to contaminate surface soils or cause lead dust to migrate and affect indoor air quality. Exposure to residual lead can cause severe health effects, especially in children.

Asbestos is a naturally occurring fibrous material that was extensively used as a fireproofing and insulating agent in building construction materials before such uses were banned by the USEPA in the 1970s due to harmful health effects. In addition, many types of electrical equipment contained PCBs as an insulator, including transformers and capacitors. After PCBs were determined to be a carcinogen in the mid to late 1970s, the USEPA banned PCB use in new equipment and began a program to phase out certain existing PCB-containing equipment. For example, fluorescent lighting ballasts manufactured after January 1, 1978, do not contain PCBs and are required to have a label clearly stating that PCBs are not present in the unit.

HAZARDOUS SUBSTANCES
A hazardous substance can be any biological, natural, or chemical substance, whether solid, liquid, or gas, that may cause harm to human health. Hazardous substances are classified on the basis of their potential health effects, whether acute (immediate) or chronic (long-term). Dangerous goods are classified on the basis of immediate physical or chemical effects, such as fire, explosion, corrosion, and poisoning. An accident involving dangerous goods could seriously harm human health or damage property or the environment. Harm to human health may happen suddenly (acute), such as dizziness, nausea, and itchy eyes or skin; or it may happen gradually over years (chronic), such as dermatitis or cancer. Some people can be more susceptible than others.

Hazardous substances and dangerous goods can include antiseptic used for a cut, paint for walls, a cleaning product for the bathroom, chlorine in a pool, carbon monoxide from a motor vehicle, fumes from welding, vapors from adhesives, or dust from cement, stone, or rubber operations. Such hazardous substances can make humans very sick if they are not used properly.

HAZARDOUS WASTES
Hazardous waste is any hazardous material that is to be discarded, abandoned, or recycled. The criteria that define a material as hazardous also define a waste as hazardous. Specifically, materials and waste may be considered hazardous if they are poisonous (toxic); can be ignited by open flame (ignitable); corrode other materials (corrosive); or react violently, explode, or generate vapors when mixed with water (reactive). Soil or groundwater contaminated with hazardous materials above specified regulatory state or federal thresholds is considered hazardous waste if it is removed from a site for disposal. If handled, disposed, or otherwise handled improperly, hazardous materials and hazardous waste can result in public health hazards if released into the soil or groundwater or through airborne releases in vapors, fumes, or dust. Soil and groundwater having concentrations of hazardous constituents higher than specific regulatory levels must be handled and disposed of as hazardous waste when excavated or pumped from an aquifer. The California Code of Regulations, Title 22, Sections 66261.20‐24 contains technical descriptions of toxic characteristics that could cause soil or groundwater to be classified as hazardous waste.

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Hazardous Materials Listing
The Cortese List is a list of known hazardous materials, including hazardous waste facilities, that meet one or more of the provisions of Government Code Section 65962.5, including:
 The list of hazardous waste and substances sites from the California DTSC EnviroStor database.1  The list of leaking underground storage tank (LUST) sites by county and fiscal year from the SWRCB GeoTracker database.2

 The list of solid waste disposal sites identified by the SWRCB with waste constituents exceeding hazardous waste levels outside the waste management unit.3

 The list of active cease-and-desist orders and cleanup and abatement orders from SWRCB. 4  The list of hazardous waste facilities subject to corrective action pursuant to Section 25187.5 of the Health and Safety Code, as identified by DTSC.5
Presence of Hazardous Materials
General Plan Area (Pleasant Hill)
According to databases of hazardous material sites maintained by California DTSC EnviroStor and SWRCB GeoTracker, Pleasant Hill (the General Plan area) has the following types of hazardous sites that are open, active, or need further investigation: underground storage tanks (USTs), cleanup program sites, voluntary cleanup, or evaluation.6 ,7 A list of open hazardous material sites within the General Plan area is shown in Table 3.7-1, and the sites are also shown on Figure 3.7-1. In addition, Interstate 680, which traverses through Pleasant Hill, is designated by the National Hazardous Materials Route Registry as a Class A (All Non- radioactive Hazardous Materials) route as well as a Class B (Class 1 Explosives) route.
8 1 California DTSC. “Cortese” list of DTSC EnviroStor database list of Hazardous Waste and Substances sites. DTSC Hazardous Waste and Substances Site List—Site Cleanup (Cortese List). Available: http://www.dtsc.ca.gov/SiteCleanup/Cortese_List.cfm. 2 SWRCB. “Cortese” List of Leaking Underground Storage Tank Sites by County (San Francisco County). Available:
https://geotracker.waterboards.ca.gov/sites_by_county.
3 CalEPA. “Cortese” list of solid waste disposal sites identified with waste constituents above hazardous waste levels outside the waste management unit. Available: http://www.calepa.ca.gov/files/2016/10/SiteCleanup-CorteseList-CurrentList.pdf. 4 CalEPA. “Cortese” list of State Water Board sites with active Cease and Desist Orders or Cleanup Abatement Orders.

Available:http://www.calepa.ca.gov/files/2016/10/SiteCleanup-CorteseList-CDOCAOList.xlsx. 5 CalEPA. “Cortese” list of sites subject to Corrective Action pursuant to Health and Safety Code 25187.5. Available:
https://www.calepa.ca.gov/sitecleanup/corteselist/section-65962-5a/. 6 California DTSC. 2022. EnviroStor. Available:https://www.envirostor.dtsc.ca.gov/public/map/?myaddress=pleasant+hill%2C+CA (accessed November 2022). 7 SWRCB. 2022. GeoTracker. Available:https://geotracker.waterboards.ca.gov/map/?CMD=runreport&myaddress=pleasant+hill%2C+CA (accessed November 2022).
8 Federal Motor Carrier Safety Administration. 2019. National Hazardous Materials Route Registry – By State. Available:
https://www.fmcsa.dot.gov/regulations/hazardous-materials/national-hazardous-materials-route-registry-state (accessed June 2022)

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Table 3.7-1 Hazardous Material Sites within General Plan Area Site Address Site Name Status
1705 Contra Costa Blvd Chevron Open – Site Assessment
1859 Contra Costa Blvd Former ARCO Service Station Open – Assessment & Interim Remedial Action 1705 Contra Costa Blvd Former Dry Cleaner and
Existing Chevron Service
Station
Open – Site Assessment
1946 Contra Costa Blvd Former Dutch Girl Cleaners Open – Inactive 1521 – 1529 Contra Costa Blvd Former Phillips Petroleum Gas Station
Open – Eligible for Closure
228 Hookston Road Hookston Station Open – Remediation – Land Use Restriction 3301-3341 Vincent Road Mayhew Center Facility –
Mayhew Center
Open – Assessment & Interim Remedial Action
3313 – 3329 Vincent Road Mayhew Center Facility –
Mayhew Center Building 2
Operable Unit
Open – Remediation
1643 Contra Costa Blvd P & K Cleaners Open – Site Assessment 220 Hookston Road Pitcock Petroleum Company Open - Remediation Notes: Active Sites are sites at which site assessment, removal, remedial enforcement, cost recovery, or oversight activities are being planned or conducted under a hazardous materials program. Open Sites are sites at which hazardous materials activities have already been conducted
Proximity to Schools
School locations require consideration, because children are particularly sensitive to hazardous materials exposure. Pleasant Hill also includes sensitive land uses such as hotels and motels; group homes, churches; other learning institutions; and libraries.

General Plan Area (Pleasant Hill)
Mt. Diablo Unified School District (MDUSD) provides public education services to Pleasant Hill (the General Plan area). MDUSD operates 31 elementary schools, nine middle schools, five high schools, and two adult education centers, which serve more than 31,000 students across the Cities of Pleasant Hill, Clayton, and Concord; portions of the Cities of Martinez, Pittsburg, and Walnut Creek, and several unincorporated communities.9 The General Plan area is served by six public elementary schools, three public middle schools, and one public high schools.10 There are no open hazardous materials sites located within 0.25-mile of a school within the General Plan area as shown in Figure 3.7-2.
9 Pleasant Hill, City of. 2019. Pleasant Hill 2040 General Plan Existing Conditions and Trends Workbook. https://pleasanthill2040.com/documents.html (accessed September 2022). 10 Mt. Diablo Unified School District (MDUSD). 2022. School Site Locator. https://portal.schoolsitelocator.com/apps/ssl/?districtcode=10020 (accessed September 2022).

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Figure 3.7-1 Hazardous Material Sites within General Plan Area

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Figure 3.7-2 Hazardous Material Sites within 0.25-mile of a School

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Wildfire Hazard Area Designations
Classifications and Zones
In California, responsibility for wildfire prevention and suppression is shared by federal, State, and local agencies. Federal agencies are responsible for federal lands in Federal Responsibility Areas (FRA). The State of California has determined that some non-federal lands in unincorporated areas with watershed value are of Statewide interest and have classified those lands as State Responsibility Areas (SRA), which are managed by CAL FIRE. 11 All incorporated areas and other
unincorporated lands are classified as Local Responsibility Areas (LRA).

CAL FIRE is required by law to map areas of significant fire hazards based on fuels, terrain, weather, and other relevant factors (Public Resources Code Sections 4201-4204 and California Government Code Sections 51175-89). As described above, the primary factors that increase an area’s susceptibility to fire hazards include slope, vegetation type and condition, and atmospheric conditions. CAL FIRE maps fire hazards based on zones, referred to as FHSZs. CAL FIRE maps three zones in SRA: 1) Moderate FHSZs; 2) High FHSZs; and 3) Very High FHSZs (VHFHSZs). Only the VHFHSZs are mapped in LRA. Each of the zones influence how people construct buildings and protect property to reduce risk associated with wildfires.

Contra Costa County
According to the California Department of Forestry and Fire Protection (CAL FIRE) Fire Hazard Severity Zone Map, much of Contra Costa County is located in a Moderate, High, and Very High Fire Hazard Zone due to the mountainous terrain and natural vegetation. In general, the majority of these areas are designated High Fire Hazard Severity Zones with areas of significant elevation change, such as Mount Diablo State Park and Briones Regional Park. Prevailing winds in the County tend to travel in a south to southwest direction.12
General Plan Area (Pleasant Hill)
Pleasant Hill (General Plan area) proximity to Briones Regional Park and other open, undeveloped land poses a threat of wildland fires spreading near and into the sphere of influence where the park and open space abuts urban development to the southwest (shown in Figure 3.7-3). Minor brush fires in the area are common during the fire season but previously have been extinguished before developed areas sustain much damage. The southwestern portion of the City Limits is designated as a High Fire Hazard Severity Zones within a Local Responsibility Area. The western and southwestern portions of the Pleasant Hill Sphere of Influence (but outside of City Limits) are designated as being High Fire Hazard Severity Zones within a State Responsibility Area. 11 United States Department of the Interior, US Department of Agriculture, and CAL FIRE. 2018. 2018-2023 California Master Cooperative Wildland Fire Management and Stafford Act Response Agreement. https://www.fs.usda.gov/Internet/FSE_DOCUMENTS/stelprdb5350828.pdf (accessed April 2022). 12Bay Area Air Quality Management District (BAAQMD). Air Monitoring Data. http://www.baaqmd.gov/about-air-quality/current-airquality/air-monitoring-data?DataViewFormat=yearly&DataView=met&StartDate=2/19/2019&ParameterId=204. (accessed November 2022)

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Figure 3.7-3 Wildfire Hazard Severity Zones near Pleasant Hill

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Wildfire-conducive Conditions
Because of substantial open space areas and associated vegetation and wildlife habitats throughout the State, California is subject to fire hazards. Grassland or other vegetation in California is easily ignited, particularly in dry seasons. Wildfire is a serious hazard in high dry fuel load areas, particularly near areas of natural vegetation and steep slopes, since fires tend to burn more rapidly on steeper terrain. Wildfire is also a serious hazard in areas of high wind, given that fires will travel faster and farther geographically when winds are higher. Furthermore, wildfire is more likely in areas where electric power lines are located above ground and could ignite vegetation where it comes into contact. Wildfire could also spread in areas of fuel lines, which could fail (whether due to earthquake or error) and ignite a fire. Extreme wildfire events are expected to increase in frequency with the effects of increased global temperature, although changes in specific fire-prone areas are difficult to predict with any certainty.13
The Governor’s Office of Planning and Research (OPR) has recognized that although high-density structure-to-structure loss can occur, structures in areas with low- to intermediate-density housing were most likely to burn, potentially due to intermingling with wildland vegetation or difficulty of firefighter access. In general, increasing density decreases risk of wildfire. The risk of loss of human life, property, natural resources, or economic assets from wildfire is highest at the Wildland-Urban Interface (WUI), areas of urban development located adjacent to or even within wildland areas.

Today approximately one-third of houses in California are within the WUI area.14 It is important to note that there are varying definitions of what constitutes a WUI, and some local or regional agencies consider some areas to be WUI that are not defined as Wildland Interface or Intermix zones under the Wildland-Urban Interface Building Standards in Title 24, Part 2 of the California Code of Regulations (CCR); these standards are discussed under Regulatory Setting below.

In addition to stripping the land of vegetation and destroying forest resources, large, intense fires can harm the soil, waterways, and the land itself. Soil exposed to intense heat may lose its capability to absorb moisture and support life. Exposed soils erode quickly and enhance siltation of rivers and streams, thereby enhancing flood potential, harming aquatic life, and degrading water quality.

Lands stripped of vegetation are also subject to increased debris flow hazards. Slope instability from wildfire scarring of the landscape can result in slope instability in the form of more intensive flooding and landslides. Such post-fire slope soils and altered drainage patterns can result in soil creep on downslope sides of foundations and reduce lateral support.

Vegetation

CONTEXT
Vegetation is fuel to a wildfire, and it changes over time with seasonal growth and die-back. The relationship between vegetation and wildfire is complex, but generally some vegetation is naturally fire resistant, while other vegetation is extremely flammable. Some plant types in California landscapes are fire resistant, while others are fire-dependent for their seed germination cycles.

Wildfire behavior depends on the type of fuels present, such as ladder fuels, surface fuels, and aerial fuels. Surface fuels include grasses, logs, and stumps low to the ground. Ladder fuels, such as tall shrubs, young trees, and the lowest branches of mature trees, provide a path for fire to climb upward into the crowns of trees. Aerial fuels include upper limbs, foliage, and branches not in 13 United States Forest Service (USFS). 2022. Wildland Fire. https://www.fs.usda.gov/ccrc/topics/wildfire (accessed April 2022) 14 California Governor’s Office of Planning and Research (OPR) 2020. Fire Hazard Planning Technical Advisory https://opr.ca.gov/docs/20201109-Draft_Wildfire_TA.pdf (accessed April 2022)

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contact with the ground. Ample spacing in between tree crowns and trimming of lower branches close to the ground is effective at preventing fire from either igniting the crown of a tree or spreading from an ignited tree to adjacent trees; conversely, closely packed trees with low branches are especially susceptible to crown ignition and spread.15 Weather and climate conditions, including drought cycles, can lead to dry vegetation with low moisture content, increasing its flammability.

Changes in precipitation patterns and increased temperatures associated with climate change will alter the distribution and character of natural vegetation and associated moisture content of plants and soils. An increase in frequency of extreme heat events and drought are also expected. These changes will lead to increased frequency and intensity of large wildfires.

CONTRA COSTA COUNTY
Land uses in Contra Costa County range from rural, agricultural, and open space; to urban and developed. According to the CAL FIRE Fire Hazard Severity Zone Map, much of Contra Costa County is located in a Moderate, High, and Very High Fire Hazard Zone due to the mountainous terrain and natural vegetation. In particular, areas near open space areas such as, Mount Diablo State Park, Briones Regional Park, and Tilden Regional Park, which are dominated by chaparral and grassland vegetation, are located in High and Very High fire hazard zones.

GENERAL PLAN AREA (PLEASANT HILL)
Pleasant Hill (the General Plan area) is located in a mostly urbanized, flat area and does not contain any CAL FIRE-designated “Very High” fire hazard zones. However, the western portion of the General Plan area is located within a CAL FIRE designated “High” fire hazard zone. The portion of the “High” fire hazard zone located within City limits is designated as a local responsibility area. The portion of the “High” fire hazard zone located outside of City Limits but within the Sphere of Influence is located within a State responsibility area.

Slope and Aspect

CONTEXT
According to CAL FIRE, sloping land increases susceptibility to wildfire because fire typically burns faster up steep slopes, and they may hinder firefighting efforts.16 Following severe wildfires, sloping land is also more susceptible to landslide or flooding from increased runoff during substantial precipitation events. Aspect is the direction that a slope faces, and it determines how much radiated heat the slope will receive from the sun. Slopes facing south to southwest will receive the most solar radiation and are warmer and drier than slopes facing a northerly to northeasterly direction, increasing the potential for wildfire ignition and spread. 17 CONTRA COSTA COUNTY
Slope instability from wildfire scarring of the landscape can result in slope instability in the form of more intensive flooding and landslides. These post-fire slope soils and altered drainage patterns can result in soil creep on downslope sides of foundations and reduce lateral support. The major post15 CAL FIRE. 2022. Fire and Fuels Treatment. https://www.fire.ca.gov/programs/resource-management/resource-protectionimprovement/landowner-assistance/forest-stewardship/fire-and-fuels-treatment/ (accessed November 2022). 16 CAL FIRE. 2007b. Fact Sheet: California’s Fire Hazard Severity Zones. May 2007. https://www.sccgov.org/sites/dpd/DocsForms/Documents/Fire_Hazard_Zone_Fact_Sheet.pdf (accessed April 2022). 17 University of California. 2018. Field Operations Manual. Revised November 2018. https://www.ucop.edu/safety-and-lossprevention/_files/field-research-safety/wildland-fire-safety.pdf (accessed April 2022).

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wildfire hazards in Contra Costa County are unstable hill slopes and altered drainage patterns.

Slopes may suffer landslides, slumping, soil slips, and rockslides. The Contra Costa County General Plan has recognized that major slope areas in excess of 26 percent are “not readily developable” and “undevelopable,” recognizing the cost and engineering difficulties of grading steep slopes as well as their inherent unsuitability.18 Figure 10-6 of the Contra Costa County General Plan shows Landslide Hazards in Contra Costa County. The most recent fire in Contra Costa County is the Alhambra Fire (2019, off SR-4 and Alhambra Avenue in the City of Martinez), located approximately six miles to the northwest.

GENERAL PLAN AREA (PLEASANT HILL)
The City’s Sphere of Influence is located within a State-designated earthquake-induced landslide hazard zone as shown in Section 3.5, Geology, Soils, and Mineral Resources. Pleasant Hill (city limits) is not located within a State-designated earthquake-induced landslide hazard zone. However, the Association of Bay Area Governments Resilience Program has identified past landslides throughout the western portion of the General Plan area.
19 Weather and Atmospheric Conditions
Wind, temperature, and relative humidity are the most influential weather elements in fire behavior and susceptibility.20 Fire moves faster under hot, dry, and windy conditions. Wind may also blow embers ahead of a fire, causing its spread. Drought conditions lead to extended periods of excessively dry vegetation, increasing the fuel load and ignition potential.

According to data collected by the California Energy Commission, most precipitation is received from October through April, with an average annual rainfall of 26.4 inches.21 May through September is the driest time of the year and coincides with what has traditionally been considered the fire season in California. However, increasingly persistent drought and climatic changes in California have resulted in drier winters, and fires during the autumn, winter, and spring months are becoming more common.

CONTRA COSTA COUNTY
Prevailing winds in the County tend to travel in a northwest to southwest direction.22 The average wind speed in the City of Concord and near the City of Pleasant Hill ranges from 14 to 17 mph and blows southwest.23 Natural gas pipelines occur frequently across Contra Costa County, including residential and commercial areas. Natural gas poses a lower risk of causing a fire than petroleum products, because it is transported at lower pressures and, when released, rises and dissipates into the atmosphere.24
18Contra Costa County General Plan, page 10-22. 19 Association of Bay Area Governments (ABAG). 2021. MTC/ABAG Hazard Viewer Map [map]. https://mtc.maps.arcgis.com/apps/webappviewer/index.html?id=4a6f3f1259df42eab29b35dfcd086fc8 (accessed December 2022). 20 CAL FIRE. 2022. Fire and Fuels Treatment. https://www.fire.ca.gov/programs/resource-management/resource-protectionimprovement/landowner-assistance/forest-stewardship/fire-and-fuels-treatment/ (accessed April 2022). 21 California Energy Commission. 2022. Cal-Adapt [tool]. https://cal-adapt.org/tools/annual-averages (accessed April 2022). 22Bay Area Air Quality Management District (BAAQMD). Air Monitoring Data. http://www.baaqmd.gov/about-air-quality/current-airquality/air-monitoring-data?DataViewFormat=yearly&DataView=met&StartDate=2/19/2019&ParameterId=204.(accessed November 2022)) 23 BAAQMD. Air Monitoring Data. Available: http://www.baaqmd.gov/about-air-quality/current-air-quality/air-monitoringdata?DataViewFormat=yearly&DataView=met&StartDate=2/19/2019&ParameterId=204. (accessed November 2022) 24 Contra Costa County. Contra Costa County General Plan, Safety Element, page 10-37.

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GENERAL PLAN AREA
In general, the average wind speed in Contra Costa County ranges from 14 to 17 miles per hour (mph) and blows southwest.25 Electric power lines mostly occur in urban areas and along roadways.

There are two fuel pipelines that traverse the General Plan area: one beneath Taylor Boulevard and one beneath the Iron Horse Trail.26 Electrical lines within the General Plan area typically exist above ground, along streets and roadways. The nearest CAL FIRE-designated high-risk fire hazard zone abuts the southwestern portion of the General Plan area. 27 The closest Bay Area Air Quality Management District (BAAQMD) air data monitoring station is located in the City of Concord, approximately 3.1 miles to the northeast.

Fuel and Energy Lines
Electric power lines mostly occur in urban areas and along roadways. Electric power, natural gas, and petroleum lines pose a risk of causing fire in the event of failure (whether due to earthquake or error). Natural gas poses a lower risk of causing a fire than petroleum products, because it is transported at lower pressures and, when released, rises and dissipates into the atmosphere.28

CONTRA COSTA COUNTY
Natural gas and petroleum pipelines occur across Contra Costa County, including residential and commercial areas.

GENERAL PLAN AREA (PLEASANT HILL)
There are natural gas pipelines that traverse Pleasant Hill (the General Plan area) underneath Contra Costa Boulevard and I-680 in the eastern portion of the General Plan area. 29 Emergency and Evacuation Routes/Access
Contra Costa County
The Contra Costa County Office of the Sheriff: Emergency Services Division is responsible for planning, outreach, and training or disaster management and emergency preparedness throughout the County.30 The Contra Costa County General Plan establishes a 5-minute response time standard for responding to fire protection calls for service. Within Contra Costa County, the main routes into and out of the County that would be most likely used as evacuation routes are Interstate 80 (I-80), I680, and I-580, as well as State Route 4 (SR-4) and SR-24. 25 BAAQMD. Air Monitoring Data. Available: http://www.baaqmd.gov/about-air-quality/current-air-quality/air-monitoringdata?DataViewFormat=yearly&DataView=met&StartDate=2/19/2019&ParameterId=204.(accessed November 2022) 26 Pleasant Hill, City of. 2003. Pleasant Hill 2003 General Plan, page 64. 27 California Department of Forestry and Fire Protection. 2007. Fire Hazard Severity Zones in SRA: Contra Costa County [map]. Available:
https://osfm.fire.ca.gov/media/6662/fhszs_map7.pdf (accessed November 2022). 28 United States Department of Energy. 2022. Alternative Fuels Data Center. Available:
https://afdc.energy.gov/vehicles/natural_gas_safety.html (accessed November 2022). 29 National Pipeline Mapping System. 2022. NPMS Public Viewer. Available: https://pvnpms.phmsa.dot.gov/PublicViewer/ (accessed November 2022). 30 Contra Costa County Office of the Sheriff. 2022. Available: https://www.cocosheriff.org/bureaus/support-services/emergency-servicessupport-unit-volunteers (accessed November 2022)

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General Plan Area (Pleasant Hill)
The Pleasant Hill Police Department is responsible for planning, outreach, and training or disaster management and emergency preparedness for Pleasant Hill (the General Plan area). The main routes into and out of the General Plan area that would be most likely used as evacuation routes are I-680, Oak Park Boulevard, Taylor Boulevard, and Alhambra Avenue.

Airport Safety Zone Proximity
General Plan Area (Pleasant Hill)
The Buchanan Field Airport is located just outside the northeast corner of the Pleasant Hill city limits, with flightpaths from the Buchanan Field Airport southwestern to northeastern runways located over Pleasant Hill. The northeastern portion of the General Plan area is within Buchanan Field Airport’s Airport Influence Area and located within Safety Zones 3 and 4, as shown on Figures 3A and 3C of the ALUCP.31
Safety Zones 3 and 4 regulations include the following:

Safety Zone 3
(a) Land uses shall be limited to a maximum of 125 people per acre. (b) Buildings shall have no more than three habitable floors above ground. (c) Residences, children’s schools (through grade 12), hospitals, and nursing homes are specifically prohibited.
(d) Aboveground storage of more than 2,000 gallons of fuel or hazardous materials is prohibited.

Safety Zone 4
(a) Land use intensity is not limited other than that buildings shall have no more than four habitable floors above ground.
(b) Aboveground storage of more than 2,000 gallons of fuel or other hazardous materials is prohibited in existing or planned residential or commercial areas. 32

3.7.3 Regulatory Framework
Federal Regulations
Resource Conservation and Recovery Act and Comprehensive Environmental Response, Compensation, and Liability Act
The USEPA is responsible for implementing and enforcing federal laws and regulations pertaining to hazardous materials. The primary legislation includes the Resource Conservation and Recovery Act of 1976 (RCRA) and the Comprehensive Environmental Response, Compensation, and Liability Act of 1980 (CERCLA), as amended by the Superfund Amendments and Reauthorization Act (SARA) and the Emergency Planning and Community Right-to-Know Act (known as SARA Title III). RCRA and the 1984 RCRA Amendments regulate the treatment, storage, and disposal of hazardous and non31 CCCALUC. 2000. Contra Costa County Airport Land Use Compatibility Plan. Adopted December 2000. Available:
<https://www.contracosta.ca.gov/DocumentCenter/View/856/Buchanan-Field-Airport-Policies>. (accessed November 2022) 32 Contra Costa County. 2000. Contra Costa County Airport Land Use Compatibility Plan: Buchanan Field Airport Policies. December 13,2000. Available: https://www.contracosta.ca.gov/DocumentCenter/View/856/Buchanan-Field-Airport-Policies?bidId= (accessed December 2022).

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hazardous wastes and mandate that hazardous wastes be tracked from the point of generation to their ultimate fate in the environment, including detailed tracking of hazardous materials during transport and permitting of hazardous material handling facilities. As permitted by RCRA, in 1992, the USEPA approved California’s program called the Hazardous Waste Control Law (HWCL), administered by the DTSC, to regulate hazardous wastes in California, as discussed further below.

The purpose of CERCLA is to identify and clean up chemically contaminated sites that pose a significant environmental health threat, and the Hazard Ranking System is used to determine whether a site should be placed on the National Priorities List for cleanup activities. SARA relates primarily to emergency management of accidental releases and requires annual reporting of continuous emissions and accidental releases of specified compounds that are compiled into a nationwide Toxics Release Inventory. Finally, SARA Title III requires formation of state and local emergency planning committees that are responsible for collecting material handling and transportation data for use as a basis for planning and provision of chemical inventory data to the community at large under the “right-to-know” provision of the law.

Hazardous Materials Transportation Act
Under the Hazardous Materials Transportation Act of 1975, the United States Department of Transportation (DOT), Office of Hazardous Materials Safety regulates the transportation of hazardous materials on water, rail, highways, through air, or in pipelines, and enforces guidelines created to protect human health and the environment and reduce potential impacts by creating hazardous-material packaging and transportation requirements. It also includes provisions for material classification, packaging, marking, labeling, placecarding, and shipping documentation. The DOT provides hazardous-materials safety training programs and supervises activities involving hazardous materials. In addition, DOT develops and recommends regulations governing the multimodal transportation of hazardous materials.

Aboveground Petroleum Storage Act, and Spill Prevention, Control, and Countermeasure Rule
The Aboveground Petroleum Storage Act of 1990, and the Spill Prevention, Control, and Countermeasure (SPCC) Rule (amended 2010) of the Oil Pollution Prevention regulation (40 Code of Federal Regulations [CFR] 112) require the owner or operator of a tank facility with an aggregate storage capacity greater than 1,320 gallons to notify the local Certified Unified Program Agency (CUPA) and prepare an SPCC plan. The SPCC plan must identify appropriate spill containment measures and equipment for diverting spills from sensitive areas, and must discuss facility-specific requirements for the storage system, inspections, recordkeeping, security, and training.

Clean Water Act
The Clean Water Act (CWA) (Title 33 § 1251 et seq. of the United States Code [33 USC 1251, et seq.]) is the major federal legislation governing water quality. The CWA established the basic structure for regulating discharges of pollutants into waters of the United States. The objective of the act is “to restore and maintain the chemical, physical, and biological integrity of the nation’s waters.” The CWA establishes the basic structure for regulating the discharge of pollutants into waters of the United States. Responsibility for administering the CWA resides with SWRCB and the nine respective RWQCBs; the San Francisco Bay RWQCB administers the CWA in the Pleasant Hill area.

Section 404 of the CWA regulates temporary and permanent fill and disturbance of waters of the United States, including wetlands. The United States Army Corps of Engineers requires that a permit

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be obtained if a project proposes to place fill in navigable waters and/or to alter waters of the United States below the ordinary high-water mark in nontidal waters. Section 401 of the CWA requires compliance with State water quality standards for actions within State waters. Compliance with the water quality standards required under Section 401 is a condition for issuance of a Section 404 permit. Under Section 401 of the CWA, every applicant for a permit or license for any activity that may result in a discharge to a water body must obtain a State water quality certification from the RWQCB to demonstrate that the proposed activity would comply with State water quality standards.

Federal Insecticide, Fungicide, and Rodenticide Act
This Act (7 U.S. Code [USC] 136 et seq.) provides Federal control of pesticide distribution, sale, and use. The USEPA was given authority under the Act to study the consequences of pesticide usage, and to require users (farmers, utility companies, and others) to register when purchasing pesticides.

Later amendments to the law required users to take exams for certification as applicators of pesticides. All pesticides used in the United States must be registered (licensed) by the USEPA.

Registration assures that pesticides will be properly labeled and that, if used in accordance with specifications, they will not cause unreasonable harm to the environment.

Lead-Based Paint Elimination Final Rule 24 Code of Federal Regulations Governed by the U.S. Housing and Urban Development, regulations for LBP are contained in the Lead-Based Paint Elimination Final Rule 24 Code of Federal Regulations (CFR) 33, which requires sellers and lessors to disclose known LBP and LBP hazards to perspective purchasers and lessees.

Additionally, all LBP abatement activities must follow California and federal occupational safety and health administrations (California Occupational Safety and Health Administration [CalOSHA] and federal Occupational Safety and Health Administration [OSHA], respectively) and with the State of California Department of Health Services requirements. Only LBP trained and certified abatement personnel can perform abatement activities. All lead LBP removed from structures must be hauled and disposed of by a transportation company licensed to transport this type of material at a landfill or receiving facility licensed to accept the waste.

Federal Disaster Mitigation Act
The Disaster Mitigation Act of 2000 requires a State-level mitigation plan as a condition of disaster assistance and provides funding to communities developing their own mitigation plans through the Pre-Disaster Mitigation Grant Program. There are two different levels of State disaster plans:
“Standard” and “Enhanced.” States that develop an approved Enhanced State Plan can increase the amount of funding available through the Hazard Mitigation Grant Program. The Act also established new requirements for local mitigation plans.

National Fire Plan
The National Fire Plan was developed in August 2000, following a historic wildfire season. Its intent is to establish plans for active response to severe wildfires and their impacts to communities while ensuring sufficient firefighting capacity. The plan addresses firefighting, rehabilitation, hazardous fuels reduction, community assistance, and accountability.

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State Regulations
California Hazardous Waste Control Law
The California Hazardous Waste Control Law (HWCL) is the primary hazardous waste statute in the State of California, and implements RCRA as a “cradle-to-grave” waste management system in the State of California for handling hazardous wastes in a manner that protects human health and the environment and would reduce potential resulting impacts. The law specifies that generators have the primary duty to determine whether their waste is hazardous and to ensure proper management. The HWCL also establishes criteria for the reuse and recycling of hazardous waste used or reused as raw materials. The law exceeds federal requirements by mandating source reduction planning, and a much broader requirement for permitting facilities that treat hazardous waste. It also regulates a number of types of waste and waste management activities that are not covered by federal law.

The hazardous waste management program enforced by DTSC was created by the Hazardous Waste Control Act (California Health and Safety Code Section 25100 et seq.), which is implemented by regulations described in California Code of Regulations (CCR) Title 26. The State program is similar to, but more stringent than, the federal program under RCRA. The regulations list materials that may be hazardous, and establish criteria for their identification, packaging, and disposal.

Environmental health standards for management of hazardous waste are contained in CCR Title 22, Division 4.5. As required by California Government Code Section 65962.5, DTSC maintains a Hazardous Waste and Substances Site List for the State called the Cortese List.

If any soil is excavated from a site containing hazardous materials, it would be considered a hazardous waste if it exceeded specific criteria in Title 22 of the California Code of Regulations.

Remediation of hazardous wastes found at a site may be required if excavation of these materials is performed, or if certain other soil disturbing activities would occur. Even if soil or groundwater at a contaminated site does not have the characteristics required to be defined as hazardous waste, remediation of the site may be required by regulatory agencies subject to jurisdictional authority.

Cleanup requirements are determined on a case-by-case basis by the agency taking jurisdiction.

California Health and Safety Code
The California Health and Safety Code (HSC § 25141) defines hazardous waste as a waste or combination of waste that may:
. . . because of its quantity, concentration, or physical, chemical, or infection characteristics:
(1) Cause or significantly contribute to an increase in mortality or an increase in serious irreversible or incapacitation-reversible illness.
(2) Pose a substantial present or potential hazard to human health or the environment, due to factors including, but not limited to, carcinogenicity, acute toxicity, chronic toxicity, bioaccumulative properties, or persistence in the environment, when improperly treated, stored, transported, or disposed of or otherwise managed.

This statutory framework establishes criteria for identifying, packaging, and labeling hazardous wastes; prescribes management practices for hazardous wastes; establishes permit requirements

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for hazardous-waste treatment, storage, disposal, and transportation; and identifies hazardous waste that commonly would be disposed of in landfills.

Under both the RCRA and HWCL, hazardous-waste manifests must be retained by the generator for a minimum of 3 years. The generator must match copies of the manifests with copies of manifest receipts from the treatment, disposal, or recycling facility.

In accordance with Chapter 6.11 of the California Health and Safety Code (HSC § 25404, et seq.), local regulatory agencies enforce many federal and State regulatory programs through the Certified Unified Program Agencies program, including:
 Hazardous Materials Business Plans (HMBPs) (HSC § 25501, et seq.);  State Uniform Fire Code (UFC) requirements (UFC § 80.103, as adopted by the State Fire Marshal pursuant to HSC § 13143.9);
 Underground Storage Tanks (USTs) (HSC § 25280, et seq.);  Aboveground storage tanks (HSC § 25270.5[c]); and
 Hazardous-waste-generator requirements (HSC § 25100, et seq.).

Contra Costa Health Services is the CUPA for Contra Costa County and enforces State statutes and regulations through the Hazardous Materials Unified Program Agency (HMUPA). The HMUPA oversees aboveground petroleum tanks; generation of hazardous materials; storage and treatment; USTs; generation of medical waste; the accidental-release prevention program; and the Local Oversight Program, which interfaces with SWRCB and the San Francisco Bay RWQCB on LUSTs and UST release sites. An HMBP must be submitted if a facility ever handles any individual hazardous material in an aggregate amount equal to or greater than 55 gallons (liquids), 500 pounds (solids), or 200 cubic feet (gases). An HMBP must include:
 Details that include facility floor plans and identify the business conducted at the site;  An inventory of hazardous materials handled or stored on the site;  An emergency response plan; and
A training program in safety procedures and emergency response for new employees who may handle hazardous materials, with an annual refresher course in the same topics for those same employees.

California Code of Regulations Title 8 (Workplace Safety Regulations) The California Division of Occupational Safety and Health (CalOSHA) assumes primary responsibility for developing and enforcing workplace safety regulations. These regulations concern the use of hazardous materials in the workplace, including requirements for employee safety training; availability of safety equipment; accident and illness prevention programs; hazardous-substance exposure warnings; and preparation of emergency action and fire prevention plans.

CalOSHA also enforces hazard communication program regulations, including procedures for identifying and labeling hazardous substances, and requires that safety data sheets (formerly known as material safety data sheets) be available for employee information and training programs.

CalOSHA standards are generally more stringent than federal regulations. Construction workers and operational employees within the plan area would be subject to these requirements.

California Code of Regulations, Title 8, Section 1529 authorizes CalOSHA to implement the survey requirements of CFR Title 29 relating to asbestos. These federal and state regulations require

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facilities to take all necessary precautions to protect employees and the public from exposure to asbestos. Workers who conduct asbestos abatement must be trained in accordance with federal and State OSHA requirements. The BAAQMD oversees the removal of regulated asbestos-containing materials (see “Asbestos Demolition, Renovation, and Manufacturing Rule” below).

California Code of Regulations Title 8, Section 1532.1 includes requirements to manage and control exposure to lead-based paint. These regulations cover the demolition, removal, cleanup, transportation, storage, and disposal of lead-containing material. The regulations outline the permissible exposure limit, protective measures, monitoring, and compliance to ensure the safety of construction workers exposed to lead-based material. Loose and peeling lead-based paint must be disposed of as a State and/or federal hazardous waste if the concentration of lead equals or exceeds applicable hazardous waste thresholds. Federal and State OSHA regulations require a supervisor who is certified with respect to identifying existing and predictable lead hazards to oversee air monitoring and other protective measures during demolition activities in areas where lead-based paint may be present. Special protective measures and notification of CalOSHA are required for highly hazardous construction tasks related to lead, such as manual demolition, abrasive blasting, welding, cutting, or torch burning of structures, where lead-based paint is present.

California Code of Regulations Title 14 – Fire Safe Roads The Board of Forestry maintains fire safe road regulations, as part of CCR Title 14. This includes requirements for road width, surface treatments, grade, radius, turnarounds, turnouts, structures, driveways, and gate entrances. These regulations are intended to ensure safe access for emergency wildland fire equipment and civilian evacuation.

California Code of Regulations Title 22 (Environmental Health Standards for the Management of Hazardous Waste)
California Code of Regulations Title 22, Division 4.5 contains the Environmental Health Standards for the Management of Hazardous Waste, which includes California waste identification and classification regulations. California Code of Regulations Title 22, Chapter 11, Article 3, “Soluble Threshold Limits Concentrations/Total Threshold Limits Concentration Regulatory Limits,” identifies the concentrations at which soil is determined to be a California hazardous waste. California’s Universal Waste Rule (22 CCR § 66273) provides an alternative set of management standards in lieu of regulation as hazardous wastes for certain common hazardous wastes, as defined in 22 California Code of Regulations Section 66261.9. Universal wastes include fluorescent lamps, mercury thermostats, and other mercury-containing equipment. Existing structures may contain fluorescent light ballasts that could contain mercury or lead. The Alternative Management Standards for Treated Wood Waste (22 CCR § 67386) were developed by DTSC to allow for disposal of treated wood as a nonhazardous waste, to simplify and facilitate the safe and economical disposal of such waste. Chemically treated wood can contain elevated levels of hazardous chemicals (e.g., arsenic, chromium, copper, pentachlorophenol, or creosote) that equal or exceed applicable hazardous waste thresholds. The Alternative Management Standards provide for less stringent storage requirements and extended accumulation periods, allow shipments without a hazardous waste manifest and a hazardous waste hauler, and allow disposal at specific nonhazardous waste landfills.

California Code of Regulations Title 24 (California Building Code) Updated every three years through a rigorous stakeholder process, Title 24 of the California Code of Regulations requires California homes and businesses to meet strong fire and safety measures. Title

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24 contains numerous subparts, including Part 1 (Administrative Code), Part 2 (Building Code), Part 3 (Electrical Code), Part 4 (Mechanical Code), Part 5 (Plumbing Code), Part 6 (Energy Code), Part 8 (Historical Building Code), Part 9 (Fire Code), Part 10 (Existing Building Code), Part 11 (Green Building Standards Code), Part 12 (Referenced Standards Code). The California Building Code is applicable to all development in California. (Health and Safety Code §§ 17950 and 18938(b).) The regulations receive input from members of industry, as well as the public, with the goal of "[r]educing of wasteful, uneconomic, inefficient, or unnecessary consumption of energy." (Pub. Res.

Code § 25402.) These regulations are scrutinized and analyzed for technological and economic feasibility (Pub. Res. Code § 25402(d)) and cost effectiveness (Pub. Res. Code § 25402(b)(2) and (b)(3)).

PART 2 – CALIFORNIA BUILDING CODE: FIRE SAFETY REQUIREMENTS The State of California provided a minimum standard for building design through the 2022 California Building Standards Code (CBC), which is located in Part 2 of Title 24 of the California Code of Regulations. The 2022 CBC is based on the 2021 International Building Code, but has been modified for California conditions. It is generally adopted on a jurisdiction by-jurisdiction basis, subject to further modification based on local conditions. Commercial and residential buildings are planchecked by local City and County building officials for compliance with the CBC. Typical fire safety requirements of the CBC include the installation of sprinklers in all new high-rise buildings and residential buildings; the establishment of fire resistance standards for fire doors, building material; and particular types of construction.

PART 2 – CALIFORNIA BUILDING CODE: WILDLAND-URBAN INTERFACE BUILDING STANDARDS On September 20, 2005, the Building Standards Commission approved the Office of the State Fire Marshal’s emergency regulations amending the CCR Title 24, Part 2, known as the 2007 CBC. These codes include provisions for ignition-resistant construction standards in the WUI.

Interface zones are areas with dense housing adjacent to vegetation that can burn and meeting the following criteria:

Housing density class 2 (one house per 20 acres to one house per 5 acres), 3 (more than one house per 5 acres to one house per acre), or 4 (more than one house per acre) In Moderate, High, or Very High Fire Hazard Severity Zone Not dominated by wildland vegetation (i.e., lifeform not herbaceous, hardwood, conifer, or shrub)
Spatially contiguous groups of 30-meter cells33 that are 10 acres and larger Intermix zones are housing development interspersed in an area dominated by wildland vegetation and must meet the following criteria:

Not interface
Housing density class 2
Housing density class 3 or 4, dominated by wildland vegetation In Moderate, High, or Very High Fire Hazard Severity Zone 33 “30-meter cells” refers to satellite mapping or Geographic Information Systems (GIS) data, and indicates data is presented as 30-meter by 30-meter squares in the source maps used to determine zone types.

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Improved parcels only
Spatially contiguous groups of 30-meter cells 25 acres and larger Influence zones have wildfire-susceptible vegetation up to 1.5 miles from an interface zone or intermix zone.34
While the 2007 CBC creates WUI definitions for interface, intermix and influence zones in order to apply required construction standards, many local and regional entities use their own definitions of WUI areas for other purposes, ranging from simple resident awareness and public outreach to further municipal-level standards.

PART 9 – CALIFORNIA FIRE CODE
The 2022 California Fire Code is Part 9 of CCR Title 24. It establishes the minimum requirements consistent with nationally recognized good practices to safeguard public health, safety, and general welfare from the hazards of fire, explosion, or dangerous conditions in new and existing buildings, structure, and premises, and to provide safety and assistance to firefighters and emergency responders during emergency operations. It is the primary means for authorizing and enforcing procedures and mechanisms to ensure the safe handling and storage of any substance that may pose a threat to public health and safety. The California Fire Code regulates the use, handling, and storage requirements for hazardous materials at fixed facilities. The California Fire Code and the California Building Code (CBC) use a hazard classification system to determine what protective measures are required to protect fire and life safety. These measures may include construction standards, separations from property lines and specialized equipment. To ensure that these safety measures are met, the California Fire Code employs a permit system based on hazard classification.

The provisions of this Code apply to the construction, alteration, movement, enlargement, replacement, repair, equipment, use and occupancy, location, maintenance, removal, and demolition of every building or structure or any appurtenances connected or attached to such building structures throughout California.

More specifically, the Fire Code is included in CCR Title 24. Title 24, part 9, Chapter 7 addresses fireresistances-rated construction; CBC (Part 2), Chapter 7A addresses materials and construction methods for exterior wildfire exposure; Fire Code Chapter 8 addresses fire related Interior finishes; Fire Code Chapter 9 addresses fire protection systems; and Fire Code Chapter 10 addresses fire related means of egress, including fire apparatus access road width requirements. Fire Code Section 4906 also contains existing regulations for vegetation and fuel management to maintain clearances around structures. These requirements establish minimum standards to protect buildings located in FHSZs within SRAs and WUI Fire Areas. This code includes provisions for ignition-resistant construction standards for new buildings.

Assembly Bill 747 and Senate Bill 99
Assembly Bill (AB) 747 (2019) requires that the safety element be reviewed and updated to identify emergency evacuation routes and their capacity, safety, and viability under a range of emergency scenarios. This will be a requirement for all safety elements or updates to hazard mitigation plans completed after January of 2022.
34 CAL FIRE. 2019. Wildland Urban Interface (WUI) [map]. Available: https://frap.fire.ca.gov/media/10300/wui_19_ada.pdf (accessed April 2022)

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SB 99 (2019) requires review and update of the safety element to include information to identify residential developments in hazard areas that do not have at least two emergency evacuation routes. In essence, this legislation assists in identifying neighborhoods and households within a hazard area that have limited accessibility. This is intended to assist the City with identifying opportunities to improve connectivity and evacuation capacity (generally).

California Porter-Cologne Act
The Porter-Cologne Water Quality Control Act of 1969 (Porter-Cologne Act) is California’s statutory authority for the protection of water quality. Under the Porter-Cologne Act, the State must adopt water quality policies, plans, and objectives that protect the State’s waters for the use and enjoyment of the people. Regional authority for planning, permitting, and enforcement is delegated to the nine RWQCBs. The RWQCBs are required to formulate and adopt water quality control plans (also known as basin plans) for all areas of the region and establish water quality objectives in the plans. The Porter-Cologne Act sets forth the obligations of SWRCB and RWQCBs to adopt and periodically update water quality control plans that recognize and reflect the differences in existing water quality, the beneficial uses of the region’s groundwater and surface water, and local water quality conditions and problems. It also authorizes SWRCB and the respective RWQCBs to issue and enforce waste discharge requirements and to implement programs for controlling pollution in State waters. Finally, the Porter-Cologne Act also authorizes SWRCB and the respective RWQCBs to oversee site investigation and cleanup for unauthorized releases of pollutants to soils and groundwater and in some cases to surface waters or sediments.

California Fire Plan
The Strategic Fire Plan for California is the State’s roadmap for reducing the risk of wildfire. The most recent version of the plan was finalized in January 2019 and directs each CAL FIRE Unit to address and meet incremental requirements to achieve four specific goals by 2023, including improving core capabilities, enhancing internal operations, ensuring health and safety, and building an engaged workforce.
35 A core element of the plan is increasing staffing levels from 2.67 employees per position to 3.11 employees per position to ensure adequate staffing during times of increased mobilization.

CAL FIRE has mapped fire threat potential throughout California. CAL FIRE maps fire threat based on the availability of fuel and the likelihood of an area burning (based on topography, fire history, and climate). The threat levels include no fire threat, moderate, high, and very high fire threat. Further, the maps designate the City of Pleasant Hill as the Local Responsibility Area for the plan areas. The CAL FIRE Office of the State Fire Marshal provides oversight of enforcement of the California Fire Code as well as overseeing hazardous liquid pipeline safety.

California Multi-Hazard Mitigation Plan
The California Office of Emergency Services (CalOES) prepares the State of California Multi-Hazard Mitigation Plan (SHMP). The SHMP identifies hazard risks and includes a vulnerability analysis and a hazard mitigation strategy. The SHMP is federally required under the Federal Disaster Mitigation Act of 2000 for the State to receive Federal funding. The Federal Disaster Mitigation Act of 2000 requires a State mitigation plan as a condition of disaster assistance. 35 CAL FIRE. 2019. Strategic Fire Plan for California. https://osfm.fire.ca.gov/divisions/community-wildfire-preparedness-andmitigation/fire-plan/ (accessed April 2022).

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California Emergency Plan
The foundation of California’s emergency planning and response is a Statewide mutual aid system, which is designed to ensure that adequate resources, facilities, and other support is provided to jurisdictions whenever their own resources prove to be inadequate to cope with a given situation.

The California Disaster and Civil Defense Master Mutual Aid Agreement (California Government Code Sections 8555–8561) requires signatories to the agreement to prepare operational plans to use within their jurisdiction, and outside their area. These plans include fire and non-fire emergencies related to natural, technological, and war contingencies. The State of California, all State agencies, all political subdivisions, and all fire districts signed this agreement in 1950.

Section 8568 of the California Government Code, the “California Emergency Services Act,” states that “the State Emergency Plan shall be in effect in each political subdivision of the State, and the governing body of each political subdivision shall take such action as may be necessary to carry out the provisions thereof.” The Act provides the basic authorities for conducting emergency operations following the proclamations of emergencies by the Governor or appropriate local authority, such as a City Manager. The provisions of the Act are reflected and expanded on by appropriate local emergency ordinances. The Act further describes the function and operations of government at all levels during extraordinary emergencies, including war.

All local emergency plans are extensions of the California Emergency Plan. The State Emergency Plan conforms to the requirements of California’s Standardized Emergency Management System (SEMS), which is the system required by Government Code 8607(a) for managing emergencies involving multiple jurisdictions and agencies. The SEMS incorporates the functions and principles of the Incident Command System (ICS), the Master Mutual Aid Agreement, existing mutual aid systems, the operational area concept, and multi-agency or inter-agency coordination. Local governments must use SEMS to be eligible for funding of their response-related personnel costs under State disaster assistance programs. The SEMS consists of five organizational levels that are activated as necessary, including: field response, local government, operational area, regional, and State. CalOES divides the State into several mutual aid regions. Contra Costa County is located in Mutual Aid Region II, which includes Del Norte, Humboldt, Mendocino, Sonoma, Lake, Napa, Marin, Solano, Contra Costa, San Francisco, San Mateo, Alameda, Santa Clara, Santa Cruz, San Benito, and Monterey Counties.36
California Senate Bill 1241
California Senate Bill (SB) 1241 requires cities and counties to address fire risk in SRAs and Very High FHSZs in the safety element of their general plans. The bill also amended CEQA to direct amendments to the CEQA Guidelines Appendix G environmental checklist to include questions related to fire hazard impacts for projects located in or near lands classified as SRAs and Very High FHSZs. In adopting these Guidelines amendments, the Governor’s Office of Planning and Research recognized that generally, low-density, leapfrog development may create higher wildfire risks than high-density, infill development.37 In general, new development that will be contemplated within the General Plan area would not be considered leapfrog development sites, as they are located near existing development.
36 CalOES. 2022. Coastal Region Operational Area Assignments. March 2022. Available:
https://www.caloes.ca.gov/RegionalOperationsSite/Documents/EMA_ESC_OA_Assignments_Coastal.pdf (accessed April 2022) 37 “Leapfrog development” describes the construction of new development at a distance from existing developed areas, with undeveloped land between the existing and new development.

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California Public Resources Code
The California Public Resources Code (PRC) includes fire safety regulations that restrict the use of equipment that may produce a spark, flame, or fire; require the use of spark arrestors on construction equipment that use an internal combustion engine; specify requirements for the safe use of gasoline-powered tools in fire hazard areas; and specify fire suppression equipment that must be provided on-site for various types of work in fire-prone areas.  These regulations include the following: Earthmoving and portable equipment with internal combustion engines would be equipped with a spark arrestor to reduce the potential for igniting a wildland fire (PRC § 4442);
 Appropriate fire suppression equipment would be maintained during the highest fire danger period—from April 1 to December 1 (PRC § 4428);
 On days when a burning permit is required, flammable materials would be removed to a distance of 10 feet from any equipment that could produce a spark, fire, or flame, and the construction contractor would maintain the appropriate fire suppression equipment (PRC § 4427); and  On days when a burning permit is required, portable tools powered by gasoline-fueled internal combustion engines would not be used within 25 feet of any flammable materials (PRC § 4431).

California Public Utilities Commission General Order 166 General Order 166 Standard 1.E requires that investor-owned utilities (IOU) develop a Fire Prevention Plan which describes measures that the electric utility will implement to mitigate the threat of power-line fires generally. Additionally, this standard requires that IOUs outline a plan to mitigate power line fires when wind conditions exceed the structural design standards of the line during a Red Flag Warning in a high fire threat area. Fire Prevention Plans created by IOUs are required to identify specific parts of the utility’s service territory where the conditions described above may occur simultaneously. Standard 11 requires that utilities report annually to the California Public Utilities Commission (CPUC) regarding compliance with General Order 166.38 Pacific Gas and Electric Company (PG&E) is the electric utility provider for the City of Pleasant Hill. At the time of issuance of the Notice of Preparation for this EIR, the most recently available report for PG&E was dated October 31, 2019.
39 PG&E has developed an interim fire threat map that shows very high fire threats west of the City of Pleasant Hill.
40 Regional and Local Regulations
BAAQMD Asbestos Demolition, Renovation and Manufacturing Rule The removal of asbestos-containing building materials is subject to the limitations of BAAQMD Regulation 11, Rule 2, “Hazardous Materials; Asbestos Demolition, Renovation and Manufacturing.” This rule prohibits visible emissions to outside air from any operation involving the demolition of any structure containing asbestos, and sets out requirements for demolition of such structures, including a pre-demolition survey conducted by a certified professional. All friable (i.e., crushable by hand) asbestos-containing materials or nonfriable asbestos-containing materials that may be damaged must be abated before demolition in accordance with applicable requirements. Friable 38 CPUC. 2017. General Order Number 165. December 2017. Available:
http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M209/K552/209552704.pdf (accessed April 2022) 39 CPUC. 209. Wildfire and Wildfire Safety. Available: https://www.cpuc.ca.gov/industries-and-topics/wildfires (accessed April 2022). 40 CPUC. 2019. CPUC High Fire Threat District (HFTD) [map]. Available:
https://capuc.maps.arcgis.com/apps/webappviewer/index.html?id=5bdb921d747a46929d9f00dbdb6d0fa2 (accessed November 2022).

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asbestos-containing materials must be disposed of as asbestos waste at an approved facility.

Nonfriable asbestos-containing materials may be disposed of as nonhazardous waste at landfills that accept such wastes.

Association of Bay Area Governments Hazard Mitigation Plan The Association of Bay Area Governments’ multijurisdictional Local Hazard Mitigation Plan for the San Francisco Bay Area was updated in 2010 in partnership with Bay Conservation and Development Commission Adapting to Rising Tides Program to support local governments in the regional plan for existing and future hazards of climate change. This detailed 5-year plan identifies potential natural and human-made hazards, assesses their potential risks, and includes mitigation methods to reduce risks. The potential hazards identified in the Plan include earthquakes and liquefaction, wildfires, floods, drought, solar storms, dam or levee failure, disease outbreak, freezes, wind, heat, thunder and lightning storms, siltation, tornadoes, hazardous materials, slope failure and mudflows, and other hazards. Similarly, Plan mitigation measures include hazard event planning, emergency preparedness coordination, education, facility upgrades, and monitoring actions.

Contra Costa County Hazard Mitigation Plan
The Contra Costa County Hazard Mitigation Plan (HMP) contains goals and objectives that are intended to reduce loss of life and property from natural disasters.41 During the planning process, this plan used Federal Emergency Management Agency (FEMA) tools to determine the most likely possible threats would be earthquakes, flooding, landslides, tsunamis, and wildfires in urban interface zones. The HMP identifies mitigation action items that aim to meet objectives and reduce the impacts of these hazards. The Contra Costa County Office of Emergency Services and Contra Costa County Department of Conservation and Development share the lead responsibility for overseeing the Plan implementation and maintenance strategy. Plan implementation and evaluation will be a shared responsibility among all planning partnership members and agencies identified as lead agencies in the mitigation action plans.

Contra Costa County Emergency Operations Plan
The purpose of the Contra Costa County Operational Area (OA) Emergency Operations Plan (EOP) is to provide the basis for a coordinated response before, during, and after an emergency affecting Contra Costa County.42 The emergency operations plan identifies and facilitates inter-agency coordination in emergency operations. The Plan applies to all emergencies in unincorporated areas of Contra Costa County and within incorporated areas when those emergencies require multiagency coordination at the operational area level.

Contra Costa Household Hazardous Waste Program
Contra Costa County operates three drop-off locations in the western portion, central portion, and eastern portion of the county. The three facilities allow for residents and qualified small businesses to drop off accepted hazardous waste. Hazardous waste that is accepted includes chemical bottles, acids and caustics, batteries, light bulbs, motor oil, pesticides, and solvents.43 41Contra Costa County. 2018. Contra Costa County Hazard Mitigation Plan. 42Contra Costa County. 2018. Emergency Operations Plan. Available:
https://www.cocosheriff.org/home/showpublisheddocument/168/637284267426930000 (accessed November 2022) 43 Contra Costa County. 2022. Available:: http://www.co.contra-costa.ca.us/depart/cd/recycle/options/v5951.htm

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Contra Costa County Ordinance Code
Division 450, Hazardous Materials and Wastes, of the Contra Costa County Ordinance Code provides regulations regarding hazardous material response plans, inventories, underground storage, and risk management. In part, this County Ordinance Code division requires that any business that handles a specific quantity of hazardous materials establish a business plan for emergency response to a release or threatened release of a hazardous material.

California has developed an emergency response plan to coordinate emergency services provided by federal, State, and local governments and private agencies. Responding to hazardous-materials incidents is one part of this plan. The plan is administered by the California Governor’s Office of Emergency Services, which coordinates the responses of other agencies. The Contra Costa County Office of the Sheriff: Emergency Services Division coordinates response to emergencies in the County. Emergency response team members respond and work with local fire and police agencies, emergency medical providers, the California Highway Patrol, CAL FIRE, CDFW, and Caltrans.

Buchanan Field Airport Land Use Compatibility Plan (ALUCP) The purpose of the Contra Costa County Airport Land Use Compatibility Plan (ALUCP) is to establish procedures and criteria by which, in accordance with the California State Aeronautics Act:

1.1.1. Contra Costa County Airport Land Use Commission (ALUC) — The ALUC:
a) Shall review proposed land use development in Contra Costa County and affected cities within the county for compatibility with airport activity.
b) Shall review certain types of airport development proposals which are also subject to ALUC review and are addressed by the Plan.

1.5.1. Actions Which Always Require ALUC Review — As required by state law, the following types of actions shall be referred to the ALUC for determination of consistency with the ALUCP prior to their approval by the local jurisdiction:
1) The adoption or approval of any amendment to a general or specific plan affecting the property within an airport influence area (State Aeronautics Act Section 21676(b)).

1.5.3. Major Land Use Actions — The scope or character of certain proposed major land use actions, as listed below, is such that their compatibility with airport activity is a potential concern.

Even though these actions may be basically consistent with the local general plan or specific plan, sufficient detail may not be known to enable a full airport compatibility evaluation at the time that the general plan or specific plan is reviewed. To enable better assessment of compliance with the compatibility criteria set forth herein, ALUC review of these actions may be warranted.

Depending upon the circumstances indicated in Countywide Policy 1.5.3 above, such reviews may be either required or requested.
(a) For the Buchanan Field Airport environs:
2) Actions affecting land uses within the composite 55 dB CNEL noise contour or any Safety Zone (see Figures 3B and 3C in Chapter 3 of the ALUCP):
 Proposed residential development, including land divisions, consisting of 20 or more acres and 5 or more lots.
 Any discretionary development proposal for projects having a building floor area of 20,000 square feet or greater.

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3) Additionally:
 Within Safety Zones 3 or 4: Any proposal for new development (including buildings, antennas, and other structures) more than 50 feet tall.

Pleasant Hill General Plan
The current Pleasant Hill General Plan contained policies related to hazards, hazardous materials, and wildfire, but they would be replaced by the proposed 2040 General Plan.

3.7.4 Impacts and Mitigation Measures
Significance Criteria
The City of Pleasant Hill utilizes the following 2022 CEQA Guidelines Appendix G significance criteria questions related to hazards/hazardous materials and wildfire.

Would the 2040 General Plan:
a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials?
b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment?
c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school? d) Be located on a site that is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would create a significant hazard to the public or the environment?
e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, result in a safety hazard or excessive noise for people residing or working in the project area? f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan?
g) Expose people or structures, either directly or indirectly, to a significant risk of loss, injury, or death involving wildland fires?
h) If located in or near State responsibility areas or lands classified as Very High Fire Hazard Severity Zones:

1. Substantially impair an adopted emergency response plan or emergency evacuation plan?

2. Due to slope, prevailing winds, and other factors, exacerbate wildfire risks, and thereby expose occupants to, pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire?

3. Require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment?

4. Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes?

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Approach to Analysis
Environmental impacts related to hazards and hazardous materials and wildfire have been assessed using impact significance criteria from federal, State, and local regulations. The impact analysis is based on available literature regarding the existing plans, policies, and resources in the General Plan area. Criteria used during this analysis are described below.

Hazards (specific to Hazardous Materials Upset and Exposure Risk) This evaluation focuses on whether the proposed plan would result in changes to the physical environment that would cause or exacerbate adverse effects related to the use, transportation, disposal, accidental release, or emission of hazardous materials. Potential construction-related and operational impacts from existing hazardous materials in soils, sediments, groundwater, surface water, and structures are evaluated using available information from the Department of Toxic Substances Control and the State Water Resources Control Board.

Hazards (specific to Aviation Safety and Noise Exposure Risk) The airport safety zones and noise contours for the Buchanan Field Airport with respect to the Pleasant Hill area were utilized to determine potential impacts from exposure to aviation-related hazards and noise.

Emergency Evacuation and Response
The City does not have significance thresholds related to emergency access. The City Municipal Code adopts the California Fire Code. The evaluation includes a determination of whether the changes to the physical environment caused by the proposed plan would impair or interfere with emergency response plans.

In addition, pursuant to California Attorney General Best Practices for Analyzing and Mitigating Wildfire Impacts of Development Projects Under the California Environmental Quality Act, this evaluation assesses whether projects located in or near State responsibility areas or lands classified as very high fire hazard severity zones would substantially impair an adopted emergency response plan or emergency evacuation plan.

Wildfire Exposure Risk
The California Department of Forestry and Fire Protection Hazard Severity Maps were consulted in determining Pleasant Hill’s proximity to State Responsibility Areas or lands classified as very high fire hazard severity zones. Impacts related to wildfire hazards and risks were evaluated using FHSZ mapping for Contra Costa County, aerial imagery, and topographic mapping. Additionally, weather patterns related to prevailing winds and precipitation trends were evaluated as they relate to the spread and magnitude of wildfire. It was assessed whether the proposed plan would risk exacerbating those existing environmental conditions or causing new direct, indirect, or cumulative impacts to other aspects of the environment.

California Attorney General Best Practices for Analyzing and Mitigating Wildfire Impacts of Development Projects Under the California Environmental Quality Act restates the CEQA requirement that an EIR analyze “any significant environmental effects the project might cause or risk exacerbating by bringing development and people into the are affected,” including by locating development in wildfire risk areas. As such, this evaluation assesses whether projects located in or near State responsibility areas or lands classified as very high fire hazard severity zones would

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exacerbate wildfire risks, and thereby expose people or structures to significant risks during or post wildfire event; require the installation of emergency-related infrastructure; or result in temporary or ongoing impacts to the environment.

EIR Scoping Comments Consideration
This section also addresses comments received from the Department of Toxic Substances Control in response to the EIR NOP related to hazardous waste, hazardous materials, and presence of hazardous materials and are discussed in the impact analysis below in Impact HAZ-1 and HAZ-2.

Specific Significance Thresholds
For purposes of this analysis, the following thresholds are used to evaluate the significance of hazards/hazardous materials and wildfire impacts resulting from implementation of the proposed plan.
 Routine transport, use, and/or dispose of hazardous materials in a manner that would create a significant hazard to the public or the environment.
 Regular transport of hazardous materials to/from the plan areas on an unsuitable road or use of highly volatile hazardous materials, which would create a significant hazard to the public or the environment.
 Location of new development within 0.25 mile of an existing or proposed school in conjunction with hazardous emissions or handle hazardous materials, waste, or substances.  Location of new development on a hazardous materials sites lists such as CalEPA, California Facility Inventory Database (CA FID) UST and State Water Efficiency and Enhancement Program (SWEEP), HAZNET, California DTSC EnviroStor, BAAQMD, and/or the SWRCB GeoTracker regulated facilities databases for files related to possible Recognized Environmental Conditions.  Location of new development within an airport land use plan or within two miles of a public airport and reduction of safety of people working or residing in the plan areas.  Impairing implementation of or interfere with an adopted emergency response plan or emergency evacuation plan via blockage of an evacuation route or provision of only one access point for emergency vehicles.
 Placement of housing or offices in a designated WUI zone or proximate to unmanaged open space area that is susceptible to wildfires.
 Impaired implementation of or interference with an adopted emergency response plan or emergency evacuation plan via blockage of an evacuation route or provision of only one access point for emergency vehicles.
 Location of new development in or near area of steep slopes, high-wind areas, or historical wildfire burn areas leading to greater wildfire risk and, thereby, exposing occupants to smoke and other wildfire-related air pollutants.
 Installation or maintenance of roads, fuel breaks, emergency water sources, electrical power lines, or natural gas lines that may exacerbate fire risk.  Location of new development in or near area of wildfire-scarred slopes or altered drainage areas and, thereby, exacerbating flooding and landslide hazards.

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Impact Evaluation
Hazardous Materials Upset and Exposure
Significance Criterion a: Would the proposed plan create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials?
Significance Criterion b: Would the proposed plan create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment?
Significance Criterion c: Would the proposed plan emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within 0.25 mile of an existing or proposed school?
Impact HAZ-1 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN COULD RESULT IN THE RELEASE OF POTENTIALLY HAZARDOUS MATERIALS, WHICH MAY OCCUR WITHIN 0.25 MILE OF A SCHOOL. HOWEVER,

COMPLIANCE WITH LOCAL, REGIONAL, STATE, AND FEDERAL REGULATIONS RELATED TO HAZARDOUS MATERIALS WOULD MINIMIZE THE RISK OF RELEASES AND EXPOSURE TO THESE MATERIALS. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

The use of hazardous materials is typically associated with industrial land uses. Activities such as manufacturing, plating, cleaning, refining, and finishing, frequently involve chemicals that are considered hazardous when accidentally released into the environment.

To a lesser extent, hazardous materials may also be used by various commercial enterprises, as well as residential uses. In particular, dry cleaners use cleaning agents considered to be hazardous materials. Hardware stores typically stock paints and solvents, as well as fertilizers, herbicides, and pesticides. Swimming pool supply stores stock acids, algaecides, and caustic agents. Most commercial businesses occasionally use commonly available cleaning supplies that, when used in accordance with manufacturers’ recommendations, are considered safe by the State of California, but when not handled properly can be considered hazardous. Private residences also use and store commonly available cleaning materials, paints, solvents, swimming pool and spa chemicals, as well as fertilizers, herbicides, and pesticides.

If improperly handled, hazardous materials can result in public health hazards through human contact with contaminated soils or groundwater, or through airborne releases in vapors, fumes, or dust. There is also the potential for accidental or unauthorized releases of hazardous materials that would pose a public health concern. The use, transport, and disposal of hazardous materials and wastes are required to occur in accordance with Federal, State, and local regulations. In accordance with such regulations, the transport of hazardous materials and wastes can only occur with transporters who have received training and appropriate licensing. Additionally, hazardous waste transporters are required to complete and carry a hazardous waste manifest, which includes forms, reports, and procedures designed to seamlessly track hazardous waste.

Additional protective regulations apply to projects that could use or disturb potentially hazardous products near or at schools. The California Public Resources Code requires projects that would be located within 0.25 mile of a school and might reasonably be expected to emit or handle hazardous

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materials to consult with the school district regarding potential hazards. Numerous day care facilities, charter schools, and private schools are also located throughout Pleasant Hill.

Construction
Construction associated with the 2040 General Plan would primarily consist of infill and development construction throughout Pleasant Hill. Infill and development construction can involve demolition of existing structures. Demolition could result in emission of lead and asbestos if building materials contain these substances. However, lead-based materials and asbestos exposure are regulated by the CalOSHA. CCR Section 1532.1 requires testing, monitoring, containment, and disposal of lead-based materials such that exposure levels do not exceed CalOSHA standards. Under this rule, construction workers (and by extension, neighboring properties) may not be exposed to lead at concentrations greater than 50 micrograms per cubic meter of air averaged over an eighthour period and exposure must be reduced to lower concentrations if the construction workday exceeds eight hours. Similarly, CCR Section 1529 sets requirements for asbestos exposure assessments and monitoring, methods of complying with exposure requirements, safety wear, communication of hazards, and medical examination of workers.

The control of asbestos during demolition or renovation of buildings is regulated under the Federal Clean Air Act. The Federal Clean Air Act requires a thorough inspection for asbestos where demolition will occur and specifies construction work practices to control emissions, such as removing all asbestos-containing materials, adequately wetting all regulated asbestos-containing materials, sealing the material in leak tight containers and disposing of the asbestos-containing waste material as expediently as practicable.
44 Compliance with applicable standards would ensure
construction impacts related to hazardous materials, specifically asbestos, release would be less than significant.

Friable ACMs are regulated as a hazardous air pollutant under the Clean Air Act. As a construction worker safety hazard, they are also regulated under the authority of CalOSHA and by the Bay Area Air Quality Management District. In structures that would be demolished, any ACMs would be abated in accordance with State and Federal regulations prior to the start of demolition or renovation activities and in compliance with all applicable existing rules and regulations, including the Bay Area Air Quality Management District. These programs would ensure that asbestos removal would not result in the release of hazardous materials to the environment that could impair human health. As such, construction impacts related to hazardous materials, specifically ACMs, release would be less than significant.

Fluorescent lighting ballasts manufactured prior to 1978, and electrical transformers, capacitors, and generators manufactured prior to 1977, may contain PCBs. In accordance with the Toxic Substances Control Act and other federal and State regulations, individual projects would be required to properly handle and dispose of electrical equipment and lighting ballasts that contain PCBs during demolition of older buildings, ensuring that construction impacts related to hazardous materials, specifically PCBs, release would be less than significant.

The use of construction machinery would involve the transport, use, and disposal of hazardous materials such as paints, solvents, oils, grease, and caulking. Additionally, hazardous materials would be needed for fueling and servicing construction equipment. These types of hazardous materials are not acutely hazardous, and all storage, handling, use, and disposal of these materials 44 USEPA. 2021. Asbestos Laws and Regulations. Available: https://www.epa.gov/asbestos/asbestos-laws-and-regulations (accessed April 2022)

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are regulated by County, State, and Federal regulations and compliance with applicable standards discussed under Section 3.7.3, Regulatory Framework, would ensure construction impacts related to the transport, use, and disposal of hazardous materials would be less than significant.

Compliance with existing applicable regulations and policies would minimize risks from routine use, transport, handling, storage, disposal, and release of hazardous materials during construction.

Oversight by the appropriate federal, State, and local agencies and compliance by new development with applicable regulations related to the handling and storage of hazardous materials would minimize the risk of the public’s potential exposure to these substances. There are ten schools located within the General Plan area. Four of these schools, as shown in Figure 3.11-2 of Section

3.11, Public Services and Recreation, are located near an identified hazardous materials transportation route. Transport of hazardous materials along the I-680 and Contra Costa Boulevard routes would be subject to Federal, state, and local regulations as discussed under Section 3.7.3, Regulatory Framework, that would reduce potential impacts of hazardous materials releases proximate to schools. Therefore, 2040 General Plan construction impacts related to a hazard to the public or the environment through routine transport, use or disposal of hazardous materials or reasonably foreseeable upset and/or accidental release of hazardous materials, including within

0.25 mile of a school, would be less than significant.

Operation
Development facilitated by the 2040 General Plan would result in the addition of residential units and commercial, office, school, semi-public, and industrial development throughout Pleasant Hill.

Housing and other residential uses do not utilize substantial quantities of hazardous materials and, thereby, pose little risk of exposing the public to hazardous materials. Commercial, office, and semipublic development would be subject to compliance with CCR, Cal OSHA, and other agencies to ensure hazardous materials risks to the public are minimized during operational use and transport as well.

The proposed plan would facilitate residential, commercial, office, school, semi-public, and industrial development in the vicinity of some existing schools. However, the various land uses facilitated by the 2040 General Plan would be required to comply with applicable laws and regulations for the handling of hazardous materials. These land uses would not emit large quantities of hazardous materials or substances. Development of sites within Pleasant Hill may have preexisting contamination and would be remediated through coordination with the appropriate regulatory agency pursuant to federal, State, and local regulations as listed in Section 3.7.3, Regulatory Framework.

Compliance with existing applicable regulations and policies would minimize risks from routine use, transport, handling, storage, disposal, and release of hazardous materials. Oversight by the appropriate federal, State, and local agencies and compliance by new development with applicable regulations related to the handling and storage of hazardous materials would minimize the risk of the public’s potential exposure to these substances. While I-680 and Contra Costa Boulevard are located near four schools, transport of hazardous materials along these routes would be subject to federal, State, and local regulations as listed in Section 3.7.3, Regulatory Framework, that would reduce potential impacts of releases proximate to schools. Therefore, 2040 General Plan operational impacts related to a hazard to the public or the environment through routine transport, use or disposal of hazardous materials or reasonably foreseeable upset and/or accidental release of hazardous materials, including within 0.25 mile of a school, would be less than significant.

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Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation
Hazardous Materials Site Risks
Significance Criterion d: Would the proposed plan be located on a site that is included on a list of hazardous material sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment?
Impact HAZ-2 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN COULD RESULT IN DEVELOPMENT ON SITES CONTAMINATED WITH HAZARDOUS MATERIALS. HOWEVER, COMPLIANCE WITH

APPLICABLE REGULATIONS RELATING TO SITE REMEDIATION WOULD MINIMIZE IMPACTS FROM DEVELOPMENT ON CONTAMINATED SITES, RESULTING IN A LESS THAN SIGNIFICANT IMPACT.

Construction
Given that potential construction sites are required by DTSC and the Regional Water Quality Control Board to be remediated and/or capped in a manner deemed appropriate by the responsible agency prior to construction activities occurring, construction impacts would be reduced through federal, State, and local regulations. Therefore, the 2040 General Plan would not create a hazard to the public or environment during construction, and impacts related to locating buildings within the General Plan area on a hazardous materials site per Government Code Section 65962.5 would be less than significant.

Operation
Existing sites that use or have previously used hazardous materials or that may contain contaminants in soils or groundwater in Pleasant Hill include large- and small-quantity generators of hazardous waste, such as gas stations, dry cleaners, and industrial uses. Specifically, there are 10 sites containing or potentially containing hazardous materials contamination located in Pleasant Hill, five of which are located along northwestern Contra Costa Boulevard, one along southeastern Contra Costa Boulevard north of Gregory Lane, two are located in the southeastern area of the city along Vincent Road north of Mayhew Way, and the last two are located along Hookston Road in the southeastern area of Pleasant Hill. Potential development facilitated by the 2040 General Plan on identified hazard sites would be preceded by investigation, remediation, and cleanup under the supervision of the Regional Water Quality Control Board, the Contra Costa Health Services, or DTSC, before any development activities could begin as currently required by federal, State, and local regulations. The agency responsible for oversight would determine the types of remediation and cleanup required and could include excavation and off-haul of contaminated soils, installation of vapor barriers beneath habitable structures, continuous monitoring wells onsite with annual reporting requirements, or other mechanisms to ensure the site does not pose a health risk to workers or future occupants. Compliance with the following 2040 General Plan Hazards and Safety Element goals and policies would also apply to future development facilitated by the 2040 General Plan:

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Goal HS-8 Reduce the exposure to hazardous substances and the resulting potential for injuries, economic and social displacement, and loss of life.

HS-8.1 Hazardous Materials Business Plans. Monitor and regulate hazardous materials by requiring the preparation and periodic updating Hazardous Materials Business Plans for and periodic inspections of all businesses in the city that handle, store, use, or transport hazardous materials.

HS-8.2 Water and Air Supply Protection. Work with public agencies and private organizations to identify and eliminate hazardous material releases into the water and air supply.

HS-8.3 Site Assessment Requirement. Require Phase I Site Assessments for projects on all properties where toxins could occur.

HS-8.4 Alternative Practices. Minimize the use of toxic and hazardous materials in Pleasant Hill, promoting sustainable materials and practices where possible.

HS-8.5 Household Hazardous Waste. Expand and promote household hazardous waste programs to safely dispose of items such as paint, gasoline, engine oil, batteries, and cleaners.

HS-8.6 Hazardous Material Transportation Routes. Work with appropriate agencies to identify and require all transport of hazardous materials to follow approved routes.

It is also possible that underground storage tanks (UST) in use prior to permitting and record keeping requirements may be present in the General Plan area. If an unidentified UST were uncovered or disturbed during construction activities, it would be removed under permit from the City; if such removal would potentially undermine the structural stability of existing structures, foundations, or impact existing utilities, the tank might be closed in place without removal. Tank removal activities could pose both health and safety risks, such as the exposure of workers, tank handling personnel, and the public to tank contents or vapors. Potential risks, if any, posed by USTs would be minimized by managing the tank according to existing standards contained in Division 20, Chapters 6.7 and 6.75 (UST Program) of the California Health and Safety Code as enforced and monitored by the Environmental Programs Division.

The extent to which groundwater may be affected by an UST or other potential contamination source, if at all, depends on the type of contaminant, the amount released, the duration of the release, distance from source, and depth to groundwater. If groundwater contamination is identified, characterization of the vertical and lateral extent of the contamination and remediation activities would be required by the Regional Water Quality Control Board prior to the commencement of any new construction activities that would disturb the subsurface. If contamination exceeds regulatory action levels, the developer would be required to undertake remediation procedures prior to grading and development under the supervision of the Regional Water Quality Control Board, depending upon the nature of any identified contamination.

Compliance with existing State and local regulations would result in the 2040 General Plan not increasing the likelihood for development of identified hazard sites compiled pursuant to Government Code Section 65962.5. Therefore, the 2040 General Plan would not create a hazard to the public or environment during operation, and impacts related to locating buildings within the General Plan area on a hazardous materials site per Government Code Section 65962.5 would be less than significant.

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Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation
Aviation Hazards
Significance Criterion e: For location within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the proposed plan result in a safety hazard or excessive noise for people residing or working in the plan areas?
Impact HAZ-3 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD NOT RESULT IN SIGNIFICANTLY INCREASED AIRPORT AND AIRSTRIP ACTIVITY. COMPLIANCE WITH STATE AND FEDERAL REGULATIONS, CONTRA COSTA AIRPORT LAND USE COMPATIBILITY PLAN, AND PROPOSED 2040 GENERAL

PLAN POLICIES WOULD MINIMIZE SAFETY HAZARDS AND DISTURBANCE TO PEOPLE RESIDING OR WORKING WITHIN PROXIMITY OF THE BUCHANAN FIELD AIRPORT. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
Construction equipment would be required to comply with all ALUCP height limits and other safety requirements. Impacts related to safety hazards and excessive noise for people residing or working the plan areas are limited to operational impacts. No respective construction impacts would occur.

Operation

AVIATION SAFETY HAZARDS EXPOSURE
The Buchanan Field Airport is a public airport that has a recently renovated runway, aviation services and facilities, emergency response services, access to Bay Area transportation and business centers, and related transportation amenities. The northeast portion of the city is located within Safety Zones 3 and 4.

Further, individual projects as a result of development facilitated by the 2040 General Plan would be subject to all development standards if projects are located within Safety Zone 4, in the northeastern portion of the city, and other policies contained within the Contra Costa County Airport Land Use Compatibility Plan intended to reduce land use conflicts with airport operations.

Such measures are required for the Buchanan Field Airport.

The following policies from the 2040 General Plan would serve to reduce aviation safety hazard associated with operation of the Buchanan Field Airport:

Goal HS-6 Ensure that airport operations do not adversely affect quality of life and safety for residents.

Policy HS-6.1 Airport Land Use Compatibility Plan Adherence. Ensure consistency with the County Airport Land Use Compatibility Plan development restrictions.

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Policy HS-6.2 Airport Coordination. Coordinate with Buchanan Field Airport on land use considerations where compatibility issues may occur on the border of the airfield.

Compliance with these 2040 General Plan policies and the Buchanan Field Airport ALUCP goals and policies would reduce operational impacts related to aviation safety hazards to less than significant.

EXCESSIVE AVIATION NOISE EXPOSURE
A significant impact would occur if a project would expose people residing or working in the project area to excessive noise levels for a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport.

Development facilitated by the 2040 General Plan would not be expected to significantly increase airport activities and airport noise. Existing requirements for airports would reduce the noise impacts of airport activity on residents and workers. Title 21 of the California Code of Regulations establishes noise standards for airports and the responsibilities of the regional Airport Land Use Commissions, which prepare land use compatibility plans with thorough evaluations of airport noise as detailed in Section 3.10, Noise. Additionally, the Federal Aviation Administrative Regulation Part 150 Airport Noise Compatibility Program is designed to reduce the effect of airport noise on the surrounding communities as airports expand.

The Buchanan Field Airport is a public airport that has a recently renovated runway, aviation services and facilities, emergency response services, access to Bay Area transportation and business centers, and related transportation amenities. Development facilitated by the 2040 General Plan is not expected to directly increase airport activities and airport noise. Existing requirements for airports would reduce the noise impacts of airport activity on residents and workers. Title 21 of the California Code of Regulations establishes noise standards for airports and the responsibilities of the regional Airport Land Use Commissions, which prepare land use compatibility plans with thorough evaluations of airport noise, as described above in Section 3.10, Noise. Additionally, the Federal Aviation Administrative Regulation Part 150 Airport Noise Compatibility Program is designed to reduce the effect of airport noise on the surrounding communities as airports expand.

Further, individual projects as a result of development facilitated by the 2040 General Plan would be subject to all development standards if the project is located within Safety Zone 4 of the Buchanan Field Airport, and other policies contained within the Contra Costa County Airport Land Use Compatibility Plan intended to reduce land use conflicts with airport operations. Such measures are required for the Buchanan Field Airport, which are outlined in Section 3.10, Noise.

As required by General Plan 2040 Policy HS-7.1, new development would be required to be designed and constructed to meet acceptable noise level standards adopted by the City.

Additionally, as required by Policy HS-7.2, noise impacts from new development would be evaluated based on the potential for significant increases in noise levels and compliance with acceptability standards. Acoustical design features would be required, if necessary, to comply with City noise standards. Program O of the Hazards and Safety Element also requires the establishment of acoustical study requirement areas which would determine when acoustical studies shall be required for sensitive land uses.

Lastly, the following proposed 2040 General Plan Hazards and Safety Element policies would reduce noise from the Buchanan Field Airport.

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Goal HS-6 Ensure that airport operations do not adversely affect quality of life and safety for residents.

Policy HS-6.1 Airport Land Use Compatibility Plan Adherence. Ensure consistency with the County Airport Land Use Compatibility Plan development restrictions.

Policy HS-6.2 Airport Coordination. Coordinate with Buchanan Field Airport on land use considerations where compatibility issues may occur on the border of the airfield.

With the aforementioned requirements in place and implementation of proposed 2040 General Plan policies and programs, Buchanan Field Airport activity would not expose residents and workers in the General Plan area to excessive noise levels. Therefore, 2040 General Plan operational impacts related to consistency with land use compatibility standards would be less than significant.

Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation
Emergency Response and Evacuation Plans Consistency
Significance Criterion f: Would the proposed plan impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan?
Significance Criterion h: If located in or near State responsibility areas or lands classified as very high fire hazard severity zones, would the proposed plan:

1. Substantially impair an adopted emergency response plan or emergency evacuation plan?
Impact HAZ-4 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD RESULT IN ADDITIONAL POPULATION AND VEHICLE MILES TRAVELED IN THE CITY. THE PROPOSED PLAN COULD RESULT IN CHANGES TO

EMERGENCY EVACUATION ROUTES OR WOULD SUBSTANTIALLY INCREASE ROADWAY CONGESTION SUCH THAT THE USE OF AN EVACUATION ROUTE WOULD BE HINDERED. IMPACTS WOULD BE SIGNIFICANT AND UNAVOIDABLE.

Construction
Potential construction related to implementation of the 2040 General Plan is expected to entail construction equipment and vehicles that would access and leave the plan area, which in turn could potentially temporarily impede evacuation or emergency vehicle access. However, as discussed under Impact TRA-4 in Section 3.12, Transportation, the proposed plan would result in less than significant impacts related to emergency vehicle access. In addition, the proposed plan would comply with the Contra Costa County Emergency Operation Plan and Contra Costa County Local Hazard Mitigation Plan, ensuring efficient response to emergency incidents associated with emergencies affecting Pleasant Hill. In addition, future projects that would undergo project-level CEQA review would prepare a construction management plan to ensure adequate transportation

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circulation and access throughout the construction period. Therefore, construction impacts related to emergency response and evacuation would be less than significant.

Operation
Contra Costa County implements the Contra Costa County EOP, which addresses the response to emergency incidents associated with emergencies affecting Contra Costa County, including Pleasant Hill. The County EOP establishes the emergency management organization for emergency response, establishes operational concepts associated with emergency management, and provides a flexible platform for planning emergency response in the County. Consistent with the County EOP goals (Save Lives, Protect Property, Preserve the Environment, and Restore Essential Services) and objectives (Mitigate Hazards, Meet Basic Human Needs, Address Needs of People with Disabilities and Others with Access and Functional Needs, and Support Community and Economic Recovery), development facilitated by the 2040 General Plan would provide two vehicle access points and adequate fire truck and apparatus turning radii and clearance for purposes of adequate emergency access and response within Pleasant Hill. As such, implementation of emergency response and evacuation procedures would not be affected as a result of development facilitated by the 2040 General Plan. Compliance with the following 2040 General Plan Hazards and Safety Element policies and program would reduce potential impediment of implementation of wildfire emergency response and evacuation:

HS-3.8 Adequate Water Pressure. Coordinate with local water districts to seek funding and implement the necessary infrastructure upgrades to provide adequate water pressure to supply required fire suppression systems in existing and future development projects.

HS-3.11 Evacuation Routes. The City shall collaborate with Contra Costa County and neighboring cities as a part of the next Multijurisdictional Hazard Mitigation Plan update to identify evacuation routes in the event of wildfires or other natural disasters in compliance with AB 747 and SB 99.

Hazards and Safety Element Implementation Programs
Program H Contra Costa County Multijurisdictional Hazard Mitigation Plan. The City shall actively participate in the next update of the Contra Costa Multijurisdictional Hazard Mitigation Plan that, among other outcomes, will identify evacuation routes in the city in compliance with AB 747 and SB 99.

These 2040 General Plan policies requiring adequate fire suppression water pressure and identified wildfire evacuation routes as well as the County EOP would ensure coordination among federal, State, and local plans and agencies, adequate public and interagency communication during hazard events, and providing evacuation assistance for those with limited mobility or lack of access to a vehicle for evacuation.

The 2040 General Plan does not propose physical changes such as realigned or closed-off roadways or changes in general transportation circulation and access that would interfere or impair emergency response or evacuation within or through the plan areas. As such, the proposed plan would also not result in changes to emergency evacuation routes such that use of an evacuation route, including I-680 and SR-24, would be hindered.

Development facilitated by the proposed plan would accommodate future population growth and would increase vehicle miles traveled in the City. This could lead to increased roadway congestion

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during emergency evacuations. However, the City would review and approve projects within the plans areas to ensure that emergency access meets City standards. Development facilitated by the proposed plan would also comply with road standards and are reviewed by the Contra Costa County Fire Protection District to ensure development would not interfere with evacuation routes and would not impede the effectiveness of evacuation plans.

Although the 2040 General Plan includes policies and programs that would address emergency response and emergency evacuation, guidance resulting from compliance with AB 747 and SB 99 is not currently available. As such, the 2040 General Plan operational impacts related to impairment of an adopted emergency response plan or emergency evacuation plan would be significant and unavoidable and no feasible mitigation would reduce this impact.

Mitigation Measures
No feasible mitigation exists.

Level of Significance
Significant and unavoidable
Wildfire Exposure/Exacerbation Risk
Significance Criterion g: Would the proposed plan expose people or structures, either directly or indirectly, to a significant risk of loss, injury, or death involving wildland fires?
Significance Criterion h: If located in or near State responsibility areas or lands classified as very high fire hazard severity zones, would the proposed plan:

2. Due to slope, prevailing winds, and other factors, exacerbate wildfire risks and thereby expose project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire?

3. Require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment?

4. Expose people or structures to significant risks, including downslopes or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes?
Impact HAZ-5 PLEASANT HILL IS NOT LOCATED WITHIN OR NEAR A VERY HIGH FIRE HAZARD SEVERITY ZONE OR STATE RESPONSIBILITY AREA; HOWEVER, PORTIONS OF PLEASANT HILL ARE LOCATED IN AND NEAR A HIGH FIRE HAZARD SEVERITY ZONE, A LOCAL RESPONSIBILITY AREA, AND AREAS OF VEGETATED OPEN SPACE.

COMPLIANCE WITH APPLICABLE CODES AND REGULATIONS WOULD NOT FULLY REDUCE THE RISK OF LOSS, INJURY, OR DEATH FROM WILDFIRE ASSOCIATED WITH 2040 GENERAL PLAN DEVELOPMENT. THIS IMPACT WOULD BE SIGNIFICANT AND UNAVOIDABLE EVEN WITH MITIGATION.

Construction
Impacts related to wildfire hazard risks affecting people, structures, or emergency response and evacuation plans are limited to operational impacts. No construction impacts would occur.

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Operation
Pleasant Hill (i.e., the General Plan area) contains some steep terrain and is located near open space areas in the westernmost portion. Briones Regional Park directly abuts the western edge of the General Plan area. Pleasant Hill is not located in or near a Very High Fire Hazard Severity Zone in or near45 a State Responsibility Area (VHFHSZ); the nearest VHFHSZ in a State Responsibility Area is located approximately four miles west of the General Plan area. However, there is a high fire hazard severity zone in a Local Responsibility Area located within the southwestern portion of Pleasant Hill City Limits and in areas adjacent to City Limits within the Pleasant Hill Sphere of Influence and further to the west.

Development facilitated by the 2040 General Plan would be subject to the California Fire Code, which includes safety measures to minimize the threat of fire such as noncombustible or ignition-resistant building materials for exterior from the surface of the ground to the roof system and sealing any gaps around doors, windows, eaves, and vents to prevent intrusion by flame or embers. Fire sprinklers would also be required in residential developments pursuant to the Contra Costa County Code and Chapter 14.05 of the Pleasant Hill Municipal Code. Construction would also be required to meet CBC requirements, including CCR Title 24, Part 2, which includes specific requirements related to exterior wildfire exposure. In addition, the Board of Forestry, via CCR Title 14, sets forth the minimum development standards for emergency access, fuel modification, setback, signage, and water supply; this help prevent loss of structures or life by reducing access limitations for purposes of accessing and suppressing wildfire locations. Furthermore, the Board of Forestry, via CCR Title 14, sets forth the minimum development standards for emergency access, fuel modification, setback, signage, and water supply, which help prevent loss of structures or life by reducing wildfire hazards.

Section 3.13, Utilities and Service Systems, discusses the Urban Water Management Plans for both CCWD and EBMUD and determined that there are sufficient water supplies to accommodate the anticipated population growth throughout their respective service areas according to ABAG Plan Bay Area 2040 projections. In addition, the General Plan area is located in urbanized parts of both the CCWD and EBMUD service areas. As discussed under Impact UTIL-2, there would be sufficient water supplies available to serve the 2040 General Plan and reasonably foreseeable future development during normal, dry, and multiple dry years. In compliance with the California Fire Code, Part 9 of the California Building Standards Code (CBC), development facilitated under both plans would follow standards for fire safety such as fire flow requirements for buildings, fire hydrant location, and distribution criteria. Additionally, the 2040 General Plan Safety Element includes proposed Policy PFS-1.6 that requires coordination with water providers to maintain adequate water supply for the community. Other impacts related to wildfire that would result from specific project development characteristics would be considered when the City reviews those specific development proposals.

In addition, compliance with the following 2040 General Plan Hazards and Safety Element policies would also help reduce potential wildfire risk to people and structures and wildfire exacerbation:

Goal HS-3 Minimize the threat to people, property, and the environment from fire hazards.

HS-3.1 Fire Protection District Enhancement. Enhance the ability of the Contra Costa County Fire Protection District to respond to and suppress fires.

HS-3.2 Weed abatement and Fire-Resistant Landscaping. Require annual weed and other fuel abatement and promote the installation of fire-resistant landscaping in new and existing development.
45 For purposes of this EIR analysis, “near” is defined as within two miles.

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HS-3.3 Homeowner Education. Educate homeowners of defensible space requirements and recommendations per Cal Fire, including programs to aid in removal of excess vegetation and improve home wildfire resiliency.

HS-3.4 Fire Safety Improvements. Develop guidelines for fire safety improvements for existing and new commercial buildings and encourage upgrades where possible.

HS-3.5 Defensible Space Inspections. Coordinate with the Contra Costa County Fire Protection District to require annual home and business inspections to ensure proper defensible space is maintained at properties near grasslands and very high wildfire hazard severity zones.

HS-3.6 Interjurisdictional Coordination. Coordinate with the Contra Costa County Fire Protection District, East Bay Regional Park Fire Department, and other neighboring fire departments to reduce fire hazards and promote fire safety in and around Pleasant Hill.

HS-3.7 Contra Costa County Hazard Mitigation Plan. Ensure the Contra Costa County Hazard Mitigation Plan as it applies to Pleasant Hill is up to date with changes in State hazard legislation and lessons learned from recent wildfire related disasters.

HS-3.9 Weed and Fuel Abatement. Coordinate with landowners to ensure that weed and other fuel abatement occurs in an effective and timely manner.

HS-3.10 Municipal Code Maintenance. Ensure the Pleasant Hill Municipal Code is kept up to date on State and Federal requirements, best practices, and City processes regarding wildfire prevention design standards and requirements.

Nonetheless, given that the General Plan area and adjacent areas have some areas of steep terrain surrounded by or containing vegetation and that proposed plan could result in additional aboveground electrical lines to serve increased development, development facilitated by the 2040 General Plan could be prone to and exacerbate wildfires. And with California experiencing severe drought, the open space areas in and adjacent to Pleasant Hill can experience higher fuel loads in the form of dry vegetation, and higher fuel loads combined with winds could result in the spread of wildfire to proximate development within the General Plan area. Existing codes and regulations cannot guarantee that wildfires would not occur or damage structures and harm occupants. This represents a significant wildfire exposure and exacerbation risk impact. With implementation of Mitigation Measures HAZ-1, HAZ-2, and HAZ-3, the risk of loss of structures and the risk of injury or death due to wildfires would be reduced. These measures would make structures more fire resistant and less vulnerable to loss in the event of a wildfire as well as reduce the potential for construction to inadvertently ignite a wildfire. However, even with mitigation, it is not possible to prevent a significant risk of wildfires or fully protect people and structures from the risks of wildfires.

Therefore, the 2040 General Plan operational impact related to wildfire exposure and exacerbation risk would be significant and unavoidable.

Mitigation Measures
MITIGATION MEASURE HAZ-1: ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY FOR

CONSTRUCTION WILDFIRE RISK REDUCTION
The City shall include a new 2040 General Plan Hazards and Safety Element policy as follows:

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The City shall require the following measures during project construction:

1. Construction activities with potential to ignite wildfires shall be prohibited during red-flag warnings issued by the National Weather Service for the site. Example activities include welding and grinding outside of enclosed buildings.

2. Fire extinguishers shall be available onsite during project construction. Fire extinguishers shall be maintained to function according to manufacturer specifications. Construction personnel shall receive training on the proper methods of using a fire extinguisher.

3. Construction equipment powered by internal combustion engines shall be equipped with spark arresters. The spark arresters shall be maintained pursuant to manufacturer recommendations to ensure adequate performance.

At the City’s discretion, additional wildfire risk reduction requirements may be required during construction. The City shall review and approve the project-specific methods to be employed prior to building permit approval.

MITIGATION MEASURE HAZ-: ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY FOR PROJECT

DESIGN WILDFIRE RISK REDUCTION
The City shall include a new 2040 General Plan Hazards and Safety Element policy as follows:

Project landscape plans (as made available when project applications are submitted) shall include fire-resistant vegetation native to Contra Costa County and/or the local microclimate of the site and prohibit the use of fire-prone species especially non-native, invasive species. If the project site is within a known landslide area (see Figure 3.5-5 in Section 3.5, Geology, Soils, and Mineral Resources), the site shall be subject to geotechnical review regarding potential post-fire slope instability. Structural engineering features incorporated into the design of a structure to reduce the risk of damage to the structure from post-fire slope instability shall be recommended by a qualified engineer and approved by the City prior to the building permit approval.

MITIGATION MEASURE HAZ-3: ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY TO CONDUCT

PROJECT DESIGN REVIEW FOR WILDFIRE RISK REDUCTION
The City shall include a new 2040 General Plan Hazards and Safety Element policy as follows:

Project landscape plans shall include fire-resistant vegetation native to Contra Costa County and/or the local microclimate of the site and prohibit the use of fire-prone species especially non-native, invasive species. If the project site is within a known landslide area, the site shall be subject to geotechnical review regarding potential post-fire slope instability. Structural engineering features incorporated into the design of the structure to reduce the risk of damage to the structure from post-fire slope instability shall be recommended by a qualified engineer and approved by the City prior to the building permit approval.

Level of Significance
Significant and unavoidable

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3.7.5 Cumulative Impacts
The geographic scope of the cumulative hazards, hazardous materials, and wildfire analysis is the General Plan area and the vicinity of the plan area. The cumulative analysis considers the nearby past, present, and reasonably foreseeable future plans and projects listed in Table 3-1 (refer to Chapter 3, Environmental Impact Analysis) located in Pleasant Hill and surrounding areas in addition to the proposed plan.

Hazardous Materials Exposure Risk
In general, exposure to hazardous materials may cause localized adverse effects. A combination of federal, State, and local regulations limit or minimize the potential for exposure to hazardous materials. Cumulative plans and projects listed in Table 3-1 consist predominantly of general plan buildouts, area plan buildout, and active transportation projects. The types and sizes of development anticipated in the City of Pleasant Hill would not involve large quantities of hazardous materials or activities that transport or handle hazardous materials nor be sited on known hazardous materials sites. In addition, there are no land uses in the vicinity of the plan area that are known to utilize large quantities of hazardous materials or involve hazardous activities. However, cumulative plans and projects may include demolition of structures that have the potential to contain hazardous building materials. Building materials may contain asbestos and lead-based paint.

To address potential release of hazardous materials, the City would require applicants to assess structures and impose standard mitigation (required testing, removal, and proper disposal) to minimize release prior to any demolition. Therefore, there would be a less than significant cumulative impact associated with hazardous materials exposure risk.

Emergency Response/Evacuation Plans Consistency
As part of project approval for the cumulative projects, the City would assess the need for fire protection services, which would inform efforts to improve or expand needed facilities. Cumulative development would comply with emergency access requirements as directed by respective city and fire department regulations. The cumulative projects would not result in permanent road closures, nor impede an established emergency or evacuation access route, such as I-680 and SR-24, or interfere with emergency response requirements established by the respective city general plans.

However, as described under Impact HAZ-4, the proposed plan would result in significant and unavoidable impacts related to emergency response and evacuation plans consistency. No feasible mitigation is available at the plan level. Therefore, the cumulative impact related to emergency response and evacuation plans consistency is significant and unavoidable.

Wildfire Exposure and Exacerbation Risk
A combination of federal, State, and local regulations limit or minimize the potential for exposure to wildfires by reducing the amount of development in wildland urban interface areas, ensuring new development is developed according to California Building Code and California Fire Code, and incorporating requirements for fire-safe construction into the land use planning. The types and sizes of cumulative development may be located in designated High Fire Hazard Zones. Plans and projects would be located in areas that are already developed, do not contain significant levels of dry fuel susceptible to ignition, or significantly high average wind speed. Furthermore, cumulative plans and projects would result in predominantly in-fill development and not significantly increase emergency services beyond existing service areas. Cumulative project construction would adhere to respective city building codes designed to minimize potential for uncontrolled fires. Adherence to respective

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city building codes would ensure that California Fire Code standards including automatic sprinkler systems are included. However, as described under Impact HAZ-5, the proposed plan would result in significant and unavoidable impacts related to the exposure of people and structures to wildfire exposure and exacerbation risks. Mitigation Measures HAZ-1, HAZ-3, and HAZ-3 would make structures more fire resistant and less vulnerable to loss in the event of a wildfire and reduce the potential for construction to inadvertently ignite a wildfire. With mitigation, it is still not possible to prevent significant risk of wildfires or fully protect people and structures from the risks of wildfires.

Therefore, the cumulative impact related to wildfire exposure risk is significant and unavoidable.

Aviation-related Hazards and Excessive Noise Exposure
Compliance with development standards as set forth by the Contra Costa County ALUCP regarding types of development allowed and maximum stories allowed would reduce potential cumulative projects impacts related to aviation related hazards. Existing requirements for airports and proposed 2040 General Plan policies HS-6.1 and HS-6.2 would also reduce the noise impacts of airport activity on residents and workers in the plan area. Therefore, the cumulative impact related to aviation-related hazards and excessive noise exposure would be less than significant.

Overall Level of Cumulative Significance
Significant and unavoidable

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Hydrology and Water Quality
Draft Environmental Impact Report 3.8-1

3.8 Hydrology and Water Quality

3.8.1 Introduction
This section describes the existing hydrology and water quality setting in the region and General Plan area as well as the relevant regulatory framework. This section also evaluates the possible impacts related to hydrology and water quality that could result from implementation of the proposed 2040 General Plan. The information in this section is based on the existing (2003) Pleasant Hill General Plan and EIR, Contra Costa Water District (CCWD) 2020 Urban Water Management Plan (UWMP),
1 San Francisco Bay Basin Regional Water Quality Control Board (SFBRWQCB) Water Quality Control Plan (Basin Plan),
2 Contra Costa Clean Water Program Stormwater Resource Plan,3 and City of Pleasant Hill National Pollutant Discharge Elimination System (NPDES) permit and associated Stormwater Pollution Prevention Plan (SWPPP). 4 3.8.2 Environmental Setting
Surface Water Hydrology and Drainage
Surface water “hydrology” refers to how water moves across the surface of land, whereas “stormwater” refers to surface flows that occur in response to storm events. In the General Plan area, surface water hydrology is defined by existing development and stormwater management, which is provided through operation and maintenance of the existing stormwater drainage system, comprised of drainage control improvements including but not limited to pipes, culverts, and storage tanks of the stormwater management system.

Walnut Creek Watershed
The Contra Costa Clean Water Program (CCCWP) designates watersheds within Contra Costa County. According to the CCCWP, the General Plan area is located within the Walnut Creek Watershed, which is composed of the following sub-watersheds: Grayson-Murderers, Concord, Pine-Galindo, San Ramon, and Las Trampas. The overarching Walnut Creek Watershed and its tributaries encompass 93,556 acres in Central Contra Costa County. All tributaries within the Walnut Creek Watershed eventually drain into Suisun Bay and ultimately to the Pacific Ocean.5 Pleasant Hill (General Plan Area)
Pleasant Hill (i.e., the General Plan area) is located within the Walnut Creek Watershed. Figure 3.8-1, Surface Water, shows the boundaries of the General Plan area and the Walnut Creek Watershed, as well as four sub-watersheds contained within Walnut Creek Watershed. The General Plan area is located within the Walnut Creek-Frontal Suisun Bay Estuaries sub-watershed, based upon 2022 data 1 CCWD. 2021. 2020 Urban Water Management Plan. June. https://www.ccwater.com/DocumentCenter/View/9851/2020-Urban-WaterManagement-Plan-PDF (accessed October 19, 2022). 2 SFBRWQCB. 2019. San Francisco Bay Basin (Region 2) Water Quality Control Plan (Basin Plan). November 5. Available:
https://www.waterboards.ca.gov/sanfranciscobay/basin_planning.html#basinplan (accessed October 19, 2022). 3 Contra Costa County. 2019. Contra Costa Watersheds Stormwater Resource Plan. January. Available:
https://www.cccleanwater.org/userfiles/kcfinder/files/SWRP%20Final%2020190124%20Part%201.pdf (accessed October 19, 2022). 4 Pleasant Hill, City of. 2021. Pleasant Hill Fiscal Year 20-21 Annual Report. NPDES Permit Number CAS612008 issued SFBRWQCB.

Available: https://www.cccleanwater.org/userfiles/kcfinder/files/Pleasant%20Hill%20AR%20FY%2020-21-Complete.pdf (accessed October 19, 2022).
5 Contra Costa County Community Development Department and Public Works Department. 2003. Contra Costa County Watershed Atlas.

Available: https://www.cccleanwater.org/userfiles/kcfinder/files/Watershed%20Atlas.pdf (accessed October 18, 2022).6 Ibid.

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from the Geological Survey National Hydrography Dataset. This data differs from that used in the 2003 Contra Costa County Watershed Atlas.
6 which informed analysis in the 2003 General Plan EIR
as well as the Pleasant Hill 2019 Existing Conditions and Trends Workbook. 7 The 2003 data showed
five sub-watersheds (not four), and identified the Walnut Creek-Frontal Suisun Bay Estuaries subwatershed as the Grayson-Murderers sub-watershed. The boundaries of the overall Walnut Creek Watershed do not change between the two datasets, nor do the boundary or naming differences alter the hydrology and water quality existing conditions. For the purposes of this discussion and as shown on Figure 3.8-1, the current (2022) data and terminology is used.

Tributaries within the Walnut Creek Watershed, including its sub-watersheds, eventually drain into Suisun Bay and ultimately to the Pacific Ocean. Draining the west side of Mount Diablo and the east side of the East Bay Hills, major tributaries of the Walnut Creek Watershed include San Ramon Creek (18.89 miles), Bollinger Creek (6.72 miles), Las Trampas Creek (12.37 miles), Lafayette Creek (3.78 miles), Grayson Creek (8.87 miles), Murderer’s Creek (4.37 miles), Pine Creek (12.65 miles) and Galindo Creek (6.5 miles).8 The primary surface water features within the Walnut Creek-Frontal Suisun Bay Estuaries sub-watershed are Grayson Creek and Murderers Creek.

The major waterways in Pleasant Hill are Grayson Creek and Contra Costa Canal. Both waterways are largely paved and channelized, but still provide some habitat in the channel bottoms (see Section 3.3, Biological, Agriculture, and Forestry Resources, for discussion of habitat and vegetation).

Existing development throughout the General Plan area is characterized by extensive impervious surfaces such as concrete, asphalt, and structures, as well as the drainage control features implemented to accommodate existing development. An extensive stormwater drainage system is maintained throughout the General Plan area, rerouting surface waters that once meandered across the valley.9
Stormwater drainage facilities are included in public utilities and services provided for under the Growth Management Element of the existing (2003) Pleasant Hill General Plan. In 2002, the City developed a plan to manage stormwater and control flooding while protecting the existing positive attributes of the natural systems that exist, therefore protecting the quality of the water and the perceived quality of life.10 The stormwater drainage system is comprised of sewers, ditches, and drainage channels that wind through the City, providing the essential service of collecting stormwater runoff and ultimately conveying it to major streams for further conveyance and ultimate discharge to Suisun Bay. Stormwater drainage facilities are maintained by the City, and best management practices (BMPs) are installed on a project-specific basis to provide adequate drainage within and from individual project sites, and to avoid straining the Citywide drainage facilities consisting primarily of pipes, catch basins, pump stations, and manholes, as well as developed and undeveloped surface drainages (creeks and ditches) that route surface water runoff through the Pleasant Hill northward to the Suisun Bay.
6 Ibid.
7 Pleasant Hill, City of. 2019. Existing Conditions and Trends Workbook – Pleasant Hill 2040 General Plan. August. 8 Contra Costa County. 2018. Contra Costa County Hazard Mitigation Plan. Volume 1 – Planning Area-Wide Elements. January. Available:
https://www.contracosta.ca.gov/DocumentCenter/View/48893/Contra-Costa-County-Draft-Local-Hazard-Mitigation-Plan-Volume-1- January-31-2018?bidId= (accessed October 18, 2022). 9 Contra Costa County Community Development Department and Public Works Department. 2003. Contra Costa County Watershed Atlas. 10 Pleasant Hill, City of. 2003. City of Pleasant Hill Comprehensive Plan. Appendix A: Stormwater Master Plan. Available:
https://www.pleasanthill.com/files/documents/AppendixA-StormwaterMasterPlan1307104904040315AM.PDF (accessed December 9, 2022).

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Figure 3.8-1 Surface Water in and Adjacent to General Plan Area

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Stormwater runoff in this area generally drains towards Suisun Bay, away from hills located in the west-northwest portion of the General Plan area. As stormwater flows out of the hills in the western portion of Pleasant Hill and onto flatter regions within Pleasant Hill’s central and eastern areas, it is conveyed in an existing drainage system comprised of pipelines and limited open ditches or creeks, ultimately discharging to Suisun Bay to the north. Hilly areas consist of more pervious surfaces than more level areas where development is concentrated. Pleasant Hill (i.e., the General Plan area) is primarily developed, which is why surfaces are characterized as predominately impervious surfaces such as concrete, asphalt, and structures. Impervious surfaces are solid and impenetrable by water, meaning that stormwater runoff passes across impervious surfaces rather than filtering through them, such as would occur when surface runoff meets porous soil, or vegetated areas such as lawns and parks. When stormwater runoff moves across impervious surfaces, it gains velocity and volume as the flow progresses and accumulates, resulting in increased potential for erosion and sedimentation to occur. These adverse effects are particularly likely to occur where pervious surfaces are reintroduced, such as where water flowing across a paved area meets sand or soil where the pavement ends. Such effects can degrade downstream water quality, and cause soil stability issues associated with erosion.

Within the General Plan area, the extent of pervious surfaces varies depending upon the development type present. Within fully developed areas, as much as 100 percent of the ground surface in impervious, whereas in parks, designated open space areas, hillsides, and residential backyards, the ground surfaces are predominately permeable. As noted, the General Plan area is predominately characterized by development and impervious surfaces.

The San Francisco Bay RWQCB administers the NPDES stormwater permitting program and regulates stormwater in the San Francisco Bay region. The City of Pleasant Hill is a permittee under the Phase II NPDES Municipal Stormwater Permit. The Pleasant Hill Clean Water Program implements the City of Pleasant Hill-specific components of the CCCWP. In addition, the City maintains storm drainpipes and catch basins.

Surface Water Quality
Pleasant Hill is located within the Suisun Basin under the jurisdiction of the San Francisco Bay Basin (Region 2) Regional Water Quality Control Board (RWQCB), which manages beneficial uses and quality objectives, as well as strategies for achieving these objectives, in accordance with the Water Quality Control Plan (Basin Plan) for the San Francisco Bay Basin. 11 In addition, the San Francisco Bay
RWQCB administers the NPDES stormwater permitting program and regulates stormwater in the San Francisco Bay Basin.

The City of Pleasant Hill is a permittee under the Phase II NPDES Municipal Stormwater Permit, discussed in detail in Section 3.8.3, Regulatory Framework, under “Clean Water Act”). The Pleasant Hill Clean Water Program implements the City of Pleasant Hill-specific components of the Contra Costa Clean Water Program (CCCWP). This includes implementation of a SWPPP with best management practices (BMPs) to control stormwater flows and minimize or avoid adverse water quality impacts.
12 11 SFBRWQCB. 2019. San Francisco Bay Basin (Region 2) Water Quality Control Plan. November 5. Available:
https://www.waterboards.ca.gov/sanfranciscobay/basin_planning.html#basinplan (accessed October 19, 2022). 12 Pleasant Hill, City of. 2021. Pleasant Hill Fiscal Year 20-21 Annual Report. NPDES Permit Number CAS612008 issued by the SFBRWQCB.

Available: https://www.cccleanwater.org/userfiles/kcfinder/files/Pleasant%20Hill%20AR%20FY%2020-21-Complete.pdf (accessed October 19, 2022).

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As described in the CCCWP’s Contra Costa Watersheds Stormwater Resource Plan, runoff from watersheds in Contra Costa County carries pollutants associated with urban development, industrialization, agriculture, and atmospheric deposition to local water bodies including the San Francisco Bay and the Sacramento-San Joaquin Delta. Regional urbanization has led to the modification of natural watershed processes, resulting in stormwater arriving at creeks in greater volumes and more quickly than in unaltered watersheds.13 Increased runoff rates and volumes are capable of more effectively mobilizing and carrying pollutants to storm drainage networks and eventually to receiving waters; additionally, there is a strong relationship between urban watershed sediment yields and loading of contaminants to local water bodies, such as mercury, trace metals, PCBs, polycyclic aromatic hydrocarbons (PAHs), and chlorinated pesticides.14
Groundwater Basin Hydrology
Ygnacio Valley Groundwater Basin
The Ygnacio Valley Groundwater Basin extends for approximately 15,469 acres (24.2 square miles) of surface area. This Basin is bounded by Suisun Bay to the north, by Highway 680 and Taylor Road to the west, by the Concord Fault to the east, separating this basin from the Clayton Valley Groundwater Basin, and by the City of Walnut Creek to the south. Walnut Creek and Grayson Creek flow through the Basin before draining into Pacheco Creek, then to the Suisun Bay; the Contra Costa Canal and Mokelumne Aqueduct also pass through the Basin. The Basin occupies a structural depression between the Berkeley Hills and the Mt. Diablo Range. Thick alluvial deposits that cover a faulted and folded complex of consolidated Cretaceous and Tertiary rocks underlie the basin. Water bearing units in the basin consist of Quaternary Alluvium and Alluvial valley fill deposits; the combined thickness of these deposits is more than 700 feet. Aquifers in the basin area are hydrologically connected to the Sacramento River; however, there are limited data regarding the occurrence and movement of groundwater in the basin.15
The Ignacio Valley Groundwater Basin is designated by DWR as Very Low Priority.16 The Sustainable Groundwater Management Act (SGMA) requires High and Medium Priority groundwater basins are managed in accordance with a Groundwater Sustainability Plan (GSP) or GSP Alternative under the direction of a designated Groundwater Sustainability Agency (GSA); SGMA does not yet require Low or Very Low Priority basins to be managed under a GSP, because they are not affected by overdraft.

As a Very Low Priority basin, a GSP is not necessary for the Ignacio Valley Groundwater Basin.

According to SGMA’s 2019 Basin Prioritization, groundwater accounts for only four percent of the Ygnacio Valley Groundwater Basin’s water supply, totaling 778 acre-feet per year (AFY).17 13 Contra Costa County. 2019. Contra Costa Watersheds Stormwater Resource Plan. January. Available:
https://www.cccleanwater.org/userfiles/kcfinder/files/SWRP%20Final%2020190124%20Part%201.pdf (accessed October 19, 2022). 14 Ibid. 15 DWR. 2004. California’s Groundwater Bulletin 118. San Francisco Bay Hydrologic Region – Ygnacio Valley Groundwater Basin. Updated February 27. Available: https://water.ca.gov/-/media/DWR-Website/Web-Pages/Programs/Groundwater-Management/Bulletin118/Files/2003-Basin-Descriptions/2_006_YgnacioValley.pdf (accessed October 19, 2022). 16 CCWD. 2021. 2020 Urban Water Management Plan. June. Available: https://www.ccwater.com/DocumentCenter/View/9851/2020- Urban-Water-Management-Plan-PDF (accessed October 19, 2022). 17 SWRCB. 2021. Clayton, Ygnacio, and Arroyo del Hambre Valley Groundwater Subbasins (2-5, 2-6, and 2-31). Updated September 14.

Available:
https://www.waterboards.ca.gov/sanfranciscobay/water_issues/programs/groundwater/BasinLinks/Ygnacio_Clayton_Arroyo.pdf (accessed October 19, 2022).

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The Ygnacio Valley Groundwater Basin is one over several located within the service area of the CCWD, along with the Clayton Valley, Pittsburg Plain, and East Contra Costa Groundwater Basin; however, CCWD does not manage groundwater, nor does it use groundwater to meet any demands.

While CCWD has partnered with other local agencies to develop a GSP for the East Contra Costa Groundwater Basin, including the Cities of Antioch and Brentwood, Byron-Bethany Irrigation District, Contra Costa County, Diablo Water District, East Contra Costa Irrigation District, and Discovery Bay Community Services District, no GSA formation or GSP development is necessary for the Ygnacio Valley Groundwater Basin.18
Pleasant Hill (General Plan Area)
Pleasant Hill (i.e., the General Plan area) overlies the Ygnacio Valley Groundwater Basin, as shown on Figure 3.8-2. Groundwater is known to be present in domestic wells at an average of approximately 194 feet below ground surface (bgs), based upon 11 wells, and in irrigation wells at approximately 155 feet bgs19. No monitoring wells have been reported within the City of Pleasant Hill; however, the average depths reported by the DWR are considered representative for the Ygnacio Valley Groundwater Basin at large.

Groundwater Water Quality
There is no historic DWR data for the Ygnacio Valley Groundwater Basin; however, according to the SGMA 2019 Basin Prioritization, the groundwater basin may be impacted by saltwater intrusion.20 Flood Hazard Areas
Contra Costa County
The Federal Emergency Management Agency (FEMA) National Flood Hazard Layer is a geospatial database that contains current effective flood hazard data. Special Flood Hazard Areas are defined to show the extent of flood waters that will occur in response to the magnitude flood that has a one percent chance of occurring in any given year; this is also commonly referred to as the 100-year floodplain or 100-year Flood Hazard Area. FEMA has produced Flood Insurance Rate Maps (FIRMs) covering Contra Costa County, which define the 100-year Flood Hazard Areas for insurance purposes, and to guide land use planning to consider public and property safety as related to the potential for damage from flood events. The DWR Division of Safety of Dams (DSOD) regulates dam safety, and evaluated risks associated with potential for inundation resulting from dam failure. The State of California Office of Emergency Services (Cal OES) has produced inundation maps and emergency plans covering various scenarios of dam failure, and Contra Costa County Department of Conservation and Development has created dam inundation maps for the County using OES data. 18 Ibid. 19 DWR. 2004. California Groundwater Bulletin 118. San Francisco Bay Hydrologic Region – Ygnacio Valley Groundwater Basin. Updated February 27, 2004. Available: https://water.ca.gov/-/media/DWR-Website/Web-Pages/Programs/Groundwater-Management/Bulletin118/Files/2003-Basin-Descriptions/2_006_YgnacioValley.pdf (accessed December 8, 2022). 20 Ibid.

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Figure 3.8-2 Groundwater in and Adjacent to General Plan Area

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Pleasant Hill (General Plan Area)
Pleasant Hill (i.e., the General Plan area) is primarily susceptible to flooding along its eastern border, although localized flooding may occur in other areas. As shown on Figure 3.8-3, there are two classified flood zones within Pleasant Hill, a 100-year floodplain and 500-year floodplain. Areas within a 100-year floodplain have a one percent chance each year of flooding, while areas in a 500- year floodplain have a two-tenths percent chance each year of flooding. The 500-year floodplain extends the length of Grayson Creek from the northeastern edge of Pleasant Hill to the southeastern limits.21 Moderately heavy rainfall results in flooding between the east fork of Grayson Creek and Murderer’s Creek, and higher intensity storms add flood potential near the confluence of Mangini Creek and the west fork of Grayson Creek. Higher intensity storms add flood potential near the confluence of Mangini Creek and the West Fork of Grayson Creek. During 50-year and stronger storms, shallow flooding can also occur between Grayson Creek and Contra Costa Boulevard, and along Walnut Creek in the Sherman Acres and Fair Oaks neighborhoods east of Interstate 680.

Storm waters tend to spill over channels or banks and then flow along streets and across developed property.22
The Cal OES inundation maps indicate that Pleasant Hill is not located within the inundation area of any dams.23 The General Plan area is not located within a Tsunami Hazard Area, as mapped by the California Department of Conservation.24 No enclosed surface water bodies are located in the General Plan area.
21 Pleasant Hill, City of. 2019. Pleasant Hill 2040 General Plan Existing Conditions and Trends Workbook. August. 22 Pleasant Hill, City of. 2003. Pleasant Hill General Plan 2003. Adopted July 21. 23 Contra Costa County. 2018. Contra Costa County Hazard Mitigation Plan. Volume 1 – Planning Area-Wide Elements. January. Available:
https://www.contracosta.ca.gov/DocumentCenter/View/48893/Contra-Costa-County-Draft-Local-Hazard-Mitigation-Plan-Volume-1- January-31-2018?bidId= (accessed October 18, 2022). 24 California Department of Conservation. 2022. CGS Information Warehouse: Tsunami Hazard Area Map. Contra Costa County Tsunami Hazard Areas [map viewer]. Available: https://maps.conservation.ca.gov/cgs/informationwarehouse/ts_evacuation/?extent=- 13629548.6026%2C4557227.2116%2C13597827.2359%2C4592235.3706%2C102100&utm_source=cgs+active&utm_content=contracosta (accessed October 20, 2022).

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Figure 3.8-3 Flood Hazard Areas in and Adjacent to General Plan Area

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3.8.3 Regulatory Framework
Federal
Clean Water Act
The United States Army Corp of Engineers (USACE) regulates discharge of dredge or fill material into waters of the United States under Section 404 of the Clean Water Act (CWA). “Discharges of fill material” is defined as the addition of fill material into waters of the United States, including, but not limited to the following: placement of fill that is necessary for the construction of any structure, or impoundment requiring rock, sand, dirt, or other material for its construction; site-development fills for recreational, industrial, commercial, residential, and other uses; causeways or road fills; fill for intake and outfall pipes and subaqueous utility lines (33 CFR § 328.2(f)). In addition, Section 401 of the CWA (33 United States Code [USC] 1341) requires any applicant for a federal license or permit to conduct any activity that may result in a discharge of a pollutant into waters of the United States to obtain a certification that the discharge will comply with the applicable state water quality standards.

The federal government also supports a policy of minimizing the destruction, loss, or degradation of wetlands. Executive Order 11990 (May 24, 1977) requires that each federal agency take action to minimize the destruction, loss, or degradation of wetlands and to preserve and enhance the natural and beneficial values of wetlands. The USACE regulates the discharge of dredged or fill material, including grading, placing of riprap for erosion control, pouring concrete, laying sod, and stockpiling excavated material. Activities that generally do not involve a regulated discharge, if performed specifically in a manner to avoid discharges, include driving pilings, drainage channel maintenance, temporary mining roads and farm/forest roads, and excavating without stockpiling.

In California, the term “waters of the United States,” indicates resources that are subject to jurisdiction of the CWA as defined by the 2015 Clean Water Rule:
(1) All waters which are currently used, were used in the past, or may be susceptible to use in interstate or foreign commerce, including all waters which are subject to the ebb and flow of the tide;
(2) All interstate waters, including interstate wetlands; (3) The territorial seas;
(4) All impoundments of waters otherwise identified as waters of the United States under this section;
(5) All tributaries, of waters identified in paragraphs (1) through (3) of this section; (6) All waters adjacent to a water identified in paragraphs (1) through (5) of this section, including wetlands, ponds, lakes, oxbows, impoundments, and similar waters; (7) Western vernal pools, where they are determined, on a case-specific basis, to have a significant nexus to a water identified in paragraphs (1) through (3). Vernal pool identified in this paragraph shall not be combined with waters identified in paragraph (6) when performing a significant nexus analysis. If waters identified in this paragraph are also an adjacent water under paragraph (6), they are an adjacent water and no case-specific significant nexus analysis is required.

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SECTION 404—DISCHARGE OF DREDGE AND FILL OF WATERS OF THE UNITED STATES PERMIT Section 404 of the CWA regulates temporary and permanent fill and disturbance of wetlands and waters of the United States. Under Section 404, the discharge (temporary or permanent) of dredged or fill material into waters of the United States, including wetlands, typically must be authorized by the USACE through either the Nationwide Permit (general categories of discharges with minimal effects) or an Individual Section 404 Permit.

Wetlands are a subset of waters of the United States and receive protection under Section 404 of the CWA. The federal definition of wetlands is the following:

Wetlands are areas that are inundated or saturated by surface or ground water at a frequency and duration sufficient to support, and that under normal circumstances do support, a prevalence of vegetation typically adapted for life in saturated soil conditions. Wetlands generally include swamps, marshes, bogs, and similar areas.

The Section 404(b)(1) Guidelines regarding the implantation of Section 404 of the CWA mandate that filling wetlands be avoided unless it can be demonstrated that the project is the least environmentally damaging practicable alternative. The USACE has primary federal responsibility for administering regulations that concern waters and wetlands.

SECTION 303—WATER QUALITY STANDARDS AND TOTAL MAXIMUM DAILY LOADS Section 303(c)(2)(b) of the CWA requires states to adopt water quality standards for all surface waters of the United States based on the water body’s designated beneficial use. Where multiple uses exist, water quality standards must protect the most sensitive use. Water quality standards are typically numeric, although narrative criteria based on biomonitoring methods may be employed where numerical standards cannot be established or where they are needed to supplement numerical standards.

CWA Section 303(d) requires States and authorized Native American tribes to develop a list of water quality impaired segments of waterways. The list includes waters that do not meet water quality standards necessary to support a waterway’s beneficial uses even after the minimum required levels of pollution control technology have been installed. Listed water bodies are to be priority ranked for development of a Total Maximum Daily Load (TMDL). A TMDL is a calculation of the total maximum daily load (amount) of a pollutant that a water body can receive on a daily basis and still safely meet water quality standards. The TMDLs include waste load allocations for urban stormwater runoff as well as municipal and industrial wastewater discharges, with allocations apportioned for individual Municipal Separate Storm Sewer Systems (MS4s) and wastewater treatment plants. For stormwater, load reductions would be required to meet the TMDL waste load allocations within the 20 years required by the TMDLs.

The Environmental Protection Agency (EPA), SWRCB, and RWQCBs are responsible for establishing TMDL waste load allocations and incorporating approved TMDLs into water quality control plans, NPDES permits, and Waste Discharge Requirements (WDRs) in accordance with a specified schedule for completion. The San Francisco Bay RWQCB adopted TMDLs that apply to the City of Pleasant Hill.

SECTION 401—WATER QUALITY CERTIFICATION
Section 401 of the CWA requires compliance with State water quality standards for actions within State waters. Under CWA Section 401, an applicant for a Section 404 permit (to discharge dredged or fill material into waters of the United States) must first obtain a certification from the appropriate

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agency stating that the discharge is consistent with the State’s water quality standards and criteria.

In California, the SWRCB delegates authority to the RWQCBs, to grant water quality certification or waive the requirements. Pleasant Hill is located within the SFBRWQCB jurisdiction.

SECTION 402—NATIONAL POLLUTION DISCHARGE ELIMINATION SYSTEM PERMIT The RWQCBs administer the NPDES stormwater permitting program, under Section 402(d) of the federal CWA, on behalf of the EPA. The objective of the NPDES program is to control and reduce levels of pollutants in water bodies from discharges of municipal and industrial wastewater and stormwater runoff. CWA Section 402(d) establishes a framework for regulating nonpoint-source stormwater discharges (33 USC 1251). Under the CWA, discharges of pollutants to receiving water are prohibited unless the discharge complies with an NPDES permit. The NPDES permit specifies discharge prohibitions, effluent limitations, and other provisions, such as monitoring deemed necessary to protect water quality based on criteria specified in the National Toxics Rule, the California Toxics Rule, and the basin plan.

National Flood Insurance Program
FEMA oversees floodplains and administers the National Flood Insurance Program (NFIP) under the National Flood Insurance Act of 1968. The NFIP makes federally subsidized flood insurance available to property owners within communities who participate in the program. FEMA defines areas of special flood hazard, or “Flood Hazard Areas,” as those areas that are subject to inundation by a 100-year flood event, or the magnitude flood with a one percent chance to occur in any given year, or approximately once every 100 years. Flood Hazard Areas are defined on regulatory flood maps titled Flood Insurance Rate Maps (FIRMs). The NFIP mandates that development cannot occur within a Flood Hazard Area if it would result in more than a one-foot increase in flood elevation. In addition, development is not allowed in delineated floodways within the regulatory floodplain.

National Pollutant Discharge Elimination Program
Pursuant to Section 402 of the CWA and the Porter-Cologne Water Quality Control Act, municipal stormwater discharges in the City of Pleasant Hill are regulated under the San Francisco Bay Region Municipal Regional Stormwater Issuing Waste Discharge Requirements and NPDES Permit, Order No. R2-2015-0049, NPDES Permit No. CAS612008, adopted October 14, 2009, and revised November 19, 2015.

The City of Pleasant Hill is a member agency of the CCCWP, which assists municipalities and other agencies in Contra Costa County with implementation of the NPDES Permit (the CCCWP is introduced in Section 3.8.2, Environmental Setting, under "Surface Water Quality"). NPDES Provision C.3 addresses post-construction stormwater management requirements for new development and redevelopment projects that add and/or replace 10,000 square feet or more of impervious area.25 Provision C.3 requires the incorporation of site design, source control, and stormwater treatment measures into development projects in order to minimize the discharge of pollutants in stormwater runoff and non-stormwater discharges and to prevent increases in runoff flows. Low Impact Development (LID) methods are to be the primary mechanism for implementing such controls. 25 Contra Costa County et al. 2022. Contra Costa Clean Water Program – Stormwater C.3 Guidebook, 8th Edition. Stormwater Quality Requirements for Development Applications. December 23. https://www.cccleanwater.org/userfiles/kcfinder/files/2022_1223_HAI_StormwaterGuidebook_8th_Edition_FINAL%281%29.pdf (accessed January 16, 2023).

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NPDES Provision C.3(g) pertains to hydromodification management requirements. This NPDES Permit provision requires five Control Design Criteria to be implemented: range of flows to control, goodness of fit criteria, allowable low flow rate, standard hydromodification modeling, and alternate hydromodification modeling and design. As noted above, projects disturbing more than one acre of land during construction are required to comply with the NPDES Permit for Stormwater Discharges Associated with Construction and Land Disturbance Activities, Order No. 2009-0009- DWQ, NPDES No. CAS000002 (Construction General Permit). The RWQCB regulates Construction General Permit activities at a local level.

To obtain coverage under the Construction General Permit, a project applicant must provide a Notice of Intent, a SWPPP, and other documents required by Attachment B of the Construction General Permit. Activities subject to the Construction General Permit include clearing, grading, and disturbances to the ground, such as grubbing or excavation. This permit also covers linear underground and overhead projects such as pipeline installations.

The Construction General Permit uses a risk-based permitting approach and mandates certain requirements based on the project risk level (Level 1, Level 2, or Level 3). The project risk level is based on the risk of sediment discharge and the receiving water risk. The sediment discharge risk depends on project location and timing (such as wet season versus dry season activities). The receiving water risk depends on whether the project would discharge to sediment-sensitive receiving water. The determination of the project risk level would be made by project applicants when the Notice of Intent is filed (and more details of the ultimate timing of the construction activity are confirmed).

The performance standard in the Construction General Permit is that dischargers minimize or prevent pollutants in stormwater discharges and authorized non-stormwater discharges through the use of controls, structures, and BMPs. A SWPPP must be prepared by a qualified SWPPP developer that meets the certification requirements in the Construction General Permit. The purpose of the SWPPP is (1) to help identify the sources of sediment and other pollutants that could affect the quality of stormwater discharges, and (2) to describe and ensure the implementation of BMPs to reduce or eliminate sediment and other pollutants in stormwater as well as non-stormwater discharges resulting from construction activity. Operation of BMPs must be overseen by a qualified SWPPP practitioner who meets the requirements outlined in the permit.

National Toxics Rule and California Toxics Rule
In 1992, the EPA promulgated the National Toxics Rule under the CWA to establish numeric criteria for priority toxic pollutants for 14 states to bring all states into compliance with the requirements of CWA Section 303(c)(2)(B). The National Toxics Rule established water quality standards for 42 pollutants not covered under California’s Statewide water quality regulations at that time. As a result of the court-ordered revocation of California’s Statewide basin plans in September 1994, the EPA initiated efforts to promulgate additional federal water quality standards for California. In May 2000, the EPA issued the California Toxics Rule, which includes all the priority pollutants for which the EPA has issued numeric criteria not included in the National Toxics Rule.

Federal Executive Order 11988
Executive Order 11988, “Floodplain Management,” directs all federal agencies to avoid, to the extent possible, long- and short-term adverse impacts of occupancy and modification of floodplains, and to avoid supporting development in a floodplain either directly or indirectly wherever there is a

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practicable alternative. Title 23 of the Code of Federal Regulations 650, Subpart A, “Location and Hydraulic Design of Encroachment on Floodplains” specifies applicable floodplain regulations.

FEMA also administers the NFIP, a federal program that enables property owners in participating communities to purchase insurance as protection against flood losses in exchange for state and community floodplain management regulations that reduce future flood damages.

State
Porter-Cologne Water Quality Control Act
The State of California is authorized to administer federal or State laws regulating water pollution within the State. The Porter-Cologne Water Quality Control Act (“Porter-Cologne"), contained within the California Water Code §13000, et seq., includes provisions to address requirements of the CWA.

These provisions include NPDES permitting, dredge and fill programs, and civil and administrative penalties. Porter-Cologne is broad in scope and addresses issues relating to the conservation, control, and utilization of the water resources of the State. Additionally, it states that the quality of all the waters of the State, including groundwater and surface water, must be protected for the use and enjoyment by the people of the State.

Historically, California relied on its authority under Section 401 of the CWA (see description above) to regulate discharges of dredged or fill material to waters of the United States. Section 401 requires an applicant to obtain “water quality certification” from the SWRCB through its RWQCBs to ensure compliance with State water quality standards before certain federal licenses or permits may be issued. The permits subject to Section 401 include permits for the discharge of dredged or fill materials (CWA § 404 permits) issued by the USACE. The RWQCB has typically waived WDRs under Porter-Cologne for projects or plans that also required Section 401 certification. Following the U.S.

Supreme Court’s decision Rapanos v. United States, 547 U.S. 715 (2006) which limited the jurisdiction of wetlands under the CWA, the RWQCBs now generally rely on the report of waste discharge process to regulate discharges into waters of the State.

California Code of Regulations (Wetlands and Waters Definition) The SWRCB indicates that no single accepted definition of wetlands exists at the State level, and that the RWQCBs may have different requirements and levels of analysis with regard to the issuance of water quality certifications. Generally, an area is a wetland if, under normal circumstances:
(1) the area has continuous or recurrent saturation of the upper substrate caused by groundwater, or shallow surface water, or both;
(2) the duration of such saturation is sufficient to cause anaerobic conditions in the upper substrate; and
(3) the area’s vegetation is dominated by hydrophytes or the area lacks vegetation.

Under California State law, waters of the State means “any surface water or groundwater, including saline waters, within the boundaries of the state.” As such, water quality laws apply to both surface water and groundwater. After the U.S. Supreme Court decision in Solid Waste Agency of Northern Cook County v. U.S. Army Corps of Engineers (53 USC 159), the Office of Chief Counsel of the SWRCB released a legal memorandum confirming the State’s jurisdiction over isolated wetlands. The memorandum stated that under Porter-Cologne, discharges to wetlands and other waters of the State are subject to State regulation, and this includes isolated wetlands. In general, the SWRCB

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regulates discharges to isolated waters in much the same way as it does for waters of the United States, using Porter-Cologne rather than CWA authority.

California Model Water Efficient Landscape Ordinance
The Model Water Efficient Landscape Ordinance (MWELO), also referenced by Title 24, Part 11, Chapters 4 and 5 CalGreen Building Code, requires that all local agencies adopt, implement, and enforce the MWELO or a local Water Efficient Landscape Ordinance (WELO) that is at least as effective as the MWELO. The purpose of water efficient landscape ordinances is to not only increase water efficiency but to improve environmental conditions in the built environment. Landscaping should be valued beyond the esthetic because landscapes replace habitat lost to development and provide many other related benefits such as improvements to public health and quality of life, climate change mitigation, energy and materials conservation and increased property values.26 Industrial General Stormwater Permit
The Statewide Stormwater NPDES permit for general industrial activity (Order 2014-0057-DWQ, superseding Order 97-03-DWQ) regulates discharges associated with 10 broad categories of industrial activities, such as operation of wastewater treatment works, and with recycling facilities.

The industrial general permit requires the implementation of Best Available Technology Economically Achievable and Best Conventional Pollutant Control Technology to achieve performance standards. The permit also requires development of a SWPPP that identifies the sitespecific sources of pollutants and describes the measures at the facility applied to reduce stormwater pollution. A monitoring plan is also required.

California NPDES Stormwater Permit
In November 1990, the EPA published regulations establishing NPDES permit requirements for municipal and industrial stormwater discharges. Phase I of the permitting program applied to municipal discharges of stormwater in urban areas where the population exceeded 100,000 persons. Phase II of the NPDES stormwater permit regulations, which became effective in March 2003, required that NPDES permits be issued for construction activity for projects disturbing 1–5 acres. Phase II of the municipal permit system (known as the NPDES General Permit for Small MS4s, Order No. 2003-0005-DWQ as amended by 2013-0001-DWQ) required small municipalities of fewer than 100,000 persons to develop stormwater management programs. This permit authorizes discharges of stormwater and some categories of non-stormwater that are not “significant contributors of pollutants.”
Provision C.3 in the Municipal Regional Permit requires site designs for new developments and redevelopments to minimize the area of new roofs and paving and treat runoff, and in some cases, control the rates and durations of site runoff. Where feasible, pervious surfaces should be used instead of paving so that runoff can infiltrate to the underlying soil. Runoff should be dispersed to landscaping where possible. Remaining runoff from impervious areas must be treated using bioretention. In some developments, the rates and durations of site runoff must also be controlled.

The C.3 requirements are separate from, and in addition to, requirements for erosion and sediment control and for pollution prevention measures during construction. In addition, project applicants 26 Department of Water Resources (DWR). 2022. Model Water Efficient Landscape Ordinance. https://water.ca.gov/Programs/Water-UseAnd-Efficiency/Urban-Water-Use-Efficiency/Model-Water-Efficient-Landscape-Ordinance (October 26, 2022).

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must execute agreements to allow municipalities to verify that stormwater treatment and flowcontrol facilities that are approved as part of new development are maintained in perpetuity.

California Toxics Rule and State Implementation Policy
The California Toxics Rule, presented in 2000 in response to requirements of EPA’s National Toxics Rule, establishes numeric water quality criteria for approximately 130 priority pollutant trace metals and organic compounds. The California Toxics Rule criteria are regulatory criteria adopted for inland surface waters, enclosed bays, and estuaries in California that are on the CWA Section 303(c) list for contaminants. The California Toxics Rule includes criteria for the protection of aquatic life and human health. Human health criteria (water- and organism-based) apply to all waters with a Municipal and Domestic Water Supply beneficial use designation as indicated in the basin plans. The Policy for Implementation of Toxics Standards for Inland Surface Waters, Enclosed Bays, and Estuaries of California, also known as the State Implementation Policy, was adopted by the SWRCB in 2000. It establishes provisions for translating the California Toxics Rule criteria, National Toxics Rule criteria, and basin plan water quality objectives for toxic pollutants into:
 NPDES permit effluent limits;
 Effluent compliance determinations;
 Monitoring for 2,3,7,8-tcdd (dioxin) and its toxic equivalents;  Chronic (long-term) toxicity control provisions;
 Site-specific water quality objectives; and
 Granting of effluent compliance exceptions.

The goal of the State Implementation Plan is to establish a standardized approach for permitting discharges of toxic effluent to inland surface waters, enclosed bays, and estuaries.

California Sustainable Groundwater Management Act
In September 2014, California Governor Jerry Brown signed SGMA into law, requiring that California’s critical groundwater resources be sustainably managed by local agencies. As introduced in Section 3.8.2, Environmental Setting, under “Groundwater Resources,” SGMA gives local agencies the power to sustainably manage groundwater and requires GSPs to be developed for Medium- and High-Priority groundwater basins, as defined by the DWR. Since the Ygnacio Valley Groundwater Basin is identified by DWR as being Very Low Priority, it does not require implementation of a GSP for compliance with SGMA.

California Urban Water Management Act
The CCWD maintains a current (2020) UWMP for compliance with the California Urban Water Management Planning Act (UWMP Act), which is required by California Water Code (CWC) Section 10620, for all urban water suppliers providing water for municipal purposes to more than 3,000 customers or supplying more than 3,000 AFY. East Bay Municipal Water District (EBMUD), which serves a portion of the western area of Pleasant Hill, also maintains a current (2020) UWMP.27 Each UWMP identifies and characterizes the agency’s planning activities to ensure adequate water supplies to meet existing and future demands for water within their respective service territories, and outlines contingency planning steps to execute during times of actual or anticipated water 27 EBMUD. 2021. Urban Water Management Plan 2020. Available: file:///C:/Users/amescher/Downloads/UWMP-2020-FINALbookmarks%20(2).pdf (accessed December 9, 2022).

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supply shortages. The 2020 UWMPs include data and projections for water supply and demand, conservation programs, water demand management measures (DMMs) and BMPs, and recycled water opportunities through the year 2045.
28,29 In addition, the 2020 UWMPs address requirements
of the Water Conservation Bill of 2009, Senate Bill (SB) X7-7, for compliance with per capita water use reduction targets. In addition, the UWMPs address the requirements of Assembly Bill (AB) 1668 and SB 606, with the inclusion of a Drought Risk Assessment and Water Shortage Contingency Plan.

Regional
San Francisco Bay Regional Water Quality Control Plan
The San Francisco Bay RWQCB implements the Basin Plan, a master policy document for managing water quality in the region. The Basin Plan establishes beneficial water uses for waterways and water bodies within the region. The San Francisco Bay RWQCB has jurisdiction over the City of Pleasant Hill. Individual RWQCBs function as the lead agencies responsible for identifying, monitoring, and cleaning up leaking underground storage tanks. Storage of hazardous materials in USTs is regulated by the SWRCB, which oversees all nine of the RWQCBs.

Contra Costa Clean Water Program
The CCCWP (introduced in Section 3.8.2, Environmental Setting, under "Surface Water Quality") is within the jurisdiction of the San Francisco Bay RWQCB and Central Valley RWQCB. The CCCWP works to protect local creeks, reservoirs, watersheds, and San Francisco Bay from contamination and pollution required by federal and State clean water regulations.

San Francisco Bay Region Municipal Stormwater Permitting Program The San Francisco Bay Region Municipal Stormwater NPDES Permit, Order No. R2-2015-0049 (MRP) issues the Waste Discharge Requirements and NPDES Permit for the discharge of stormwater runoff from the municipal separate storm sewer systems (MS4s) of over 70 municipalities, including Pleasant Hill, and local agencies in five Bay Area counties. 30 Under the MRP, permittees are
prohibited from non-stormwater discharges into storm drain systems and watercourses. Permitted discharges must not cause or contribute to a violation of any applicable water quality standard for receiving waters. Upon a determination by either the MRP permittee(s) or the RWQCB that discharges are causing or contributing to an exceedance of an applicable water quality standards, the permittee(s) must notify, within no more than 30 days, and thereafter submit a report to the RWQCB. The report must describe controls or best management practices (BMPs) that are currently being implemented, and the current level of implementation, and additional controls or BMPs that will be implemented, and/or an increased level of implementation, to prevent or reduce the discharge of pollutants that are causing or contributing to the exceedance of water quality standards. The MRP also sets forth requirements for monitoring water quality. Provision C.3 of the MRP establishes discharge requirements for new development and redevelopment projects. The goal of Provision C.3 is for the MRP permittees to use their planning authorities to include appropriate source control, site design, and stormwater treatment measures in new development and redevelopment projects to address stormwater runoff pollutant discharges and prevent 28 Ibid. 29 CCWD. 2021. 2020 Urban Water Management Plan. June. Available: https://www.ccwater.com/DocumentCenter/View/9851/2020- Urban-Water-Management-Plan-PDF (accessed October 19, 2022). 30 SWRCB. 2015. San Francisco Bay Region Municipal Regional Stormwater NPDES Permit. https://www.waterboards.ca.gov/sanfranciscobay/water_issues/programs/stormwater/Municipal/R2_2015_0049_amended.pdf.

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increases in runoff flows from new development and redevelopment projects. According to the MRP, this goal is to be accomplished primarily through the implementation of low impact development (LID) techniques.

Local
Pleasant Hill General Plan
The current (2003) Pleasant Hill General Plan contains policies related to Hydrology and Water Quality, but they would be replaced by the proposed 2040 General Plan.

Pleasant Hill Municipal Code—Flood Damage Prevention
The Pleasant Hill Municipal Code sets forth a code of ordinances associated with hydrology and water quality. Chapter 15.15, Flood Damage Prevention, of the Pleasant Hill Municipal Code details measures to prevent and reduce flood damage as well as standards for construction, utilities, subdivisions, and homes. In addition, the City of Pleasant Hill is responsible for ensuring that creeks and drainage channels, including those located on private property, are sufficiently maintained and clear of debris.

Pleasant Hill Clean Water Program
As discussed in Section 3.8.2, Environmental Setting, under “Surface Water Quality,” as well as in this section under “Federal” and “Clean Water Act” as well as “National Pollutant Discharge Elimination System,” the City of Pleasant Hill is a permittee under the Phase II NPDES Municipal Stormwater Permit, and the Pleasant Hill Clean Water Program implements the City of Pleasant Hillspecific components of the CCCWP, including implementation of a SWPPP with BMPs to control stormwater flows and minimize or avoid adverse water quality impacts. 31 Pleasant Hill Stormwater Runoff Pollution Control Ordinance Code Chapter 15.05 of the Pleasant Hill Municipal Code addresses stormwater management and runoff.

Consistent with Chapter 15.05, every development project must submit a Stormwater Control Plan that meets the criteria of the most recent version of the guidebook to reduce stormwater. The Stormwater Control Plan would outline all stormwater management facilities, how those facilities would be maintained, and the costs to implement the facilities.

3.8.4 Impacts and Mitigation Measures
Significance Criteria
The City of Pleasant Hill utilizes the following 2022 CEQA Guidelines Appendix G significance criteria questions related to hydrology and water quality.

Would the 2040 General Plan:
a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality?
31 Pleasant Hill, City of. 2021. Fiscal Year 20-21 Annual Report for the City of Pleasant Hill. NPDES Permit Number CAS612008 issued by the SFBRWQCB. Available: https://www.cccleanwater.org/userfiles/kcfinder/files/Pleasant%20Hill%20AR%20FY%2020-21-Complete.pdf (accessed October 19, 2022).

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b) Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin? c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would:
i. result in a substantial erosion or siltation on- or off-site? ii. substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or offsite?
iii. create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff? iv. impede or redirect flood flows?
d) In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation? e) Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan?
Approach to Analysis
Hydrology and Water Quality
No land use changes would be facilitated by the 2040 General Plan within areas outside of City Limits but within the Sphere of Influence, and thus the following impact discussion focuses on impacts associated with land use changes facilitated by the 2040 General Plan within City Limits.

Impacts related to hydrology and water quality were determined by comparing the activities and future built conditions that would be facilitated by the proposed plan to the existing (baseline) environmental conditions for hydrology and water quality, as characterized above in Section 3.8.2, Environmental Setting. As discussed in Chapter 2, Project Description, this analysis conservatively assumes that maximum 2040 General Plan buildout conditions for both residential and nonresidential uses will be implemented by 2040 within Pleasant Hill. While not likely to occur, maximum buildout represents development of every land parcel within Pleasant Hill in accordance with the proposed land use designation included in the proposed 2040 General Plan. Impact characterizations were informed through review of information regarding regional and local hydrology, climate, topography, and geology contained in the Pleasant Hill 2003 General Plan and Pleasant Hill 2003 General Plan EIR, San Francisco Bay RWQCB Basin Plan, FEMA FIRMs, the proposed 2040 General Plan, and plan-specific features and proposals.

The impact evaluation focuses on effects on surface and groundwater quality, groundwater supply, and drainage (in terms of erosion, siltation, flooding, stormwater system exceedance, and polluted runoff). Water quality conditions are compared with water quality standards and WDRs by identifying potential contaminants and pollution pathways, amount of impervious area, and runoff treatment requirements. Finally, as part of the analysis, inundation and flooding are assessed by reviewing potential inundation zone maps and data relative to development that would be facilitated by the proposed plan.

Topics not covered in the following impact analysis include water supply availability and adequacy of wastewater conveyance and treatment infrastructure, which are discussed in Section 3.13, Utilities and Service Systems. In addition, impacts related to wetlands and waters of the United States are discussed in Section 3.3, Biological, Agriculture, and Forestry Resources.

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EIR Scoping Comments Consideration
This section also addresses written comments received in response to the EIR NOP related to groundwater dynamics, flooding, and stormwater quality, as well as a verbal comment received during the EIR public scoping meeting regarding water quality regulations, soil and groundwater quality, drainage pattern alterations, and flooding risk. Water quality regulations including the Clean Water Act and NPDES program are presented in Section 3.8.3, Regulatory Framework, and addressed under Impact HYD-1. Landscape water use efficiency is addressed in Section 3.8.3, and under Impact HYD-2. Groundwater quality is addressed under Impact HYD-1. Stormwater runoff and drainage, and the 50-Year Plan of the Contra Costa County Flood Control and Water Conservation District and the City Public Works Department are discussed in Section 3.8.2, Environmental Setting, under “Surface Water Hydrology,” as well as under Impact HYD-2 and Impact HYD-3.

Specific Thresholds of Significance
For purposes of the following impact analysis, the following thresholds are used to evaluate the significance of hydrology and water quality impacts resulting from implementation of the 2040 General Plan.
 Violate any water quality standards or waste discharge requirements established by a regulatory body with jurisdiction over the General Plan area.
 Deplete groundwater supplies or interfere with groundwater recharge such that the proposed plan would impede or obstruct goals and policies of a groundwater management plan.  Alter an existing drainage pattern through alteration of the course of a stream or river or increased impervious surfaces and resulting in erosion, siltation, or flooding on or off-site.  Create or contribute runoff water that would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff.  Expose people to pollutants due to inundation related to flooding, tsunami, or seiche.  Conflict with a water quality control plan or sustainable groundwater management plan such goals would be obstructed.

Impact Evaluation
Surface and Groundwater Quality
Significance Criterion a: Would the proposed plan violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality?
Impact HYD-1 IMPLEMENTATION OF THE 2040 GENERAL PLAN WOULD INVOLVE GROUND-DISTURBING

ACTIVITIES DURING CONSTRUCTION THAT COULD TEMPORARILY INCREASE THE POTENTIAL FOR WATER QUALITY TO BE AFFECTED BY SEDIMENTATION OR AN ACCIDENTAL SPILL OR RELEASE OF HAZARDOUS MATERIALS.

HOWEVER, WITH ADHERENCE TO APPLICABLE WATER QUALITY STANDARDS, WASTE DISCHARGE REQUIREMENTS, AND PROPOSED GENERAL PLAN POLICIES, IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
Construction activities would involve ground-disturbing activities, which includes the use of heavy equipment and machinery that could increase the potential for water quality degradation to occur

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as a result of soil erosion or sedimentation, or an accidental spill or release of hazardous materials such as oils, fuels, paints, and solvents. Buildout of the 2040 General Plan would emphasize infill and reuse, due to the existing built-up nature of the General Plan area; therefore, construction activities may involve demolition of existing structures, and earth-moving activities to install appropriate foundations, structures, utilities, and associated facilities. Earth-moving activities during construction could include excavation and trenching, soil compaction and moving, cut and fill activities, and grading.

Individual construction activities that disturb one or more acres of land surface would be subject to the NPDES Construction General Permit adopted by the SWRCB and implemented in the General Plan area by the SFBRWQCB. As discussed in Section 3.8.2 under “Surface Water Quality,” the City of Pleasant Hill is a permittee under the Phase II NPDES Municipal Stormwater Permit, and the Pleasant Hill Clean Water Program implements the City of Pleasant Hill-specific components of the CCCWP, including a SWPPP with BMPs to control stormwater flows and minimize or avoid adverse water quality impacts.32 A SWPPP must describe the site and the facility, identify applicable erosion and sediment controls, describe requirements for runoff water quality monitoring and means of waste disposal, as necessary, and identify applicable non-storm water management controls associated with a proposed activity. In addition, inspection of construction sites before and after storms would be required to identify stormwater discharge from construction activity and to ensure that erosion controls are effectively implemented, where necessary. Development facilitated by the proposed plan would be subject to the requirements of the City of Pleasant Hill-specific components of the CCCWP (see discussion in Section 3.8.2 under “Surface Water Quality”), including SWPPP implementation for development facilitated by the 2040 General Plan, would reduce the potential for the proposed plan to cause water quality standards to be exceeded.

Below are goals and policies from the 2040 General Plan that would protect and enhance water quality in the General Plan area; these are from the Public Facilities, Services, and Infrastructure (PFS) Element of the 2040 General Plan, as well as the Environment Element (ENV).

Goal PFS-2 Ensure that adequate wastewater facilities and services are available to meet the needs of existing and future development.

Policy PFS-3.1 NPDES Permit Activities. Implement NPDES permit activities in compliance with State and Federal law to prevent stormwater pollution.

This policy reinforces compliance with regulatory requirements and the CCCWP, as discussed above.

Other policies under Goal PFS-2 that address stormwater management during operational activities are discussed below under “Operation.”
Goal ENV-3 Preserve and restore streams, wetlands, and riparian areas to function as open space and wildlife corridors.

Policy ENV-3.2 Creek Contamination and Sedimentation Prevention. Require new development to use site preparation, grading, and construction techniques that prevent contamination and sedimentation of creeks and streams. 32 City of Pleasant Hill. 2021. Fiscal Year 20-21 Annual Report for the City of Pleasant Hill. NPDES Permit Number CAS612008 issued by the San Francisco Bay RWQCB. Available: https://www.cccleanwater.org/userfiles/kcfinder/files/Pleasant%20Hill%20AR%20FY%2020-21- Complete.pdf (October 19, 2022).

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Policy ENV-3.3 Creek Bank Stabilization. Require new development proposals to include appropriate measures for creek bank stabilization, and any additional steps necessary to reduce erosion and sedimentation but preserve natural creek channels and riparian vegetation.

Policy ENV-3.7 Erosion Control Plans. Require erosion control plans for new development that require significant grading or are near streams, wetlands, and riparian areas. The plans shall include recommendations for grading practices that prevent erosion, loss of topsoil, and scour of drainageways, consistent with biological and aesthetic values.

Policies ENV-3.2 and ENV-3.3 protect water quality during construction by minimizing potential for erosion and sedimentation to occur. Similarly, Policy ENV-3.7 directly addresses erosion during construction, and complements Policy PFS-3.1, as the Erosion Control Plan will include erosion and sediment control BMPs such as those that will also be required by the SWPPP.

During excavation or trenching activities during construction facilitated by the 2040 General Plan, it is possible that shallow, unconfined water could be encountered in the subsurface. The General Plan area is underlain by the Ygnacio Valley Groundwater Basin, and groundwater in this basin is known to exist within 10 to 20 feet of the ground surface.33 Depending upon the extent of excavation activities associated with proposed development, it is possible that shallow groundwater could be encountered, which may require dewatering of the excavation or trenching site.

Dewatering is conducted to protect the integrity of the work area and the water quality of the surrounding and downstream waterways. Dewatering is a process by which water is removed from the work area, held in storage tanks or trucks, and tested for contamination prior to discharge. If contamination is detected, the water is treated to the extent required for compliance with the Groundwater General Permit (Regional Board Order No. R2-2012-0060), which is part of NPDES permit compliance.
34 Once the required water quality conditions are achieved, the water is discharged to an appropriate disposal facility or wastewater treatment plant, consistent with requirements of the Groundwater General Permit. The process of dewatering protects the water quality in underlying groundwater basins, as well as in riparian habitat (wetland) areas that may be hydrologically connected to the underlying groundwater basin. Should dewatering activities be necessary during construction, it is not anticipated that water quality degradation to the underlying groundwater basin or to riparian habitats or wetland areas would occur.

Operation
Potential impacts related to the violation of water quality standards or waste discharge requirements, or the potential for activities to “otherwise substantially degrade water quality,” would largely be limited to construction activities. Operation and maintenance activities would not involve the ground-disturbing activities or use of heavy construction equipment and machinery that introduce potential for an accidental spill or release of hazardous materials to occur, or erosion and sedimentation associated with disturbed soils.
33 DWR. 2020. Groundwater Level Report – Station 379795N1220595W001. Available:
https://wdl.water.ca.gov/GroundwaterBrowseData.aspx?LocalWellNumber=&StationId=27022&StateWellNumber=&SelectedCounties=7 &SiteCode=&SelectedGWBasins=Ygnacio+Valley+(2-006) (accessed October 20, 2022). 34 SFBRWQCB. 2012. NPDES No. CAG912004. Groundwater General Permit Order No. R2-2012-0060. Available:
https://www.waterboards.ca.gov/rwqcb2/water_issues/programs/npdes/R2-2012-0060/Attachment_E.pdf (accessed October 20, 2022)

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Operation of development facilitated by the 2040 General Plan would occur in compliance with goals and policies for the protection of surface water and groundwater quality. As mentioned above, those include additional policies under Goal PFS-2, as listed below.

Policy PFS-3.3 Green Infrastructure. Require new developments to install green infrastructure as required by the permit conditions of the Regional Water Quality Control Board, as part of their natural stormwater drainage systems, including but not limited to pervious pavement, infiltration basins, raingardens, green roofs, rainwater harvesting systems, and other types of low impact development (LID).

Policy PFS-3.4 Retrofit for Green Infrastructure. Encourage the retrofit of existing development to include sustainable infrastructure and green building practices.

Policies PFS-3.3 and PFS-3.4 protect water quality by encouraging design features that maximize stormwater infiltration, which reduces the velocity of stormwater runoff, and minimizes potential for the conveyance of contaminants in stormwater runoff. Policy PFS-3.4 could result in increased permeable surfaces in the General Plan area, compared to existing conditions, if existing development characterized by impermeable surfaces is retrofitted with sustainability infrastructure and green building practices under the 2040 General Plan. In addition, below is a goal and policy from the Hazards Safety (HS) Element, as well as another goal and associated policies from the ENV Element, which serve to maximize stormwater infiltration, thereby minimizing potential water quality impacts associated with stormwater runoff.

Goal HS-5 Minimize the potential for serious flooding and drainage problems including damage to property, loss of life, and economic displacement.

Policy HS-5.6 Low-Impact Development. Require low-impact development (LID) measures in new development, major remodeling projects, and public projects to limit the amount of impervious surface in new development and to increase retention, treatment, and infiltration of urban stormwater runoff.

Goal ENV-2 Protect the quality of water resources in Pleasant Hill.

Policy ENV-2.4 Alternative Paving Methods. Encourage alternative materials and designs to limit driveways, parking areas and parking lots citywide, including pervious paving material, turf stones, and “ribbon strip” driveways.

Policy ENV-2.5 Alternative Drainage Design. Continue to require bioswales and other innovations in new development to allow runoff from parking lots and all impervious area to drain into landscaped areas and rainwater percolate into the ground.

Policy HS-5.6 compliments Policy PFS-3.3 (presented above), by explicitly applying LID features to new development as well as remodeling and public projects. In addition, Policies ENV-2.4 and ENV2.5 further complement these policies for LID features by facilitating use of materials and methods that increase infiltration of surface water, thereby reducing water quality impacts from runoff.

The implementation of LID features as part of both new development and retrofitting existing development, as applicable under the 2040 General Plan, could result in increased stormwater infiltration compared to existing conditions and, thus enhance water quality by minimizing the

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conveyance of contaminants in stormwater. It would also be in alignment with the County Flood Control and Water Conservation District’s 50-Year Plan, which encourages local communities to plan for modifying flood control channels to incorporate natural features. 35 With implementation of
these 2040 General Plan policies and regionally consistent BMPs for water quality and NPDES compliance, operation would be consistent with water quality standards and waste discharge requirements. Therefore, 2040 General Plan operational impacts related to surface water quality and groundwater quality would be less than significant.

Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation
Groundwater Supply and Recharge
Significance Criterion b: Would the proposed plan substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin? Impact HYD-2 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD NOT PUMP WATER

FROM THE LOCAL GROUNDWATER BASIN AND WOULD NOT INTRODUCE SUBSTANTIAL NEW AREAS OF

IMPERMEABLE SURFACES SUCH THAT THE RATES OR PATTERNS OF GROUNDWATER RECHARGE FROM INFILTRATION WOULD BE AFFECTED. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
During construction of individual projects facilitated by the 2040 General Plan, ground-disturbing activities would temporarily alter site-specific drainage patterns; BMPs would be implemented through the SWPPP required for compliance with the Clean Water Act and the CCCWP, as discussed under Impact HYD-1. Construction-related impacts would be site-specific and temporary in nature, limited to the construction period for the respective development, and would not affect groundwater recharge rates and patterns. Therefore, construction-related impacts related to groundwater supply and recharge would be less than significant.

Operation
Water service is provided to much of Pleasant Hill by the CCWD, which obtains its water supply exclusively from the Delta via the Contra Costa Canal, through contract with the United States Bureau of Reclamation (Reclamation).36 The CCWD does not pump or distribute groundwater; therefore, water obtained from the CCWD by the Pleasant Hill to support development facilitated by the 2040 General Plan would not consist of groundwater, and would not deplete groundwater resources. The Martinez Water District and EBMUD also serve some areas of the western portion of Pleasant Hill, but similarly do not provide groundwater as a supply source (except through 35 Contra Costa County Flood Control and Water Conservation District. 2009. The 50 Year Plan “From Channels to Creeks”. Adopted March

31. Available: https://www.contracosta.ca.gov/DocumentCenter/View/6853/50---Year-Plan-3-20-09-BOS-compressed-PDF?bidId= (accessed October 26, 2022).
36 CCWD. 2021. 2020 Urban Water Management Plan. June. Available: https://www.ccwater.com/DocumentCenter/View/9851/2020- Urban-Water-Management-Plan-PDF (accessed October 19, 2022).

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conjunctive use and groundwater recharge programs developed for the purpose of managing groundwater sustainably). As such, development facilitated by the 2040 General Plan would connect to the existing Pleasant Hill water supply system and would not install groundwater supply wells or conduct on-side groundwater pumping to meet water demands. Therefore, development facilitated by the 2040 General Plan would not affect groundwater through direct pumping, and potential operational groundwater impacts would be limited to indirect means such as through alteration of infiltration and recharge, as discussed below.

The General Plan area is primarily built-up, and development would be focused on infill within previously disturbed areas, and reuse of existing development. Previously undisturbed areas would not be affected by the proposed plan. Goals and policies of the 2040 General Plan encourage the use of LID features and explicitly aim to increase areas of permeable surfaces, which would facilitate increased stormwater retention and infiltration to the subsurface. This includes Goal ENV-3, which is introduced under Impact HYD-1, and would be further implemented through the policies below, which aim to protect, reclaim, and improve natural stream corridors as part of the development that would be facilitated by the 2040 General Plan.

Policy ENV-3.4 Stream, Wetland, and Riparian Reclamation. Reclaim degraded streams, wetlands, riparian areas, and wildlife migration corridors, where possible, in cooperation with the Flood Control District, and other local and regional organizations.

Policy ENV-3.5 Reclamation with New Development. Require new development adjacent to creek protection zones to encourage the reclamation of adjacent creeks, wetlands, and riparian areas.

Policy ENV-3.6 Natural Stream Corridor Retention and Improvement. Actively support the use of natural waterways within the city. The City will actively work to avoid any new channelization of creeks and waterways within the city and shall work with regional agencies to restore channelized sections to a more natural channel, where feasible.

Policies ENV-3.4, ENV-3.5, and ENV-3.6 would serve to minimize or avoid potential indirect impacts to groundwater recharge that might otherwise occur as a result of channelizing or alteration to existing natural cover areas including streams, wetlands, and riparian areas.

Also as discussed under Impact HYD-1, the 2040 General Plan includes policies to require LID features for new development (Policies PFS-3.3, HS-5.6, ENV-2.4, ENV-2.5), as well as for the retrofitting of existing development (Policy PFS-3.4). While development facilitated by the 2040 General Plan could increase impervious surfaces throughout the General Plan area, LID features associated with development would minimize potential to increase impervious surfaces and adversely affect infiltration and runoff; such features may include bioretention systems, swales, green roofs, infiltration systems, and permeable pavers. This would in turn facilitate infiltration of surface water to the subsurface and help filter contaminants out of surface runoff as it infiltrates soil to underlying groundwater resources. Therefore, operational impacts related to groundwater supply and recharge would be less than significant.

Mitigation Measures
No mitigation is required.

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Level of Significance
Less than significant without mitigation
Drainage Pattern Alteration
Significance Criterion c: Would the proposed plan substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would:
i. result in substantial erosion or siltation on- or off-site; ii. substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site;
iii. create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or
iv. impede or redirect flood flows?
Impact HYD-3 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD NOT ALTER THE

COURSE OF A STREAM OR RIVER OR SUBSTANTIALLY ALTER EXISTING DRAINAGE PATTERNS, INCLUDING

THROUGH NEW IMPERVIOUS SURFACES, AND REGULATORY REQUIREMENTS AS WELL AS POLICIES TO PROTECT AND IMPROVE DRAINAGE PATTERNS WOULD MINIMIZE EROSION, FLOODING, AND RUNOFF. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction

ALTERATION OF DRAINAGE RESULTING IN EROSION/SILTATION
Development facilitated by the 2040 General Plan would not alter the course of any stream or river.

In addition, as discussed under Impact HYD-2, above, the 2040 General Plan includes policies under Goal ENV-3 to reclaim degraded streams (Policy ENV-3.4), maintain creek protection zones (Policy ENV-3.5), and avoid any new channelization of creeks and waterways in the city (Policy ENV-3.6), which would collectively reduce or avoid adverse construction-related impacts associated with drainage pattern alterations, by protecting and improving existing drainage patterns.

The potential for erosion to occur during construction is addressed under Impact HYD-1, which details how compliance with regulatory requirements would include BMPs to minimize or avoid potential for erosion to occur during construction activities. Development facilitated by the 2040 General Plan would not result in substantial drainage pattern alterations, and would not result in substantial erosion on-or off-site. Therefore, construction impacts related to flooding or alteration of flood flows would be less than significant.

Operation

INCREASED RUNOFF RESULTING IN FLOODING
The discussion provided under Impact HYD-1 addresses potential for runoff and describes that development facilitated by the 2040 General Plan, including implementation of LID features, could include infiltration ponds and features to manage stormwater runoff in a way that minimizes runoff.

Specifically, Policies PFS-3.3 and PFS-3.4 encourage design features that maximize stormwater

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infiltration, which reduces the velocity of stormwater runoff, and Policy HS-5.6 explicitly applies LID features to new development as well as remodeling and public projects. In addition, Policies ENV2.4 and ENV-2.5 further complement requirements for LID features by facilitating use of materials and methods that increase infiltration of surface water, which reduce runoff. These policies and the 2040 General Plan are consistent with the County Flood Control and Water Conservation District’s 50-Year Plan, which encourages local communities to plan for modifying flood control channels to incorporate natural features.37
Therefore, while future development could result in site-specific drainage pattern alterations, due to the use of LID features and stormwater management in accordance with the aforementioned policies, the proposed plan would not result in increased runoff, and potential impacts would be less than significant.

ADDITIONAL SOURCE OF RUNOFF EXCEEDING STORM DRAIN SYSTEM CAPACITY The potential for water quality degradation to occur as a result of polluted runoff is addressed under Impact HYD-1; the 2040 General Plan would not create or contribute substantial new sources of polluted runoff. Development facilitated by the 2040 General Plan would be concentrated as infill development, and would not include drainage pattern alterations that would result in exceedance of the storm drain system. As with existing development throughout the General Plan area, future development would connect to the City’s existing storm drain system. The 2040 General Plan includes Policies ENV-2.1 and ENV-2.2, under Goal ENV-2 (introduced under Impact HYD-1), which address the active maintenance and improvement of the city drainage system.

Policy ENV-2.1 Drainage System Maintenance. Maintain and upgrade the city drainage system, including regularly clearing drainage systems of debris build up that exacerbates flood impacts.

Policy ENV-2.2 Drainage Improvements. Cooperate with regional agencies to complete regional storm drainage improvements.

Policy ENV-2.1 ensures that drainage system capacity is maintained to appropriately accommodate runoff from development within the General Plan area, and Policy ENV-2.2 supports ongoing improvements to the existing storm drainage system. In addition, Policy PFS-3.2, under Goal PFS-2 (introduced under Impact HYD-1), ensures appropriate conveyance capacity for all drainage facilities.

Policy PFS-3.2 Drainage Facility Maintenance. Collaborate with property owners and the Flood Control District to regularly maintain and provide funding for all drainage facilities to ensure that they continue operating at full carrying capacity.

In addition, as stated in Section 3.8.2, Environmental Setting, under “Surface Water Hydrology,” development facilitated by the 2040 General Plan would require verification by the Contra Costa County Flood Control and Water Conservation District and the City Engineering Division that adequate storm drainage facilities exist or are funded prior to project approval. Although the proposed plan would not alter drainage patterns such that exceedance of storm drain system capacity occurs, future development would connect to the existing storm drain system; with 37 Contra Costa County Flood Control and Water Conservation District. 2009. The 50 Year Plan “From Channels to Creeks”. Adopted March

31. Available: https://www.contracosta.ca.gov/DocumentCenter/View/6853/50---Year-Plan-3-20-09-BOS-compressed-PDF?bidId= (accessed October 26, 2022).

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appropriate maintenance, as supported through the 2040 General Plan and the policies presented above, potential impacts would be less than significant.

Impedance or Redirection of Flood Flows
As shown on Figure 3.8-3, there are two classified flood zones within Pleasant Hill, a 100-year floodplain and 500-year floodplain. Development facilitated by the 2040 General Plan would be concentrated as infill within previously developed areas, and would not impede or redirect existing flood flows. Below are policies from the Land Use (LU) Element of the 2040 General Plan, which address flood control in the General Plan area, and require that new development complies with performance standards (Policy LU-5.3) and contributes to flood control services (Policy LU-5.5).

Goal LU-5 Protect and enhance Pleasant Hill’s quality of life and unique identity while continuing to grow and change.

Policy LU-5.3 Compliance with Performance Standards. Require that all new development comply with the City's performance standards for fire, police, parks, water, flood control, sanitary sewer, and transportation facilities.

Policy LU-5.5 Development Contribution Requirement. Require all new development to contribute to or participate in the improvement of park, school, police, sanitary, water, and flood control services in proportion to the demand generated by the development's occupants and users.

Policies LU-5.3 and LU-5.5 ensure that development within the General Plan area is appropriately served by flood control facilities and programs, and development facilitated by the 2040 General Plan would not result in drainage pattern alterations that impede or redirect flood flows.

Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation
Risk of Pollutant Release Due to Inundation
Significance Criterion d: In flood hazard, tsunami, or seiche zones, would the proposed plan risk release of pollutants due to inundation?
Impact HYD-4 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD NOT INCREASE

EXISTING POTENTIAL FOR INUNDATION WITHIN FLOOD HAZARD AREAS TO OCCUR AND WOULD NOT INTRODUCE SUBSTANTIAL NEW POLLUTANT SOURCES THAT COULD POTENTIALLY BE RELEASED DUE TO INUNDATION. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
Potential impacts associated with risk of release of pollutants during construction activities are addressed under Impact HYD-1. As discussed therein, potential construction-related impacts would be less than significant through regulatory compliance and through implementation of policies to protect and enhance water quality. The presence of construction activities within a FEMA4.1.k Packet Pg. 1463 Attachment: Attachment K - Draft EIR (General Plan and Housing Element) Environmental Impact Analysis
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designated Flood Hazard Area would not alter the potential for water quality impacts to occur, including as related to potential risk of release of pollutants. No construction impacts to water quality resulting from a Flood Hazard Area would occur.

Operation
The General Plan area is not located within the inundation area of any dams, or within a tsunami hazard area, and no enclosed surface water bodies are present that could result in inundation due to seiche. Therefore, the proposed plan would not introduce a risk of pollutant release due to inundation from dam failure, tsunami, or seiche.

There are areas of both 100-year and 500-year floodplains within the General Plan area. Figure 3.8-3 shows that these areas area occur along a north-south alignment in the eastern portion of the city.

The aerial imagery in Figure 3.8-3 shows that these flood hazard areas are located within portions of the General Plan area that are fully developed. Development facilitated by the 2040 General Plan would be concentrated as infill development. The Impact HYD-3 impact discussion related to “Impedance or Redirection of Flood Flows” identifies 2040 General Plan Goal LU-5 and associated policies that address flood control in the General Plan area and require that new development comply with performance standards (Policy LU-5.3) and contribute to flood control services (Policy LU-5.5). These policies ensure that development within the General Plan area is appropriately served by flood control facilities and programs, which minimizes the potential for inundation from flooding to occur, and thereby reduces the potential for risk of pollutant release to occur. Through Policies LU-5.4 and LU-5.5, new development would be served by appropriate flood control services and facilities. Development facilitated by the 2040 General Plan would not introduce new potential sources of polluted runoff, or new hazardous materials or potential for pollutant releases to occur in the General Plan area. Therefore, while portions of the General Plan area are within flood hazard areas, the proposed General Plan would not alter existing potential for inundation or pollutant release, and 2040 General Plan operational impacts related to water quality resulting from a Flood Hazard Area would be less than significant.

Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation
Water Quality Control and Sustainable Groundwater Management Plan Consistency Significance Criterion e: Would the proposed plan conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan? Impact HYD-5 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD NOT CONFLICT WITH

OR OBSTRUCT IMPLEMENTATION OF A WATER QUALITY CONTROL PLAN OR SUSTAINABLE GROUNDWATER MANAGEMENT PLAN. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
The potential to result in impacts to groundwater management would be limited to operation, when groundwater supply and recharge could be affected by permanent land use changes. In addition,

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construction activities would be required to adhere to water quality control regulations, including BMPs, to be included in project-specific SWPPPs for any construction project disturbing more than one acre, as discussed under Impact HYD-1. Therefore, construction of the 2040 General Plan would not conflict with or obstruct implementation of a surface water quality or groundwater quality control plan or sustainable groundwater management plan, and impacts would be less than significant.

Operation
Development facilitated by the 2040 General Plan would be required to adhere to NPDES drainage control requirements as well as municipal requirements to manage surface water quality during operations, as discussed under Impact HYD-1. The proposed plan would not conflict with or obstruct implementation of a water quality control plan. Similarly, groundwater resources are addressed under Impact HYD-2, which details how potential impacts to groundwater would be less than significant. In addition, as discussed in Section 3.8.2, Environmental Setting, under “Groundwater Resources,” the General Plan area overlies the Ygnacio Valley Groundwater Basin, which is designated by DWR as Very Low Priority and, thus, not required to be managed under a GSP for SGMA. Water supply for development facilitated by the 2040 General Plan would be purchased from CCWD, EBMUD, and Martinez Water District and would not affect groundwater resources.

Therefore, operation of the 2040 General Plan would not conflict with or obstruct implementation of a surface water or groundwater quality control plan or sustainable groundwater management plan, and impacts would be less than significant.

Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation

3.8.5 Cumulative Impacts
The geographic scope of the cumulative hydrology and water quality analysis is the surface area of the Walnut Creek Watershed system shown in Figure 3.8-1 and the Ygnacio Valley Groundwater Basin shown on Figure 3.8-2. Potential impacts associated with surface water and drainage would generally be site-specific and confined within the stormwater drainage and management areas of Pleasant Hill. The cumulative analysis considers the nearby past, present, and reasonably foreseeable future plans and projects listed in Table 3-1, Cumulative Plans and Larger-scale Projects List, which lists the relevant plans and larger-scale projects considered in conjunction with the proposed plan (refer to Chapter 3, Environmental Impact Analysis).

Surface Water
Table 3-1 identifies other general plan buildouts that direct the type and intensity of land use and development within specific areas, consisting primarily of residential and commercial projects, none of which overlap with the General Plan area or are within Pleasant Hill. As with the proposed plan, cumulative plans and projects would generally occur as infill and would not develop previously undisturbed areas or substantially change drainage patterns of the area. Additionally, regulations protecting surface water would be equally applicable to cumulative projects as the proposed plan, including the NPDES program which requires implementation of SWPPPs with BMPs to minimize or

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avoid potential impacts to surface waters. Due to the site-specific nature of surface water impacts, the lack of site overlap between cumulative projects and the proposed plan, and the common applicability of surface water regulations, potential cumulative impacts associated with surface flows and drainage would be less than significant.

Groundwater
Potential impacts to groundwater could occur through direct pumping and consumption of groundwater, or through indirect interference with groundwater recharge. However, due to the existing developed nature of the General Plan area, and the fact that neither the proposed plan nor cumulative projects would develop previously undisturbed areas or substantially change drainage patterns of the area (see “Surface Water” above), cumulative impacts associated with interference with groundwater recharge would be less than significant. In addition, no cumulative impacts associated with direct consumption of groundwater would occur, because water supply for the proposed plan would be provided primarily by the CCWD, as well as Martinez Water District and EBMUD in some areas of the western portion of Pleasant Hill, and neither the CCWD, Martinez Water District, nor EBMUD uses groundwater to meet local demands (refer to Section 3.8.2, Environmental Setting, under “Groundwater Basin Hydrology”). As discussed under Impact HYD-2, groundwater activities conducted by these agencies involve conjunctive use and groundwater recharge programs that are designed to manage groundwater sustainably.

Water Quality
Development facilitated by cumulative plans and projects would comply with policies related to water quality, including through implementation of project-specific SWPPPs as applicable, including with BMPs to minimize or avoid water quality degradation from construction and other grounddisturbing activities. As discussed in Section 3.8.3, Environmental Setting, under “National Pollutant Discharge Elimination System,” the City of Pleasant Hill is a member agency of the CCCWP, which assists municipalities and other agencies in Contra Costa County with implementation of the NPDES Permit; the proposed plan as well as cumulative plans listed in Table 3-1 are subject to the same requirements of the Clean Water Act, and would be implemented in compliance with NPDES and SWPPP requirements, through the CCCWP.

In addition, the proposed plan would not adversely affect water quality by increasing the extent of permeable surfaces in the area. While development facilitated by the 2040 General Plan could increase impervious surfaces throughout the General Plan area, LID features associated with development would minimize potential to increase impervious surfaces and adversely affect infiltration and runoff; such features may include bioretention systems, swales, green roofs, infiltration systems, and permeable pavers. This would in turn facilitate infiltration of surface water to the subsurface and help filter contaminants out of surface runoff as it infiltrates soil to underlying groundwater resources. The potential for cumulative impacts related to water quality is considered unlikely. Therefore, cumulative impacts related to water quality would be less than significant.

Flooding
The cumulative projects would likely include LID features as part of proposed infill development and development and, thus, would increase the extent of permeable surfaces that would increase the rate and extent of infiltration of surface water runoff, thereby reducing its velocity. Due to the sitespecific nature of flooding impacts and the infill characteristics of the proposed plan as well as the

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other cumulative plans and projects, cumulative impacts related to potential for flooding would be less than significant.

Overall Level of Cumulative Significance
Less than significant

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3.9 Land Use Planning, Population, and Housing

3.9.1 Introduction
This section summarizes Pleasant Hill’s land use characteristics, including the overall land use pattern as well as a more detailed analysis by major land use type, and analyzes existing plans and focus areas with development potential in order to determine the potential environmental effects of the proposed plan related to Land Use Planning. Additionally, this section addresses the potential population growth and housing displacement impacts associated with development facilitated by the proposed plan. Information included in this section is partially based on data obtained from the United States Bureau of the Census (US Census), the California Department of Finance (CDF), and the Association of Bay Area Governments and the Metropolitan Transportation Commission (ABAG/MTC).

3.9.2 Environmental Setting
Current Physical Land Use
Pleasant Hill (General Plan Area)
The General Plan area covers the 7.08 square miles (approximately 4,500 acres, including streets, highways, and other transportation corridors) of land comprising the Pleasant Hill Sphere of Influence. Pleasant Hill’s current land use pattern is the result of more than 100 years of change, starting from an agricultural community to the present-day built-out city. Residential and commercial development is currently driven by local and regional demand. Pleasant Hill is characterized as a suburban residential community, as more than 70 percent of Pleasant Hill’s land is occupied with residential uses. Neighborhoods in the northern two-thirds of Pleasant Hill are newer compared to those in the southern portion, and multi-family housing is located primarily near the downtown area and in the Chilpancingo and Ellinwood area in the northern and eastern portions of Pleasant Hill.

Parks and open space account for nine percent of land uses, while institutional uses (such as health care facilities, churches, schools, shelters and government-owned property) account for seven percent. Additional land uses include commercial/business (four percent), industrial (three percent), mixed use (two percent) and office (two percent). Commercial development is concentrated along Interstate 680 (I-680) in the eastern portion of the Pleasant Hill Sphere of Influence. Light industrial areas are located in the northernmost area of Pleasant Hill east of Pacheco Boulevard and in the southeastern corner along Hookston Road.

Both the number of acres and the general percentage of total area distribution of existing land uses within Pleasant Hill is shown in Table 3.9-1. As shown in Table 3.9-1, the various residential land uses (single-family and multi-family combined) make up the largest share of existing land use within the Pleasant Hill Sphere of Influence. Approximately 3,285 acres (or 73 percent) of Pleasant Hill’s land uses are used for residential uses.

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Table 3.9-1 Distribution of Existing Land Uses in Pleasant Hill General Plan Area Existing Land Use Acres Percentage of Total Area
Single-Family Residential 2,835 63
Multi-Family Residential 450 10
Parks/Open Space 405 9
Institutional 315 7
Commercial/Business 180 4
Industrial 135 3
Mixed-Use 90 2
Office 90 2
Source: Pleasant Hill, City of, 2019. Pleasant Hill 2040 General Plan Existing Conditions and Trends Workbook.

Note 1: This table does not include streets, highways, or other transportation corridors. Therefore, total acreage accounts for only these land uses and does not reflect the total acreage within the Pleasant Hill Sphere of Influence.

Note 2: While 2022 is the baseline year for analysis in the EIR, these land uses are sourced from a 2019 source, however the City has determined, due to the Covid-19 pandemic, that the City’s land uses have not changed substantially in that timeframe.

Most of the City’s zoning districts pertain to residential land uses (65 percent by area). Single-family land use types are differentiated by zones that allow lot sizes of 6,000 square feet, 7,000 square feet, 10,000 square feet, 15,000 square feet, and 20,000 square feet. Multi-family housing zones are differentiated by low-density, medium-density, and high-density residential land use types. 25 percent of land within the City falls within planned unit development and precise plan districts, including Planned Unit Districts, Precise Plan Districts, and Hillside Planned Unit Districts. The City uses planned unit development and precise plan districts to establish procedures for the development or large parcels of land by ensuring orderly and thorough planning and review procedures that will result in quality projects.

Pleasant Hill is almost entirely built out with approximately 102 acres of vacant land within the Pleasant Hill Sphere of Influence. Most of this vacant land (approximately 80 acres) is currently designated for single-family development. Remaining vacant land primarily consists of small parcels and is currently designated for multi-family development, office/institutional uses, and commercial uses.

Areas Surrounding General Plan Area

TO THE NORTH
The City of Concord borders Pleasant Hill to the northeast and the City of Martinez borders Pleasant Hill to the northwest. The unincorporated community of Pacheco is immediately north of Pleasant Hill. Directly adjacent land uses are primarily residential neighborhoods with some open space and recreational areas.

TO THE EAST
The City of Concord borders Pleasant Hill to the northeast and the City of Walnut Creek and unincorporated Contra Costa County borders Pleasant Hill to the southeast. Directly adjacent land uses include residential neighborhoods and commercial developments.

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TO THE SOUTH
The City of Walnut Creek borders Pleasant Hill to the south, and directly adjacent uses include residential neighborhoods, commercial and office developments, and industrial operations.

TO THE WEST
The unincorporated neighborhoods of Baywood and Lafayette Hills, as well as Briones Regional Park, border Pleasant Hill to the west. Briones Regional Park is a 6,110-acre regional park part of the East Bay Regional Park District System accessible via Alhambra Valley. Directly adjacent land uses include residential neighborhoods and open space.

Current Land Use Designations and Zoning
Pleasant Hill (General Plan Area)
The existing (2003) Pleasant Hill General Plan establishes 18 land use designations to provide a mixture of land uses for the City, and the current Pleasant Hill Zoning Code establishes 18 separate zoning categories to provide a mixture of permitted land use densities, heights, and types for the City. Figure 2-3 in Chapter 2.0, Project Description, show the City’s existing Land Use Designations Map.

Population, Housing, and Employment
Pleasant Hill (General Plan Area)

POPULATION
The City of Pleasant Hill experienced approximately 319 percent growth from 1950 to 1960. After its incorporation in 1961, the City of Pleasant Hill’s population growth slowed. From the 1960s until 2000, population growth in Pleasant Hill was slow and overall population increased roughly one percent per year. Population growth between 2000 and 2010 was virtually nonexistent at approximately one percent.1

Since 2010, the population of Pleasant Hill increased by approximately 0.6 percent per year, with a total increase of less than 2,000 people during that timeframe2 . In comparison, the overall
population in Contra Costa County during this same timeframe grew nearly twice as fast at 1.1 percent annually 3
. Population growth since 2010 in Pleasant Hill has continued at a slower rate than previous decades. As of January 2022, the City of Pleasant Hill had a population of 34,026 residents.4

HOUSEHOLDS AND DWELLING UNITS
A household is defined by the CDF and the US Census as a group of people who occupy a dwelling unit. A household differs from a dwelling unit because the number of dwelling units includes both occupied and vacant dwelling units. Not all of a jurisdiction’s population lives in households. Rather, 1 MTC/ABAG. 2022. Bay Area Census City of Pleasant Hill. Available: <http://www.bayareacensus.ca.gov/cities/PleasantHill.htm>. (accessed December 2022)
2 CDF. 2022. E-5 Population and Housing Estimates for Cities, Counties, and the State. Available:
<https://dof.ca.gov/forecasting/demographics/estimates/>. (accessed October 2022) 3 CDF. 2022. E-5 Population and Housing Estimates for Cities, Counties, and the State. Available:
<https://dof.ca.gov/forecasting/demographics/estimates/>. (accessed October 2022) 4 CDF. 2022. E-5 Population and Housing Estimates for Cities, Counties, and the State. Available:
<https://dof.ca.gov/forecasting/demographics/estimates/>. (accessed October 2022)

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a portion of a jurisdiction’s population lives in group quarters, such as board and care facilities; others are experiencing homelessness.

Small households, consisting of one to two persons per household, generally reside in units with zero to two bedrooms; family households of three to four persons per household normally reside in units with three to four bedrooms. Large households of five or more persons per household typically reside in units with four or more bedrooms. However, the number of units in relation to the household size may also reflect preference and economics. Many small households obtain larger units and some large households live in small units for economic reasons.

As of 2022, there were approximately 14,498 dwelling units in Pleasant Hill. Most of Pleasant Hill’s households reside in single-family dwelling units, with over 60 percent of the Pleasant Hill current housing stock consisting of detached single-family homes. Ten percent of homes in Pleasant Hill are single-family attached units, and 29 percent are multi-family units, including condominiums.

Pleasant Hill has experienced slow growth in housing supply; from 1990 to 2019, an average of 24 units per year were constructed. This average growth varies by decade and was higher between 1990 and 2000 at 37 new dwelling units per year, and between 2000 to 2010 at 30 units per year.

Between 2010 to 2019, an average of two housing units were built per year.

Pleasant Hill experiences a stable housing vacancy rate of 4.6 percent, which is lower than both the State average of 8.1 percent and the Contra Costa County average of 6.4 percent. The median age of homes in Pleasant Hill is 46 years, with approximately 43 percent of the Pleasant Hill current housing stock built between 1970 to 1989.

EMPLOYMENT
Employment indicates the number of people who reside in a jurisdiction that have a job within or outside of that jurisdiction. Pleasant Hill has approximately 17,600 jobs, which represents about five percent of total jobs in Contra Costa County. Approximately 18,400 residents in Pleasant Hill are employed.5 Between 2008 and 2018, Pleasant Hill added approximately 700 jobs. The number of employed residents has grown from 16,870 in 2010, an 8 percent increase6 . This indicates that the number of employed residents has outpaced population growth.

JOBS-HOUSEHOLD RATIO
The jobs-household ratio in a jurisdiction is an overall indicator of jobs availability within the area. A balance of jobs and households can give residents an opportunity to work locally and avoid employment commutes to other places in the region. Pleasant Hill has slightly more employed residents living in Pleasant Hill (18,400 residents) than it has jobs (17,600 jobs). Approximately 3,280 people both live and work in Pleasant Hill; 14,515 people work in but live outside Pleasant Hill, and 15,120 people live in but work outside Pleasant Hill. Of the population that lives within Pleasant Hill but commutes to other jurisdictions for work, approximately 25 percent commute to other places within Contra Costa County; 16 percent commute to the City and County of San Francisco; 13 percent commute to the East Bay area; 17 percent commute to the San Francisco Peninsula area; and 11 percent commute to areas in the southern I-680 corridor. Approximately 14,500 nonPleasant Hill residents commute into Pleasant Hill for work daily.7 5 Pleasant Hill, City of. 2019. Pleasant Hill 2040 General Plan Existing Conditions and Trends Workbook. 6 MTC/ABAG. 2022. Bay Area Census City of Pleasant Hill. Available: <http://www.bayareacensus.ca.gov/cities/PleasantHill.htm>. (accessed December 2022)
7 Pleasant Hill, City of. Pleasant Hill 2040 General Plan Existing Conditions and Trends Workbook.

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ABAG’s growth pattern depicting projected household and job growth by “superdistrict” illustrates a 2015 job to household ratio of 1.4 in northern Contra Costa County, which is slightly below the region-wide average of 1.5.8 Pleasant Hill’s jobs per household ratio being above one indicates that regional residents are likely commuting to employment inside of Pleasant Hill. In general, most households have more than one worker; therefore, a ratio of jobs to household should be well above 1:1 to have a balance of jobs to households.

3.9.3 Regulatory Framework
Federal Regulations
No federal plans, policies, regulations, or laws related to population and housing are applicable to the proposed plan.

State Regulations
California Government Code
California Government Code Section 65300 regulates the substantive and topical requirements of general plans. State law requires each city and county to adopt a general plan “for the physical development of the county or city, and any land outside its boundaries which bears relation to its planning.” The California Supreme Court has called the general plan the “constitution for future development.” The general plan expresses the community’s development goals and embodies public policy relative to the distribution of future land uses, both public and private.

California Government Code Section 65301 requires a general plan to address the geographic territory of the local jurisdiction and any other territory outside its boundaries that bears relation to the planning of the jurisdiction. The jurisdiction may exercise its own judgment in determining what areas outside of its boundaries to include in the Planning Area. The State of California General Plan Guidelines state that the Planning Area for a city should include (at minimum) all land within the city limits and all land within the city’s sphere of influence. The proposed plan would not facilitate land use changes outside of city limits and within the sphere of influence; therefore, the plan area for the proposed plan consists of Pleasant Hill city limits.

In counties and general law cities,
9 zoning provisions must be consistent with the general plan.

Pleasant Hill is a general law city and is, therefore, required to have zoning consistency with its General Plan.

Local and Regional Regulations
Plan Bay Area 2050 and ABAG Regional Housing Needs Allocation The ABAG/MTC Plan Bay Area 2050, adopted in October 2021, integrated transportation and landuse plan for the nine-county San Francisco Bay Area, including Contra Costa County. Plan Bay Area 2050 meets all state and federal requirements for a Regional Transportation Plan and Sustainable Communities Strategy (RTP/SCS). Plan Bay Area 2050 describes where and how the region can accommodate the additional 1.4 million new households and 1.4 million new jobs projected in the Bay Area by 2050 and details the regional transportation investment strategy over this period. Plan 8 ABAG. 2021. Plan Bay Area 2050 Growth Pattern. Updated January 21, 2021. 9 General law cities are municipalities limited to governmental structures and powers specifically granted by State law.

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Bay Area 2050 identifies 35 strategies focused on improving housing, the economy, transportation, and the environment across the Bay Area over a 30-year period. Four geographic areas are identified in Plan Bay area 2050 to guide where future growth in housing and jobs would be focused over the next 30 years: Priority Development Areas (PDA), Priority Production Areas, Transit-Rich Areas, and High-Resource Areas. ABAG and MTC developed land use and transportation scenarios in Plan Bay Area 2050 that distributes the total amount of anticipated growth across the region and evaluates how well each scenario measures against the Plan goals. Based upon performance, the preferred scenario provides a regional pattern of household and employment growth and a corresponding transportation investment strategy.

Bay Area Rapid Transit District Transit Oriented Development Policy In 2016, Bay Area Rapid Transit (BART) District's Board of Directors adopted a Transit Oriented Development (TOD) Policy that aims to promote high-quality, more intensive development on and near BART stations.
10 BART's TOD Policy has the goal of increasing transit ridership and quality of life at and around BART stations by encouraging and supporting high-quality TOD within walking distance of BART stations, and by reducing the access mode share of the automobile by enhancing multi-modal access to and from BART stations. The Pleasant Hill BART Station is located just southeast of the city limits in the unincorporated County area, at Contra Costa Centre.

Contra Costa County Airport Land Use Compatibility Plan The purpose of the Contra Costa County Airport Land Use Compatibility Plan (ALUCP) is to establish procedures and criteria by which, in accordance with the California State Aeronautics Act:

1.1.1. Contra Costa County Airport Land Use Commission (ALUC) — The ALUC:
a) Shall review proposed land use development in Contra Costa County and affected cities within the county for compatibility with airport activity.
b) Shall review certain types of airport development proposals which are also subject to ALUC review and are addressed by the Plan.

1.5.1. Actions Which Always Require ALUC Review — As required by state law, the following types of actions shall be referred to the ALUC for determination of consistency with the ALUCP prior to their approval by the local jurisdiction:
1) The adoption or approval of any amendment to a general or specific plan affecting the property within an airport influence area (State Aeronautics Act Section 21676(b)).

1.5.3. Major Land Use Actions — The scope or character of certain proposed major land use actions, as listed below, is such that their compatibility with airport activity is a potential concern.

Even though these actions may be basically consistent with the local general plan or specific plan, sufficient detail may not be known to enable a full airport compatibility evaluation at the time that the general plan or specific plan is reviewed. To enable better assessment of compliance with the compatibility criteria set forth herein, ALUC review of these actions may be warranted. 10 BART. 2016. Transit-Oriented Development Policy. Amended April 23, 2020. Available:
<https://www.bart.gov/sites/default/files/docs/BART%20Transit-Oriented%20Development%20Policy_Amended2020-04-23.pdf>. (accessed March 2022)

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Depending upon the circumstances indicated in Countywide Policy 1.5.3 above, such reviews may be either required or requested.
(a) For the Buchanan Field Airport environs:
2) Actions affecting land uses within the composite 55 dB CNEL noise contour or any Safety Zone (see Figures 3B and 3C in Chapter 3 of the ALUCP):
 Proposed residential development, including land divisions, consisting of 20 or more acres and 5 or more lots.
 Any discretionary development proposal for projects having a building floor area of 20,000 square feet or greater.
3) Additionally:
 Within Safety Zones 3 or 4: Any proposal for new development (including buildings, antennas, and other structures) more than 50 feet tall.

The northeastern portion of the General Plan area is within Buchanan Field Airport’s Airport Influence Area, as shown on Figure 3A of the ALUCP.11
Pleasant Hill General Plan
The current Pleasant Hill General Plan contains policies related to land use/planning and population/housing, but they would be replaced by the proposed 2040 General Plan.

Pleasant Hill Downtown Specific Plan
The Pleasant Hill Downtown Specific Plan (PHDSP), adopted in 1991 and amended several times since, establishes a long-term strategy for realizing the development potential of downtown Pleasant Hill. The goal of the PHDSP is to develop downtown Pleasant Hill as a competitive retail and commercial center with a focus on entertainment and recreational facilities, including public amenities and other features to establish an identifiable sense of place for the City of Pleasant Hill that provides a positive image for Pleasant Hill. The plan’s guiding policies include encouraging development of a compatible mix of retail, recreational, civic, office, and residential uses with an emphasis on ground floor retail uses.12
Pleasant Hill Priority Development Areas
Cities and counties within the jurisdiction of ABAG identify and delineate Priority Development Areas (PDAs), or areas near public transit planned to contain new homes, jobs, and community amenities. Local governments nominate these areas to ABAG for designation as a PDA, and if adopted by ABAG, the PDA Planning and Technical Assistance Grant programs become available to that local government. The PDA eligibility criteria include but are not limited to at least 50 percent of the PDA being within 0.5 mile of an existing or planned rail station or ferry terminal, a bus stop with peak service frequency of 15 minutes or less, or at least 50 percent of the area being defined as 11 CCCALUC. 2000. Contra Costa County Airport Land Use Compatibility Plan. Adopted December 2000. Available:
<https://www.contracosta.ca.gov/DocumentCenter/View/856/Buchanan-Field-Airport-Policies>. (accessed November 2022) 12 Pleasant Hill, City of. 2012. Downtown Pleasant Hill Specific Plan. Available: <https://www.pleasanthillca.org/1247/Downtown-PleasantHill-Specific-Plan>. (accessed October 2022)

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a High or Highest Resource area by the California Department of Housing and Community Development.13
Pleasant Hill contains two PDAs. The Buskirk Avenue-Monument Boulevard Corridor PDA is generally located northeast and southwest of the Buskirk Avenue and Monument Boulevard intersection; the Diablo Valley College Bus Transit Center PDA is generally located in the area bounded by Contra Costa Boulevard, Chilpancingo Parkway, and Golf Club Road.

Pleasant Hill Municipal Code and Zoning Ordinance
Zoning is the primary tool used to implement a community’s general plan. A major difference between a general plan and zoning ordinance is that the general plan provides general guidance on the location, type, and density of new growth and development over the long term, while the zoning ordinance provides detailed development and use standards for each parcel of land. The zoning ordinance divides the community into zoning districts and specifies the uses that are permitted, conditionally permitted, and in some instances, which uses are specifically prohibited within each district.

Typically, a zoning ordinance consists of text and a map delineating districts for such basic land uses as residential, commercial, and industrial, and establishing special regulations for historic preservation, floodplains, hillside development and other specific concerns. For each of the basic land uses, the zoning ordinance text typically includes an explanation of the purpose of the zoning district; a list of principally permitted and conditionally permitted uses; and standards for minimum lot size, density, height, lot coverage, setback, and parking. The zoning ordinance also typically describes procedures for processing discretionary approvals.

The Pleasant Hill Zoning Ordinance (Pleasant Hill Municipal Code Title 18) includes 18 zoning districts. Each zoning district has developed standards that are designed to protect and promote the health, safety, and general welfare of the community and to implement the policies of the General Plan. The zoning districts only apply to land within City limits and the standards aim to preserve the character and integrity of existing neighborhoods. Within a typical district there are regulations related to land use, lot size, coverage, building heights, parking, and landscaping.

The 18 zoning districts established by the Pleasant Hill Zoning Ordinance are:
 R6 (Single-Family, 6,000 square foot lots)
 R7 (Single-Family, 7,000 square foot lots)
 R10 (Single-Family, 10,000 square foot lots)
 R10A (Single-Family, average 10,000 square foot lots)  R15 (Single-Family, 15,000 square foot lots)
 R20 (Single-Family, 20,000 square foot lots)
 MRL (Multi-Family, Low Density)
 MRM (Multi-Family, Medium Density)
 MRH (Multi-Family, High Density)
 NB (Neighborhood Business)
 RB (Retail Business)
 C (General Commercial)
13 MTC. 2022. Priority Development Areas. Available: <https://mtc.ca.gov/planning/land-use/priority-development-areas-pdas>. (accessed October 2022)

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 PAO (Professional and Administrative Offices)
 LI (Light Industrial)
 PUD (Planned Unit District)
 PPD (Precise Plan District)
 HPUD (Hillside Planned Unit District)
 PUD-H (Historic Planned Unit District)

3.9.4 Impacts and Mitigation Measures
Significance Criteria
The City of Pleasant Hill utilizes the following 2022 CEQA Guidelines Appendix G significance criteria questions related to Land Use Planning, Population, and Housing.

Would the 2040 General Plan:

Physically divide an established community?
Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect? Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure?
Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere?
Approach to Analysis
Land Use Planning
The evaluation of proposed plan impacts related to land use planning is based on a comparison of the 2040 General Plan to the applicable plans, policies, and regulations to determine if development facilitated by the proposed plan would conflict with a plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect. This section also analyzes whether development facilitated by the proposed plan, or its policies would physically divide communities.

Implementation of the proposed plan could result in a significant impact if it conflicts with applicable land use plans and policies of the PHDSP, ABAG/MTC Plan Bay Area 2050, Pleasant Hill Municipal Code, the Bay Area Air Quality Management District (BAAQMD) 2017 Clean Air Plan, and the Contra Costa County ALUCP.

A policy inconsistency is considered a significant adverse impact only if the inconsistency would result in a significant adverse physical impact based on the established significance criterion.

Consistency of the proposed plan with applicable land use plans and policies is evaluated below.

Consistency of the proposed plan with the BAAQMD 2017 Clean Air Plan is discussed in Section 3.2, Air Quality. Consistency with the existing Zoning Ordinance in the Pleasant Hill Municipal Code is not evaluated, since adoption of the 2040 General Plan would require revisions to the Zoning Ordinance and Zoning Map to ensure consistency with the 2040 General Plan. Consistency with the Pleasant Hill Municipal Code with respect to protected trees are evaluated in Section 3.3, Biological,

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Agriculture, and Forestry Resources, and with the Pleasant Hill adopted land use compatibility standards specifically with respect to noise are evaluated in Section 3.10, Noise.

Population and Housing
Population and housing trends in Pleasant Hill were evaluated by reviewing the most current data available from the US Census Bureau, CDF, the current 2003 Pleasant Hill General Plan, ABAG, and the 2023-2031 RHNA. Impacts related to population are generally social or economic in nature.

Under CEQA, a social or economic change is not considered a significant effect on the environment unless the changes are directly linked to a physical change.

For purposes of this analysis, substantial population growth is defined as growth exceeding ABAG or BAAQMD population forecasts for Pleasant Hill. Substantial displacement would occur if allowed land uses would displace substantially more residences than would be accommodated through growth accommodated by the proposed plan.

EIR Scoping Comments Consideration
No comments that pertain to land use planning or population and housing were received in response to publication of the Notice of Preparation for this EIR.

Specific Thresholds of Significance
For purposes of this analysis, the following thresholds are used to evaluate the significance of land use/planning and population/housing impacts resulting from implementation of the proposed plan.  Development resulting in physically dividing a community area within Pleasant Hill.  Development conflicting with the PHDSP or Municipal Code.  Inducement of permanent or daytime population or employment growth in the Pleasant Hill planning area that would exceed City of Pleasant Hill or ABAG population projections for Pleasant Hill.
 Displacement of existing housing or permanent population.

Impact Evaluation
Established Community Division
Significance Criterion a: Would the proposed plan physically divide an established community? Impact LU-1 IMPLEMENTATION OF THE PROPOSED 2040 GENERAL PLAN WOULD MAINTAIN ORDERLY DEVELOPMENT IN PLEASANT HILL AND WOULD NOT PHYSICALLY DIVIDE AN ESTABLISHED COMMUNITY. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
Impacts related to physical division of an established community are limited to operational impacts.

To the extent that construction activities obstruct roads, it would be temporary and would not constitute a division of an established community. No respective construction impacts would occur related to potential division of a community.

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Operation
Most of the land within the General Plan area is currently developed, with more than 70 percent of Pleasant Hill’s land occupied with residential uses. As summarized in Table 3.9-1, commercial uses are mostly concentrated along I-680 in the eastern portion of Pleasant Hill and account for less than five percent of Pleasant Hill’s existing land use. Vacant parcels comprise approximately two percent of all land within the General Plan area; this limits new housing and development opportunities.

Most vacant parcels are small and would require parcel consolidation to accommodate future development. As such, most new housing and development facilitated by the 2040 General Plan would occur through development of existing underutilized land and reuse of existing buildings and would increase the density and intensity of the existing land uses within Pleasant Hill. The proposed plan does not include substantial land use or circulation changes that would physically divide an established community, residential, or otherwise. For example, no major roads or other facilities would be constructed that would physically divide established communities within Pleasant Hill.

The potential growth associated with the 2040 General Plan is based on development assumptions/projections for residential and non-residential development for all land within the General Plan area through the year 2040. Vacant and underutilized parcels were identified using existing land use data from the Assessor’s Office. Collectively, the existing uses, development capacity on the vacant and underutilized sites, planned and approved projects, and intensified development for residential, commercial, and civic uses sum up to be Pleasant Hill’s total buildout capacity in 2040. The 2040 General Plan seeks to ensure that infill development is done in a way that captures opportunities to increase the local base of high-paying jobs while achieving a commercial business mix of uses that better serves resident needs and attracts visitors.

Pleasant Hill is surrounded by existing development and natural features, such as Briones Regional Park (located to the west), I-680 (located on the eastern edge), and neighboring development within the Cities of Concord and Martinez to the north and Walnut Creek to the south. As discussed above in Section 3.9.2, Environmental Setting, much of Pleasant Hill is developed with residential uses with established recreational parks and green spaces. The 2040 General Plan includes policies and establishes land use designations that identify the type and intensity of uses permissible in the General Plan area. Infill development and the creative reuse and development of existing sites have emerged as the primary means for accommodating future growth in Pleasant Hill. Intensity/density standards are established for each land use classification. The intent of the land use designations is to adequately classify and distinguish the various land uses needed within the General Plan area.

The 2040 General Plan also aims to direct growth within the Pleasant Hill Sphere of Influence to ensure orderly buildout in density and intensity while maintaining existing neighborhood characteristics and encourage economic development that is compatible with existing uses to reinforce and create a cohesive community.

The existing transportation network in Pleasant Hill also presents constraints to future development, despite the ample variety of regional transportation connections. The 2040 General Plan notes that one of the greatest challenges is congestion on arterials like Contra Costa Boulevard and Taylor Boulevard, and I-680 interchange areas. Adding roadway lanes is not feasible nor would roadway expansion resolve congestion over the long term. Solutions like improving access to public transit and encouraging walking and bicycling may relieve congestion. Further, many residential and collector streets have discontinuous sidewalks, making it difficult to safely walk throughout Pleasant Hill. As adjacent parcels develop or redevelop, Pleasant Hill typically requires sidewalk improvements. However, where development is unlikely in the near-term, a prioritized plan for addressing these gaps in the network is needed.

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The 2040 General Plan emphasizes the integration of land use and transportation as a major focus to reinforcing community cohesion and accessibility in the Land Use Element. Policies in the 2040 General Plan Land Use Element, as well as the Circulation Element, support Pleasant Hill in embracing changes to circulation issues created by land use choices by planning for the future and maintaining flexible land use regulations that embrace smarter land use planning around transportation. Providing this link between land use and transportation planning reduces the necessity for new high volume arterial roads that could otherwise physically divide communities.

The 2040 General Plan Land Use Element contains goals and policies, listed below, that would maintain existing communities within Pleasant Hill and ensure that established communities would not be divided by development facilitated by the 2040 General Plan.

Goal LU-1 Promote a city image that reflects the community’s diversity, inclusivity, forwardthinking, and high quality of life.

Policy LU-1.2 City Image. Continue efforts to define and enhance the City’s image by emphasizing the high quality, intergenerational park facilities and recreational opportunities in the city; dedication to education, including the presence of Diablo Valley College and its potential to provide cultural and lifelong learning opportunities; and the vital, progressive nature of the city as a diverse residential community and a supportive environment for business.

Policy LU-1.3 Well-Defined Street Fronts. Require new buildings to maintain a street front that creates or maintains a well-defined streetscape.

Policy LU-1.5 Public Amenities/Art. Require installation of public art, landscaping, and/or other public amenities in conjunction with all new public and private development and major rehabilitation or expansion of existing development.

Policy LU-1.6 Transition in Scale. Require that new development transition appropriately in building scale, height and massing in relation to the physical and visual character of adjoining neighborhoods.

Policy LU-1.8 Citywide Beautification. Promote a clean and attractive city through periodic clean-up and beautification of commercial areas and neighborhoods.

Policy LU-1.9 Connectivity Between Existing and New Development. Encourage linking new development to existing development, parks, and trails through the creation of internal circulation systems that allow travel by foot, bicycles, vehicles, and other alternative modes of travel.

Goal LU-3 To provide a variety of housing types that offer choices for Pleasant Hill residents and create complete, livable neighborhoods.

Policy LU-3.1 Neighborhood Character. Maintain and enhance the character and quality of existing residential neighborhoods, ensuring adequate public services and facilities maintained by the City such as streets and drainage are provided.

Policy LU-3.2 Connectivity. Encourage new residential and mixed-use development to incorporate design features that promote walking within neighborhoods and citywide.

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Policy LU-3.3 Neighborhood Access. Ensure that new residential development include safe and convenient pedestrian and bicycle access to existing residential neighborhoods.

Policy LU-3.4 Clustering Development. Encourage new residential development to be clustered to support increased densities, open space, and efficiencies of public facilities and services.

Goal LU-4 To ensure that commercial and mixed-use development in the city is consistent with the overall community character and serves the existing and future needs of residents and visitors.

Policy LU-4.1 Retail Center Enhancement. Encourage new commercial uses to group into clustered areas or centers containing professional offices, retail sales and services. Clustered development shall locate at the intersections of major thoroughfares.

Policy LU-4.3 Neighborhood Connectivity. Encourage commercial and mixed-use development to link to adjoining residential neighborhoods by incorporating well-designed and attractive streetscapes with sidewalks, bicycle paths, and street amenities.

Goal LU-6 Create distinct and identifiable places for future development within Pleasant Hill that enhance community character, prosperity, and civic pride.

Policy LU-6.4 Enhanced Connectivity. Support the expansion of alternative transportation options including enhancements to the multi-use trail, expanded bike lanes along Golf Club Road, and additional connections between new and existing development.

Policy LU-6.10 Cluster Development. Promote clustered development on the Mangini-Delu site to allow for enhanced opportunities to preserve and/or create open space and resident amenities.

Policy LU-6.16 Walkable Environment. Enhance the pedestrian connections between Downtown, Crescent Drive, City Hall, and adjacent commercial centers along Contra Costa Boulevard.

Policy LU-6.24 Flexible Development. Ensure that zoning regulations in the Municipal Code pertaining to industrial development are flexible enough to facilitate the conversion of underperforming industrial sites, into higher intensive uses.

Policy LU-6.25 Transit-Oriented Development. Encourage the design and development of transit-oriented developments along Contra Costa Boulevard to support future transportation system enhancements.

Policy LU-6.49 Mobile Home Park Preservation. Encourage private-sector investments to maintain the existing mobile home park and discourage the conversion of the mobile home park to alternative uses.

Goal LU-7 Improve the health and well-being of all Pleasant Hill residents.

Policy LU-7.3 Remove Physical Barriers. Remove or plan for ways to address physical barriers that bisect neighborhoods and discourage walking or biking.

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These 2040 General Plan goals and policies would help maintain existing communities in Pleasant Hill and prevent division of established communities by development facilitated by the 2040 General Plan. Specifically, Goal LU-1 and associated policies would support strategic development that prioritizes connectivity, rehabilitation of existing development, and an overall well-maintained city.

Goal LU-3 and associated policies encourages connected and accessible clustered neighborhoods that maintain neighborhood character. Policies LU-4.1, LU-4.3, LU-6.4, LU-6.10, and LU-7.3 further promote connected, clustered and accessible neighborhoods. Lastly, Policy LU-6.49 explicitly encourages maintenance of the existing mobile home park and discourages conversion to other uses.

Overall, the 2040 General Plan would promote orderly development in Pleasant Hill by encouraging growth in designated development focus areas and at infill sites near transit and other amenities while promoting the enhancement of the Pleasant Hill multimodal circulation system, maximizing connections, and minimizing barriers to connectivity. Therefore, the 2040 General Plan would not physically divide Pleasant Hill, and development facilitated by the 2040 General Plan would result in a less than significant impact.

Mitigation Measures
No mitigation is required.

Significance After Mitigation
Less than significant without mitigation
Land Use Plans, Policies, and Regulations Consistency
Significance Criterion b: Would the proposed plan cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect? Impact LU-2 IMPLEMENTATION OF THE 2040 GENERAL PLAN WOULD BE GENERALLY CONSISTENT WITH

APPLICABLE LAND USE PLANS, POLICIES, OR REGULATIONS ADOPTED TO AVOID OR MITIGATE ENVIRONMENTAL EFFECTS, SUCH AS ABAG/MTC PLAN BAY AREA 2050. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
Impacts related to consistency with applicable land use plans and policies are limited to operational impacts. No respective construction impacts would occur from development facilitated by the proposed plan.

Operation

CONSISTENCY WITH THE PLEASANT HILL DOWNTOWN SPECIFIC PLAN The PHDSP serves as a regulatory framework and development guide for land use in the downtown area of Pleasant Hill. The goal of the PHDSP is to develop a downtown that is a competitive retail and commercial center with an entertainment/recreational focus and sufficient public amenities to establish a sense of place and positive image for Pleasant Hill. Table 3.9-2 includes five relevant PHDSP guiding policies and analysis that addresses whether the 2040 General Plan would be consistent with the policies.

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Table 3.9-2 2040 General Plan Consistency with PHDSP
PHDSP Guiding Policy 2040 General Plan Consistency

1. Encourage the development of a
special retail environment in the
Downtown for Pleasant Hill
Consistent. The 2040 General Plan includes policies that would encourage the development of Downtown as a special retail environment. For example, Policies LU-6.14, LU-6.17, and LU-6.19 call to enhance Downtown as a commercial, civic, and cultural capital of the city, in addition to being an entertainment hub with retail establishments. Further, Policy LU-6.15 supports the expansion of Downtown’s commercial core, while Policy LU-6.16 aims to enhance the walkability of Downtown with adjacent commercial centers. Additionally, Policy E-1.1 encourages mixed-use development in Downtown.

2. Promote a compatible mix of
retail, recreational, civic, office,
and residential uses.

Consistent. As mentioned in the consistency analysis for PHDSP Guiding Policy 1 above, Policy LU-6.14 specifically calls to reinforce and enhance the identity of Downtown as the commercial, civic, and cultural center of Pleasant Hill.

3. Strongly encourage ground floor
retail uses.

Consistent. The 2040 General Plan includes policies that would encourage retail uses in the Downtown area, which may include ground floor placements. Policy LU-4.1 encourages clustered areas of retail sales and services along intersections of major thoroughfares, which would include Downtown. Similarly, Policy LU6.17 aims to enhance Downtown as an entertainment hub that includes retail establishments. Policy LC-2.7 calls development of a plan to improve access and safety for new and re-developed retail areas. Goal E-2 and associated policies would facilitate additional retail opportunities.

4. Develop a Downtown which
complements the City Hall complex
Consistent. Policy LU-6.14 encourages reinforcement and enhancement of the identity of Downtown as the civic center of the city, which would involve development that complements the civic complex of City Hall. Further, Policy LU6.16 supports enhancement of pedestrian connections around City Hall.

6. Establish a positive and unique
image for Downtown.

Consistent. Policy LU-1.2 encourages efforts to define and enhance the City’s imagine, which would encompass Downtown. Further, as identified under Guiding Policies 1 and 2, Policy LU-6.14 specifically calls to reinforce and enhance the identity of Downtown.

Source: Pleasant Hill, City of. 1991. Pleasant Hill Downtown Specific Plan. Amended April 2, 2012.

As shown in Table 3.9-2, the 2040 General Plan would be consistent with the guiding policies contained in the PHDASP.

CONSISTENCY WITH ABAG/MTC PLAN BAY AREA 2050
Plan Bay Area 2050 is a long-range land use and transportation plan for the San Francisco Bay Area region. The plan contains 11 overarching strategies with associated specific strategies that seek to promote healthy, safe, and equitable communities by reducing impacts from air pollution, protecting open space and agriculture, and increasing active transportation. 2040 General Plan consistency with such strategies in the Plan Bay Area 2050 are addressed below in Table 3.9-3.

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Table 3.9-3 2040 General Plan Consistency with Plan Bay Area 2050 Goals Plan Bay Area Strategies 2040 General Plan Consistency
Housing Strategies
H2. Preserve existing affordable housing.

Acquire homes currently affordable to low
and middle-income residents for
preservation as permanently deedrestricted affordable housing.

Consistent. The proposed 2040 General Plan Policy LU-7.5 promotes affordable housing to allow aging residents to remain in their residences. Policies LU-3.7 and LU-4.7 encourage the provision of affordable housing when considering development proposals. Policy H1.4 facilitates inter-jurisdictional development of affordable housing.

Goal H-3 and Policies H-3.1 through H-3.4 aim to increase housing opportunities for lower- and moderate-income households. Further, Goal H-6 and Policies H-6.1 through H-6.3 call to preserve the City’s existing affordable housing stock. Therefore, the 2040 General Plan would be consistent with strategy H2.

H3. Allow a greater mix of housing
densities and types in Growth
Geographies. Allow a variety of housing
types at a range of densities to be built in
Priority Development Areas, select TransitRich Areas and select High-Resource Areas.

Consistent. 2040 General Plan Policy LU-6.31 and LU-6.53 supports vertical or horizontal mixed-use projects along Contra Costa Boulevard and Monument Boulevard, respectively. Further, Policy LU-4.5 broadens the two aforementioned policies by encouraging vertical and horizontal mixed-use at key intersections and in neighborhoods that provide additional amenities, which could involve Priority Development Areas, Transit-Rich Areas, and High-Resources Areas. The city currently contains mostly low-density residences, but Policy H-1.5 encourages development at the maximum allowed density. Therefore, the 2040 General Plan would be consistent with strategy H3.

H4. Build adequate affordable housing to
ensure homes for all. Construct enough
deed restricted affordable homes to fill the
existing gap in housing for the unhoused
community and to meet the needs of lowincome households.

Consistent. Policies LU-3.7 and LU-4.7 encourage the provision of affordable housing when considering development proposals. Policy H1.4 facilitates inter-jurisdictional development of affordable housing.

Goal H-3 and Policies H-3.1 through H-3.4 aim to increase housing opportunities for lower- and moderate-income households. Therefore, the 2040 General Plan would be consistent with strategy H4.

H6. Transform aging malls and office parks
into neighborhoods. Permit and promote
the reuse of shopping malls and office
parks with limited commercial viability as
neighborhoods with housing for residents
at all income levels.

Consistent. Policy LU-6.54 supports the conversion of office sites along Ellinwood Way to multi-family and mixed-use residences and retail opportunities. Policy H-2.4 encourages mixed-use development in commercial zones, specifically at underutilized sites. Therefore, the 2040 General Plan would be consistent with strategy H6.

Economic Strategies
EC4. Allow greater commercial densities in
Growth Geographies. Allow greater
densities for new commercial development
in select Priority Development Areas and
Transit-Rich Areas to encourage more jobs
to locate near public transit.

Consistent. 2040 General Plan Goal LU-4 and associated policies encourages commercial and mixed-use development that is clustered and attractive to pedestrians and cyclists. Policies LU-6.26 and LU6.27 support transforming “strip” commercial development into compact commercial development that is not auto-oriented. Therefore, the 2040 General Plan would be consistent with strategy EC4.

EC6. Retain and invest in key industrial
lands. Implement local land use policies to
protect key industrial lands, identified as
Priority Production Areas, while funding
key infrastructure improvements in these
areas
Consistent. Policy LU-6.21 supports enhancement of industrial sites, while Policy LU-6.22 supports development of expanded light industrial uses within the Hookston Industrial Area. Additionally, Policy TC-2.7 calls for a plan to improve access, circulation, and safety in industrial areas. Therefore, the 2040 General Plan would be consistent with strategy EC6.

Source: MTC/ABAG. 2021. Plan Bay Area 2050.

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As shown in Table 3.9-3, the 2040 General Plan would be consistent with the goals contained in the Plan Bay Area 2050.

CONSISTENCY WITH THE CONTRA COSTA COUNTY ALUCP
Development facilitated by the 2040 General Plan in Pleasant Hill areas north of Gregory Lane and east of Pleasant Hill Road would be located within the Buchanan Field Airport Influence Area. The Buchanan Field Airport itself is located directly to the northeast of Pleasant Hill. As discussed in Section 3.9.3, Regulatory Setting, the Contra Costa ALUC would be responsible for review of the 2040 General Plan prior to approval by the City of Pleasant Hill, pursuant to ALUCP Policies 1.5.1 and

1.5.3. As such , future development facilitated by the proposed plan within the Buchanan Field Airport environs would be subject to additional review at the time of future development proposals.

Additional noise and safety compatibility considerations regarding Buchanan Field Airport are discussed in Sections 3.10, Noise, and 3.7, Hazards, Hazardous Materials, & Wildfire, respectively. 2040 General Plan Hazards and Safety Element Goal HS-6 and associated policies, listed below, would ensure that development facilitated by the 2040 General Plan would be consistent with the ALUCP, and that coordination with Buchanan Field Airport with regard to land use considerations would occur.

Goal HS-6 Ensure that airport operations do not adversely affect quality of life and safety for residents.

Policy HS-6.1 Airport Land Use Compatibility Plan Adherence. Ensure consistency with the County Airport Land Use Compatibility Plan development restrictions.

Policy HS-6.2 Airport Coordination. Coordinate with Buchanan Field Airport on land use considerations where compatibility issues may occur on the border of the airfield.

Implementation of the various 2040 General Plan goals and policies identified within this Impact LU2 analysis would result in 2040 General Plan consistency with applicable, adopted, land use plans, regulations, and policies. Therefore, 2040 General plan operational impacts related to land use plans and policies consistency would be less than significant.

Mitigation Measures
No mitigation is required.

Significance After Mitigation
Less than significant without mitigation

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Unplanned Population Growth Inducement
Significance Criterion c: Would the proposed plan induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)?
Impact LU-3 IMPLEMENTATION OF THE PROPOSED PLAN WOULD FACILITATE THE CONSTRUCTION OF NEW HOUSING IN PLEASANT HILL. PROPOSED DEVELOPMENT COULD RESULT IN AN INCREASE IN POPULATION THAT WOULD EXCEED ABAG POPULATION FORECASTS BY 122 PERCENT BY 2040. HOWEVER, THE PROPOSED PLAN IS INTENDED TO ACCOMMODATE AND PLAN FOR POPULATION GROWTH. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
Impacts related to inducing substantial unplanned population growth in an area, either directly or indirectly are limited to operational impacts. No respective construction impacts would occur from development facilitated by the 2040 General Plan.

Operation
Table 3.9-4 presents population, dwelling units, and employment projections through 2040 (the 2040 General Plan horizon year) for Pleasant Hill (the General Plan area), based on Plan Bay Area 2040 estimates. The projections suggest that Pleasant Hill’s population will grow approximately 5.6 percent between 2022 and 2040. This translates to an estimated 1,899 new residents by 2040. New dwelling units are expected to increase less than 0.1 percent between 2022 and 2040, for a total of 52 new units. Increased land uses and cultivation of a commercial business mix of uses that better serve residents needs and attract visitors is anticipated to increase employment by approximately

12.5 percent from 2022 levels, for a total of approximately 2,200 new jobs by 2040. This would increase the Pleasant Hill jobs-housing ratio by 7.7 percent.

Table 3.9-4 Plan Bay Area 2040 Pleasant Hill Population, Dwelling Units, and Employment Pleasant Hill 2022 2040
Change
2022 to 2040
Percent Change
2022 to 2040
Population 34,026 35,925 1,899 5.6%
Dwelling Units 14,498 14,550 52 >.01%
Jobs 17,600 19,800 2,200 12.5%
Jobs-Household Ratio1 1.3 1.4 0.1 7.7%
1 Based on CDF estimates of 13,815 households in 2020 and 14,305 households projected in 2040.

Sources: CDF. 2022. E-5 Population and Housing Estimates for Cities, Counties, and the State 2010-2022; ABAG. 2019. Projections 2040 by Jurisdiction; ABAG. 2021. Plan Bay Area 2040 Growth Pattern.

Development facilitated by the 2040 General Plan would result in approximately 19,216 net new residential units in Pleasant Hill through 2040. This additional housing, coupled with ongoing and planned development, would lead to an increase of approximately 46,119 net new residents in the City from 2022 to 2040, based on an estimated 2.4 persons per household. In the unlikely event that all potential buildout of the 2040 General Plan occurs, the total population of Pleasant Hill in 2040 would be 80,145, which is 123 percent above ABAG’s 2040 population forecast of 35,925, as shown

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in Table 3.9-4. However, the ABAG growth projection is based on the land use assumptions in the existing (2003) Pleasant Hill General Plan. Growth anticipated under the proposed 2040 General Plan is intended in part to meet regional housing needs over the long term. Although the 2040 General Plan would facilitate development beyond what is forecasted by ABAG, it would bring the forecasts for the Pleasant Hill General Plan and RTP/SCS into consistency when the RTP/SCS is next updated to reflect new forecasts for each city in the region. Note that growth assumptions within this EIR are conservative and potentially unlikely to come to complete fruition, and accordingly future RTP/SCS forecasts may provide more realistic growth assumptions, which would be lower than the growth presented here.)
Given that the State is currently in an ongoing housing crisis due to an insufficient housing supply, the additional units under the 2040 General Plan would further assist in addressing the existing crisis and meeting the housing needs of Pleasant Hill communities.

The increase in affordable housing units would provide housing opportunities in proximity to jobs for those employed in Contra Costa County that earn below median household income categories.

Most of those employed in Pleasant Hill commute from areas outside Pleasant Hill and affordable housing units would provide for a better balance of jobs and housing in the region.

As shown on Table 3.9-4, Pleasant Hill has a current jobs-household ratio of 1.3; this means that there are not enough households in Pleasant Hill to support employment opportunities and that workers must commute to Pleasant Hill. Growth facilitated by the 2040 General Plan would result in a more balanced jobs-household ratio by 2040 by increasing the number of residential units available in Pleasant Hill (Table 3.9-4). Therefore, such growth would not result in substantial adverse effects associated with an increased imbalance of jobs and housing in Pleasant Hill.

The following 2040 General Plan Land Use and Transportation and Circulation Element policies would encourage integration of development into surrounding neighborhoods and existing land use patterns, increasing the orderly nature of growth induced by the 2040 General Plan:

Policy LU-1.6 Transition in Scale. Require that new development transition appropriately in building scale, height and massing in relation to the physical and visual character of adjoining neighborhoods.

Policy LU-6.9 Transition between Surrounding Development. Require development of the Mangini-Delu site to incorporate design and development techniques meant to implement a seamless transition between existing residential neighborhoods and proposed development.

Policy LU-6.38 Neighborhood-Serving Mixed-Use. Encourage the development of Gregory Lane to attract low-intensity neighborhood-serving mixed-use development.

Policy LU-6.39 Development Compatibility. Require Gregory Lane mixed-use projects to apply design and development techniques to ensure a seamless transition between adjacent low-density residential.

Policy LU-6.42 Neighborhood-Serving Mixed-Use. Encourage the development of Oak Park Boulevard to attract low-intensity neighborhood-serving mixed-use development.

Policy LU-6.43 Development Compatibility. Require Oak Park Boulevard mixed-use projects to apply design and development techniques to ensure a seamless transition between adjacent low-density residential.

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Policy TC-4.4 Infill Development. Support infill and development in existing urban areas and around key transit facilities.

Finally, one purpose of the 2040 General Plan is to direct future development in such a way as to minimize the impacts of growth by emphasizing the intensification and reuse of already developed areas, thus minimizing pressure to develop on the remaining open space in Pleasant Hill and directing growth and development to infill areas. Because the 2040 General Plan is designed for planned and orderly growth, and residential development would be completed in accordance with State law, development facilitated by and in accordance with the 2040 General Plan would not directly or indirectly induce substantial unplanned growth in Pleasant Hill. Therefore, operational 2040 General Plan impacts related to substantial unplanned population growth would be less than significant.

Mitigation Measures
No mitigation is required.

Significance After Mitigation
Less than significant without mitigation
Population or Housing Displacement
Significance Criterion d: Would the proposed plan displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere?
Impact LU-4 DEVELOPMENT FACILITATED BY THE PROPOSED PLAN WOULD NOT RESULT IN THE DISPLACEMENT OF SUBSTANTIAL NUMBERS OF HOUSING OR PEOPLE. THE PROPOSED PLAN WOULD FACILITATE

THE DEVELOPMENT OF NEW HOUSING IN ACCORDANCE WITH STATE AND LOCAL HOUSING REQUIREMENTS, WHILE PRESERVING EXISTING RESIDENTIAL NEIGHBORHOODS. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
Impacts related to displacement of substantial existing people or housing are limited to operational impacts. No respective construction impacts related to population or housing displacement would occur from development facilitated by the proposed plan.

Operation
2040 GENERAL PLAN
“Substantial” displacement would occur if allowed land uses would displace more residences than would be accommodated through growth facilitated by the 2040 General Plan. The 2040 General Plan would accommodate new development in the General Plan area under land use designations that encourages higher-density and mixed-use projects. Full buildout of the 2040 General Plan would result in 19,216 net new housing units by 2040. The types of housing units anticipated under the 2040 General Plan would generally fall into the following categories of development projects:
single-family, multi-family residential, and/or mixed-use development, development of existing nonresidential, and residential sites that would allow residential use or higher density residential use.

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Development in the General Plan area would not result in significant displacement of existing residences in order to accommodate the planned increase in development intensity considering that existing residences are not proposed for demolition. In addition, the 2040 General Plan would facilitate the development of 19,216 net new dwelling units throughout the General Plan area. As such, the 2040 General Plan would not result in the net loss or displacement of housing, necessitating the construction of replacement housing elsewhere. Therefore, operational 2040 General Plan impacts related to population or housing displacement would be less than significant.

Mitigation Measures
No mitigation is required.

Significance After Mitigation
Less than significant without mitigation

3.9.5 Cumulative Impacts
The geographic scope of the cumulative land use/planning and population/housing analysis is the City of Pleasant Hill and adjacent city and airport planning areas. The cumulative analysis considers the nearby past, present, and reasonably foreseeable future projects located in Pleasant Hill (in addition to the proposed plan) and the City of Concord listed in Table 3-1 (refer to Chapter 3, Environmental Impact Analysis), as well as plans in Lafayette, Martinez, Clayton, Danville, Orinda, Pittsburg, Moraga, and unincorporated Contra Costa County, and Plan Bay Area 2050.

Community Division
Development facilitated by the proposed plan in conjunction with the cumulative plans and projects listed in Table 3-1 would result in the development of residential, retail, office, hotel, industrial, and transportation uses. The cumulative plans and projects do not propose the type of large or linear construction that could reduce mobility within an existing community and the surrounding area and would occur in an urban environment. Therefore, the cumulative impact related to potential to divide an existing community would be less than significant.

Land Use Plan, Policy, or Regulation Consistency
Land use decisions for both the proposed plan and for the other cumulative plans and projects listed in Table 3-1 are made at the City level. Development within the City of Pleasant Hill is governed by the Pleasant Hill General Plan and Pleasant Hill Municipal Code, which ensure logical and orderly land use development and require discretionary review to ensure that projects do not result in land use environmental impacts due to inconsistency with the General Plan and other regulations.

Cumulative development projects in Pleasant Hill would be required to demonstrate consistency with the proposed 2040 General Plan and applicable codes, ordinances, and policies. This would ensure that these projects comply with applicable planning regulations. The proposed plan has been determined to be consistent with the City’s policy. Therefore, the cumulative impact related to potential conflict with a land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect would be less than significant.

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Population Growth
Cumulative projects listed in Table 3-1 in conjunction with the proposed plan would add residents to the cities of Pleasant Hill, Concord, Lafayette, Martinez, Clayton, Danville, Orinda, Pittsburg, and Moraga, unincorporated Contra Costa County, and the greater Bay Area. The CDF estimates that the total population of Pleasant Hill was 34,026 as of January 1, 2022.14 The development of other cumulative plans and projects include residential projects that would add additional housing units resulting in additional residents. This increase in population would be in addition to the approximately 45,470 residents associated with the proposed plan. The proposed plan estimates Pleasant Hill at buildout to have a population of 80,145 people by 2040. Because the proposed plan is designed for planned and orderly growth, and residential development would be completed in accordance with State law, development facilitated by and in accordance with the proposed plan would not directly or indirectly induce substantial unplanned growth in Pleasant Hill. As such, while other cumulative plans and projects would result in direct population growth, implementation of the proposed plan, in conjunction with other cumulative projects, would result in a less than significant cumulative impact associated with direct population growth, as this growth is planned for by the City of Pleasant Hill. Furthermore, cumulative plans and projects are expected to generate employment opportunities. Total employment in Pleasant Hill was 17,600 in 2022. The cumulative plans and projects are estimated to increase employment, and the proposed plan is expected to increase jobs in Pleasant Hill by 2,200. Employees associated with the cumulative plans and projects would be expected to be drawn from the local labor force. The proposed plan is not expected to employ new employees. As such, there would not be substantial indirect population growth associated with implementation of the cumulative plans and projects. Therefore, cumulative impacts related to direct and indirect population growth would be considered less than significant.

Population/Housing Displacement
Cumulative plans and projects listed in Table 3-1 in conjunction with implementation of the proposed plan would add residential units to Pleasant Hill. The plans and projects listed in Table 3-1 would not remove existing housing and rather would add housing units. Furthermore, the development facilitated by the proposed plan would add approximately 14,550 housing units to the Pleasant Hill housing stock. In addition, implementation of the proposed plan would not require the removal of any homes and would not displace any people. As such, implementation of the proposed plan, in conjunction with other cumulative plans and projects, would not displace housing or people such that it would necessitate the construction of additional housing elsewhere. Therefore, no cumulative impact related to displacement of housing or people would occur.

Overall Level of Cumulative Significance
Less than significant
14 CDF. 2022. E-5 Population and Housing Estimates for Cities, Counties, and the State 2010-2021. Available:
<https://dof.ca.gov/Forecasting/Demographics/Estimates/>. (accessed November 2022)

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Draft Environmental Impact Report 3.10-1

3.10 Noise

3.10.1 Introduction
This section describes the existing conditions related to noise and vibration within the General Plan area as well as the regulatory framework. This section also evaluates the possible impacts related to noise and vibration that could result from implementation of the 2040 General Plan. Information included in this section is based on the Pleasant Hill General Plan, as well as transportation volume data drawn from the Pleasant Hill 2040 General Plan Transportation Impact Analysis (TIA), which is included as Appendix E to this EIR.

3.10.2 Environmental Setting
Characteristics of Noise
Sound is a vibratory disturbance created by a moving or vibrating source, which is capable of being detected by the hearing organs. Noise is defined as sound that is loud, unpleasant, unexpected, or undesired and may therefore be classified as a more specific group of sounds. The effects of noise on people can include general annoyance, interference with speech communication, sleep disturbance, and, in the extreme, hearing impairment.
1 Noise levels are commonly measured in
decibels (dB) using the A-weighted sound pressure level (dBA). The A-weighting scale is an adjustment to the actual sound pressure levels so that they are consistent with the human hearing response, which is most sensitive to frequencies around 4,000 Hertz and less sensitive to frequencies around and below 100 Hertz. Decibels are measured on a logarithmic scale that quantifies sound intensity in a manner similar to the Richter scale used to measure earthquake magnitudes. A doubling of the energy of a noise source, such as doubling of roadway vehicle volume, would increase the noise level by 3 dBA; reducing the energy in half would result in a 3 dBA decrease.2 Table 3.10-1 shows some representative noise sources and their corresponding noise levels in dBA.

Table 3.10-1 Typical A-Weighted Noise Levels
Indoor Noise Source Noise Level (dBA) Outdoor Noise Sources (Threshold of Hearing in Laboratory) 0 —
Library 30 Quiet Rural Nighttime
Refrigerator Humming 40 Quiet Suburban Nighttime
Quiet Office 50 Quiet Urban Daytime
Normal Conversation at 3 feet 60 Normal Conversation at 3 feet Vacuum Cleaner at 10 feet 70 Gas Lawn Mower at 100 feet Hair Dryer at 1 foot 80 Freight Train at 50 feet
Food Blender at 3 feet 90 Heavy-duty Truck at 50 feet
Inside Subway Train (New York) 100 Jet Takeoff at 2,000 feet Smoke Detector Alarm at 3 feet 110 Unmuffled Motorcycle 1 California Department of Transportation (Caltrans). 2013. Technical Noise Supplement to the Traffic Noise Analysis Protocol. (CT-HWANPRT-13-069.25.2) September. Available at: http://www.dot.ca.gov/hq/env/noise/pub/TeNS_Sept_2013B.pdf (accessed October 2022). 2 Crocker, Malcom. 2007. Handbook of Noise and Vibration Control Book, ISBN: 978-0-471-39599-7, Wiley-VCH, October.

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Indoor Noise Source Noise Level (dBA) Outdoor Noise Sources Rock Band near stage 120 Chainsaw at 3 feet
— 130 Military Jet Takeoff at 50 feet
— 140 (Threshold of Pain)
Source: Data compiled by Rincon in 2022.

Human perception of noise has no simple correlation with sound energy: the perception of sound is not linear in terms of dBA or in terms of sound energy. Two sources do not “sound twice as loud” as one source. It is widely accepted that the average healthy ear can barely perceive changes of 3 dBA, increase or decrease (i.e., twice the sound energy); that a change of 5 dBA is readily perceptible; and that an increase (or decrease) of 10 dBA sounds twice (or half) as loud.

Sound changes in both level and frequency spectrum as it travels from the source to the receptor.

The most obvious change is the decrease in level as the distance from the source increases. The manner in which noise reduces with distance depends on factors such as the type of sources (e.g., point or line, the path the sound will travel, site conditions, and obstructions). Noise levels from a point source typically attenuate, or drop off, at a rate of 6 dBA per doubling of distance (e.g., construction, industrial machinery, ventilation units). Noise from a line source (e.g., roadway, pipeline, railroad) typically attenuates at about 3 dBA per doubling of distance. The propagation of noise is also affected by the intervening ground, known as ground absorption. A hard site, such as a parking lot or smooth body of water, receives no additional ground attenuation and the changes in noise levels with distance (drop-off rate) result from simply the geometric spreading of the source.

An additional ground attenuation value of 1.5 dBA per doubling of distance applies to a soft site (e.g., soft dirt, grass, or scattered bushes and trees). Noise levels may also be reduced by intervening structures. The amount of attenuation provided by this “shielding” depends on the size of the object and the frequencies of the noise levels. Natural terrain features such as hills and dense woods, and man-made features such as buildings and walls, can substantially alter noise levels.

Generally, any large structure blocking the line of sight will provide at least a 5-dBA reduction in source noise levels at the receptor.
3 Structures can substantially reduce exposure to noise as well.

The FHWA’s guidelines indicate that modern building construction generally provides an exterior-tointerior noise level reduction of 20 to 35 dBA with closed windows.

The impact of noise is not a function of loudness alone. The time of day when noise occurs and the duration of the noise are also important factors of project noise impact. Most noise that lasts for more than a few seconds is variable in its intensity. Consequently, a variety of noise descriptors have been developed. One of the most frequently used noise metrics is the equivalent noise level (Leq); it considers both duration and sound power level. Leq is defined as the single steady A-weighted level equivalent to the same amount of energy as that contained in the actual fluctuating levels over time. Typically, Leq is summed over a one-hour period. Lmax is the highest root mean squared (RMS) sound pressure level within the sampling period, and Lmin is the lowest RMS sound pressure level within the measuring period.

Noise that occurs at night tends to be more disturbing than that occurring during the day.

Community noise is usually measured using Day-Night Average Level (Ldn), which is the 24-hour average noise level with a +10 dBA penalty for noise occurring during nighttime (10:00 p.m. to 3 Federal Highway Administration (FHWA). 2011. Highway Traffic Noise: Analysis and Abatement Guidance. (FHWAHEP-10-025).

December. Available at: https://www.codot.gov/programs/environmental/noise/assets/fhwa-noise-guidance-dec-2011 (accessed October 2022).

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7:00 a.m.) hours; it is also measured using Community Noise Equivalent Level (CNEL), which is the 24-hour average noise level with a +5 dBA penalty for noise occurring from 7:00 p.m. to 10:00 p.m. and a +10 dBA penalty for noise occurring from 10:00 p.m. to 7:00 a.m. Noise levels described by Ldn and CNEL usually differ by about 1 dBA or less. The relationship between the peak-hour Leq value and the Ldn/CNEL depends on the distribution of roadway noise during the day, evening, and night.

Quiet suburban areas typically have CNEL noise levels in the range of 40 to 50 dBA, while areas near arterial streets are in the 50 to 60-plus CNEL range. Normal conversational levels are in the 60 to 65- dBA Leq range; ambient noise levels greater than 65 dBA Leq can interrupt conversations.4 Table 3.10-2 briefly defines measurement descriptors and other sound terminology used in this section.

Table 3.10-2 Sound Terminology
Term Definition
Sound A vibratory disturbance created by a vibrating object which, when transmitted by pressure waves through a medium such as air, can be detected by a receiving mechanism such as the human ear or a microphone.

Noise Sound that is loud, unpleasant, unexpected, or otherwise undesirable.

Ambient Noise The composite of noise from all sources near and far in a given environment.

Decibel (dB) A unitless measure of sound on a logarithmic scale, which represents the squared ratio of sound-pressure amplitude to a reference sound pressure. The reference pressure is 20 micropascals, representing the threshold of human hearing (0 dB).

A-Weighted Decibel (dBA) An overall frequency-weighted sound level that approximates the frequency response of the human ear.

Equivalent Noise Level (Leq) The average sound energy occurring over a specified time period. In effect, Leq is the steady-state sound level that in a stated period would contain the same acoustical energy as the time-varying sound that actually occurs during the same period.

Ambient Noise The composite of noise from all sources near and far in a given environment.

Maximum and Minimum
Noise Levels (Lmax and Lmin)
The maximum or minimum instantaneous sound level measured during a measurement period.

Day-Night Level (DNL or Ldn) The energy average of the A-weighted sound levels occurring during a 24-hour period, with 10 dB added to the A-weighted sound levels occurring between 10:00 p.m. and 7:00 a.m. (nighttime).

Community Noise Equivalent
Level (CNEL)
The energy average of the A-weighted sound levels occurring during a 24-hour period, with 5 dB added to the A-weighted sound levels occurring between 7:00 p.m. and 10:00 p.m. and 10 dB added to the A-weighted sound levels occurring between 10:00 p.m. and 7:00 a.m.

Source: Data compiled by Rincon in 2022.

Characteristics of Vibration
Groundborne vibration of concern in environmental analysis consists of the oscillatory waves that move from a source through the ground to adjacent structures. The number of cycles per second of oscillation makes up the vibration frequency, described in terms of Hertz. The frequency of a vibrating object describes how rapidly it oscillates. The normal frequency range of most groundborne vibration that can be felt by the human body is from a low of less than 1 Hertz up to a 4 Federal Transit Administration (FTA). 2018. Transit Noise and Vibration Impact Assessment. November. Available at:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit-noise-and-vibration-impact-assessmentmanual-fta-report-no-0123_0.pdf (accessed October 2022).

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high of about 200 Hertz.5 Typically, groundborne vibration generated by human activities attenuates rapidly with distance from the source of the vibration.

While people have varying sensitivities to vibrations at different frequencies, in general they are most sensitive to low-frequency vibration. Vibration in buildings, such as from nearby construction activities, may cause windows, items on shelves, and pictures on walls to rattle. Vibration of building components can also take the form of an audible low-frequency rumbling noise, referred to as groundborne noise. Groundborne noise is usually only a problem when the originating vibration spectrum is dominated by frequencies in the upper end of the range (60 to 200 Hertz), or when foundations or utilities, such as sewer and water pipes, physically connect the structure and the vibration source.6

Vibration energy spreads out as it travels through the ground, causing the vibration level to diminish with distance away from the source. High-frequency vibrations diminish much more rapidly than low frequencies, so low frequencies tend to dominate the spectrum at large distances from the source. Discontinuities in the soil strata can also cause diffractions or channeling effects that affect the propagation of vibration over long distances.7 When a building is impacted by vibration, a ground-to-foundation coupling loss will usually reduce the overall vibration level. However, under rare circumstances, the ground-to-foundation coupling may amplify the vibration level due to structural resonances of the floors and walls.

Vibration amplitudes are usually expressed in peak particle velocity (PPV). The PPV is normally described in inches per second (in/sec). PPV is defined as the maximum instantaneous positive or negative peak of a vibration signal. PPV is often used in monitoring of blasting vibration and other construction activity because it is related to the stresses that are experienced by buildings.8 Table 3.10-3 summarizes the vibration damage criteria recommended by the FTA for evaluating the potential for architectural damage to buildings.

Table 3.10-3 Criteria for Vibration Damage Potential
Building Category PPV (in/sec)
I. Reinforced concrete, steel, or timber (no plaster) 0.5 II. Engineered concrete and masonry (no plaster) 0.3
III. Non-engineered timber and masonry buildings 0.2
IV. Buildings extremely susceptible to vibration
damage 0.12
in/sec = inches per second; PPV = peak particle velocity Source: Federal Transit Administration (FTA). 2018. Transit Noise and Vibration Impact Assessment. November. Available at:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit-noise-and-vibration-impact-assessmentmanual-fta-report-no-0123_0.pdf (accessed October 2022). 5 Crocker, Malcolm J. (Editor). 2007. Handbook of Noise and Vibration Control Book. ISBN: 978-0-471-39599-7, Wiley-VCH. October 2007. 6 Federal Transit Administration (FTA). 2018. Transit Noise and Vibration Impact Assessment. November. Available at:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit-noise-and-vibration-impact-assessmentmanual-fta-report-no-0123_0.pdf (accessed October 2022). 7 Caltrans. 2020 Transportation and Construction Vibration Guidance Manual. (CT-HWANP-RT-20-365.01.01) September. Available at:
https://dot.ca.gov/-/media/dot-media/programs/environmental-analysis/documents/env/tcvgm-apr2020-a11y.pdf (accessed October 2022).
8 Caltrans. 2020 Transportation and Construction Vibration Guidance Manual. (CT-HWANP-RT-20-365.01.01) September. Available at:
https://dot.ca.gov/-/media/dot-media/programs/environmental-analysis/documents/env/tcvgm-apr2020-a11y.pdf (accessed October 2022).

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Noise-Sensitive Land Uses
Noise exposure goals for various types of land uses reflect the varying noise sensitivities associated with those uses. Noise-sensitive land uses are typically defined as single and multi-family residential; hotels and motels; group homes, hospital and extended medical facilities; churches; schools and other learning institutions; and libraries. Sensitive land uses generally should not be subjected to noise levels that would be considered intrusive in character.

General Plan Area
Noise-sensitive land uses are located throughout Pleasant Hill, as it is a predominantly residential city. Residential development is located between Taylor Boulevard and Contra Costa Boulevard and the southern edge of Pleasant Hill, with residential development also located north of Taylor Boulevard between Alhambra Avenue and the Contra Costa County Club. Pleasant Hill also includes noise-sensitive land uses such as hotels and motels; group homes; churches; schools and other learning institutions; and libraries.

Existing Noise Conditions and Sources
General Plan Area
The predominant source of noise in Pleasant Hill, as in most communities, is motor vehicles. Motor vehicle noise is characterized by a high number of individual events that can create a sustained noise level in proximity to noise-sensitive uses. Roadways with the highest roadway vehicle volumes and speeds produce the highest noise levels. The roadways in Pleasant Hill with the highest roadway vehicle volumes and, thus, the highest noise levels are I-680, Contra Costa Boulevard, Taylor Boulevard, and Monument Boulevard. Table 3.10-4 provides existing roadway vehicle noise along roadways in the plan area.

Table 3.10-4 Existing Roadway Vehicle Noise Along Roadway Segments Roadway Segment Existing ADT
Existing Roadway Vehicle
Noise Level at 50 feet
(dBA CNEL)
Pacheco Boulevard – North of 1st Avenue 17,000 66.8
Center Avenue – West of Pacheco Boulevard 8,000 63.4
Chilpancingo Parkway – West of Pacheco Boulevard 17,800 65.9 Contra Costa Boulevard – South of Concord Avenue 30,000 67.8 Golf Club Road – West of Pacheco Boulevard 13,100 64.2
Morello Avenue – North of Paso Nogal Road 8,600 63.8
Paso Nogal Road – East of Morello Avenue 3,900 56.9
Paso Nogal Road – East of Alhambra Avenue 5,000 56.3
Viking Drive – West of Contra Costa Boulevard 7,200 58.4 Morello Avenue – South of Viking Drive 8,800 61.1
Norse Drive – North of Taylor Boulevard 6,500 59.1
Taylor Boulevard – West of Contra Costa Boulevard 23,200 70.4 Contra Costa Boulevard – North of Beth Drive 21,600 68.1 Ellinwood Drive – East of Contra Costa Boulevard 8,200 60.1

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Roadway Segment Existing ADT
Existing Roadway Vehicle
Noise Level at 50 feet
(dBA CNEL)
Lucille Lane – North of Maureen Lane 3,100 55.9
Taylor Boulevard – East of Alhambra Avenue 19,800 69.4
Pleasant Hill Road – North of Taylor Boulevard 27,200 69.8 Taylor Boulevard – West of Alhambra Avenue 19,000 72.3
Pleasant Hill Road – North of Grayson Road 15,900 66.7
Taylor Boulevard – South of Grayson Road 21,600 69.9
Gregory Lane – East of Pleasant Hill Road 13,300 64.3
Gregory Lane – West of Cleaveland Road 16,700 65.6
Cleaveland Road – South of Gregory Lane 9,300 61.9
Contra Costa Blvd – North of Monument Boulevard 30,600 70.5 Boyd Road – West of Cleaveland Road 16,700 63.2
Monument Boulevard – East of Buskirk Avenue 45,300 71.0 Buskirk Avenue – South of Monument Boulevard 25,800 66.4 Hookston Road – East of Buskirk Avenue 14,100 63.9
Buskirk Avenue – South of Mayhew Way 8,900 61.6
Oak Park Boulevard – West of Hook Avenue 14,400 64.0
Patterson Boulevard – North of Oak Park Boulevard 5,500 59.6 Pleasant Hill Road – North of Oak Park Boulevard 8,200 64.2 Oak Park Blvd – East of Pleasant Hill Road 10,500 63.9
Geary Road – East of Pleasant Hill Road 12,600 64.9
Taylor Boulevard – South of Withers Avenue 22,500 73.0
ADT = average daily trips
Source: Data provided by Fehr & Peers in 2022.

Figure 3.10-1 shows the existing 60, 65, and 70 dBA CNEL noise contours from roadways and highways in the plan area.

Airport noise associated with Buchanan Field Airport operations is an additional noise source in Pleasant Hill. The Buchanan Field Airport is located just outside the northeast corner of the Pleasant Hill city limits, with flightpaths from the Buchanan Field Airport southwestern to northeastern runways located over Pleasant Hill. Aircraft following these flightpaths generate noise over Pleasant Hill. The airport influence area extends approximately 2.5 miles from the runways and includes most of Pleasant Hill north of Boyd Road. Airport noise contours are shown in Figure 3.10-2.

The Bay Area Rapid Transit (BART) Antioch-SFO/Millbrae line is another source of noise in the plan area. While BART noise may be audible at times in the plan area, it is not a substantial source of noise since the rapid transit line is approximately 850 feet southeast of the plan area.

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Figure 3.10-1 Existing Roadway Vehicle Noise Contours

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Figure 3.10-2 Buchanan Field Airport Noise Contours
Source: Contra Costa County Airport Land Use Commissions. 2000. Contra Costa County Airport Land Use Compatibility Plan. https://www.contracosta.ca.gov/4307/Airport-Land-Use-Commission-ALUC (accessed October 2022).

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3.10.3 Regulatory Framework
Federal Regulations
Department of Housing and Urban Development
The federal Department of Housing and Urban Development (HUD) sets environmental criteria and standards in Title 24 of the Code of Federal Regulations (CFR), Part 51. New construction proposed in areas that exceed 65 dBA Ldn must incorporate noise attenuation features to maintain interior noise levels at 45 dBA Ldn. Development in areas exceeding 65 dBA Ldn requires further attenuation features. In general, the HUD regulations match the California state regulations discussed below.

Federal Transit Administration
The FTA provides reasonable criteria for assessing construction noise impacts based on the potential for adverse community reaction in their Transit and Noise Vibration Impact Assessment Manual (FTA 2018). For residential uses, the daytime noise threshold is 80 dBA Leq for an 8-hour period.

Occupational Health and Safety Administration
The federal government regulates occupational noise exposure common in the workplace through the Occupational Health and Safety Administration (OSHA) under the EPA. Noise limitations would apply to the operation of construction equipment and could also apply to any proposed industrial land uses. Noise exposure of this type is dependent on work conditions and is addressed through a facility’s Health and Safety Plan, as required under OSHA, and is not addressed further in this analysis.

Federal Aviation Administration
The Federal Aviation Administration (FAA) enforces Title 14, Part 150 of the CFR, which governs airport noise compatibility programs and identifies land uses that are normally compatible with various levels of noise exposure. The FAA has determined that sound levels up to 45 dB CNEL are acceptable within residential buildings. As discussed in Section 3.10.2, Environmental Setting, flightpaths from the Buchanan Field Airport are located over Pleasant Hill and would require implementation of the FAA standards.

State Regulations
California General Plan Guidelines
State law requires general plans to include a Noise Element under Government Code Section 65302(f). The California General Plan Guidelines, published by the Governor’s Office of Planning and Research, indicate acceptable, specific land use types in areas with specific noise exposure. The guidelines also offer adjustment factors that may be used to arrive at noise acceptability standards that reflect the noise control goals of the community, the community’s sensitivity to noise, and the community’s assessment of the relative importance of noise pollution. These guidelines are advisory, and local jurisdictions have the authority to set specific noise standards based on local conditions.

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California Building Code
California Code of Regulations Title 24, Building Standards Administrative Code, Part 2, Chapter 12, and the California Building Code codify the State noise insulation standards. These noise standards apply to new construction in California to control interior noise levels as they are affected by exterior noise sources and interior noise sources from separate areas. The regulations specify that interior noise levels shall not exceed 45 dB CNEL/Ldn in any habitable room, as well as specifying sound transmission class requirements for walls, floors, and ceilings around sleeping units.

California Green Building Code
California Green Building Standards Code 2019 (CALGreen) Section 5.507.4, Acoustical Control, regulates construction of non-residential uses within the 65 dBA CNEL/Ldn contour of an airport, freeway, expressway, railroad, industrial noise source, or other fixed source. According to Section

5.507.4.1.1 “buildings exposed to a noise level of 65 dB Leq(1-hr) during any hour of operation shall employ sound-resistant assemblies as determined by a prescriptive method (CALGreen Section

5.507.4.1) or performance method (CALGreen Section 5.507.4.2).

Projects may demonstrate compliance through the prescriptive method if wall and roof-ceiling assemblies exposed to the noise source meet a composite sound transmission class (STC) rating of at least 50 or a composite outdoor/indoor transmission class (OITC) rating of no less than 40, with exterior windows of a minimum STC of 40 or OITC of 30. Projects may demonstrate compliance through the performance method if wall and roof-ceiling assemblies exposed to the noise source are constructed to provide an interior noise environment that does not exceed 50 dB Leq-1Hr in occupied areas during hours of operations.

California Airport Noise Standards
California Code of Regulations Title 21, Subchapter 6, Airport Noise Standards, establishes 65 dBA CNEL as the acceptable level of aircraft noise for persons living in the vicinity of airports. Noisesensitive land uses are generally incompatible in locations where the aircraft exterior noise level exceeds 65 dBA CNEL. This standard remains unless an aviation easement for aircraft noise has been acquired by the airport proprietor, or the residence is a high-rise with an interior CNEL of 45 dBA or less in all habitable rooms. Assembly Bill (AB) 2776 requires any person who intends to sell or lease residential properties in an airport influence area to disclose that fact to the person buying the property.

Local Regulations
Pleasant Hill General Plan
The current Pleasant Hill General Plan contains land use compatibility categories for community noise exposure, noise contour maps, and policies related to noise, but the categories for noise exposure, noise contour maps, and policies would be replaced by the proposed 2040 General Plan.

Pleasant Hill Municipal Code
Chapter 9.15 of the Pleasant Hill Municipal Code contains a noise ordinance. Relevant sections in the noise ordinance include the following:

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 Chapter 9.15, Section 9.1 5.040.H.: Special noise sources - Machinery, equipment, fans, and air conditioning. It is unlawful for a person to operate machinery, equipment, a pump, fan, airconditioning apparatus or similar mechanical device in the manner which creates noise, unless the noise is muffled and the device is equipped with a muffler sufficient to deaden the noise.  Chapter 9.15, Section 9.1 5.040.L.: Special noise sources – Construction of building and projects. It is unlawful for a person within a residential land use district to operate or perform construction or repair work on a building, structure or project, or to operate a pile driver, steam shovel, pneumatic hammer, derrick, steam of electric hoist, or other construction-type device on city-recognized holidays as designated by city council resolution, and on Monday through Friday, prior to 7:30 a.m. and after 7:00 p.m. on each day and on Saturday and Sundays, prior to 9:00 a.m. and after 6:00 p.m. The above prohibition does not apply to emergency work.

Chapter 18.50 of the Pleasant Hill Municipal Code includes maximum noise standards by zoning district. Relevant sections include the following:
 Chapter 18.50, Section 18.50.060: Performance standards.

All uses and activities shall comply with the Pleasant Hill noise regulations (PHMC Chapter 9.15), and no use shall create ambient noise levels measured at the property line which exceed the standards in Table 3.10-5.

Table 3.10-5 Maximum Noise Standards by Zoning District Zone of Property Receiving Noise Maximum Noise Level Ldn or CNEL, dB R, NB Residential and Neighborhood Business Districts 50 RB, C Commercial and Retail Business Districts 60
PAO Office District 65
LI Industrial District 70
PUD, PPD Planned Development/Precise Plan District Study Required Source: Schedule 18.50.060, Pleasant Hill Municipal Code Notes:

Where noise is measured at the property line of abutting districts, the noise standard for the more restrictive district applies.  Duration and timing. The noise standards above shall be modified as follows to account for the effects of time and duration on the impact of noise levels:
a) In residential zones, the noise standard shall be five dB lower between 10:00 p.m. and 7:00 a.m. b) Noise that is produced for no more than a cumulative period of five minutes in any hour may exceed the standards above by five dB.
c) Noise that is produced for no more than a cumulative period of one minute in any hour may exceed the standards above by 10 dB.
 Zoning administrator may require acoustic study. The zoning administrator may require an acoustic study for any proposed project which could have or create a noise exposure greater than that deemed acceptable. For any study required, noise shall be measured with a sound level meter which meets the standards of the American National Standards Institute (ANSI Section S1.4- 1979, Type 1 or Type 2). Noise levels shall be measured in decibels from the property line. The unit of measure shall be designated as dB. A calibration check shall be made of the instrument at the time any noise measurement is made.  Noise attenuation measures. The zoning administrator may require the incorporation into a project of any noise attenuation measures deemed necessary to ensure that noise standards are not exceeded.

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Contra Costa County Airport Land Use Compatibility Plan The Contra Costa County Airport Land Use Compatibility Plan is intended to promote compatibility between the airports in Contra Costa County and the land uses which surround them. As previously discussed, the Buchanan Field Airport is located just outside the northeast corner of the Pleasant Hill city limits. The operation of the Buchanan Field Airport affects development in Pleasant Hill through the enforcement of overlay and safety zones, which functionally creates restrictions on development within the vicinity of the airport based on proximity to the airport and flight path.

Portions of Pleasant Hill are located in Safety Zone 4, which limits buildings to have no more than four habitable floors above ground.9 Additionally, per policy 5.2.2, new single-family, duplex, and mobile home residential uses are considered normally acceptable up to 55 dB CNEL and marginally acceptable at exposures between 55 and 65 dB CNEL. Per policy 5.2.3, new multi-family residential developments are normally acceptable up to 60 dB CNEL and marginally acceptable at exposures between 60 and 65 dB CNEL.

3.10.4 Impacts and Mitigation Measures
Significance Criteria
The City of Pleasant Hill utilizes the following 2022 CEQA Guidelines Appendix G significance criteria questions related to Noise.

Would the 2040 General Plan:
a) Generate a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies?
b) Generate excessive groundborne vibration or groundborne noise levels? c) If located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, expose people residing or working in the project area to excessive noise levels? Approach to Analysis
Construction Noise
Construction noise levels that could occur with implementation of the 2040 General Plan are based on reference noise levels published by the FTA.

Stationary On-Site Operational Noise
Stationary noise (i.e., on-site operational noise) were analyzed in context of typical mechanical equipment on commercial, industrial, residential and mixed-use development such as heating, ventilation, and air conditioning (HVAC) units.

Mobile Off-site Operational Noise
Roadway vehicle noise levels for the 2040 General Plan were estimated using the FHWA roadway vehicle noise prediction model methodology. Roadway vehicle noise impacts are analyzed based on 9 Contra Costa County Airport Land Use Commissions. 2000. Contra Costa County Airport Land Use Compatibility Plan. https://www.contracosta.ca.gov/4307/Airport-Land-Use-Commission-ALUC (accessed October 2022).

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average daily trip (ADT) roadway volume for existing conditions and General Plan 2040 Buildout, as well as speeds, and number of lanes data.
10 The FHWA model predicts noise levels through a series of adjustments to a reference sound level. These adjustments account for distances from the roadway, roadway vehicle volumes, vehicle speeds, car/truck mix, number of lanes, and road width.

Groundborne Vibration
Development facilitated under the 2040 General Plan would not include substantial vibration sources associated with operation. Construction activities have the greatest potential to generate groundborne vibration affecting nearby noise-sensitive receptors. Construction vibration levels that could occur due to buildout of the 2040 General Plan are based on reference vibration levels published by the FTA.

EIR Scoping Comments Consideration
No comments relevant to CEQA were received in response to the EIR NOP specific to noise and vibration that need to be addressed in the impacts discussion.

Specific Thresholds of Significance
For purposes of this analysis, the following thresholds of significance are used to evaluate the significance of noise and vibration resulting from implementation of the proposed plan.

Construction Noise
Development facilitated by the 2040 General Plan could have a significant impact if temporary construction noise during permitted daytime hours exposed noise-sensitive receivers to significantly adverse noise levels, or if construction noise occurred outside the hours detailed in Municipal Code Section 9.1 5.040.L. As the City does not define a quantitative construction noise threshold, for purposes of analyzing impacts from the project, the City has determined that the FTA construction criteria are applicable to the project. The FTA provides reasonable criteria for assessing construction noise impacts based on the potential for adverse community reaction in their Transit and Noise Vibration Impact Assessment Manual.
11 For residential uses, the daytime noise threshold is 80 dBA Leq(8hr) for an 8-hour period. Construction noise would be significant if it exceeds this threshold.

Stationary On-site Operational Noise
Stationary on-site operational noise impacts were analyzed using the City’s maximum noise standards for each zoning district as shown in Table 3.10-5 above.

Mobile Off-site Operational Noise
A project normally has a significant effect on the environment related to noise if it substantially increases the ambient noise levels for adjoining areas. Most people can detect changes in sound levels of approximately 3 dBA under normal, quiet conditions. Changes of 1 to 3 dBA are detectable under quiet, controlled conditions. Changes of less than 1 dBA are usually indiscernible. A change of 10 Roadway vehicle segment volumes and data from Fehr & Peers collected in 2019 were used as existing conditions for analysis purposes.

The City determined that roadway vehicle data collected in 2019 provided a more conservative baseline compared to data during the COVID-19 pandemic. 11 Federal Transit Administration (FTA). 2018. Transit Noise and Vibration Impact Assessment. November. Available at:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit-noise-and-vibration-impact-assessmentmanual-fta-report-no-0123_0.pdf (accessed October 2022).

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5 dBA is readily discernible to most people in an exterior environment. Based on this, the following thresholds of significance are used to assess roadway vehicle noise impacts at sensitive receiver locations:
 Greater than 1.5 dBA increase for ambient noise environments of 65 dBA CNEL and higher  Greater than 3 dBA increase for ambient noise environments of 60-64 CNEL  Greater than 5 dBA increase for ambient noise environments of less than 60 dBA CNEL Exposure to Aircraft Noise
For a plan or project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, if the plan or project exposes people residing or working in the project area to excessive noise levels such as noise levels exceeding normally acceptable noise levels in the 2040 General Plan.

Vibration
The City has not adopted a significance threshold to assess vibration impacts during construction and operation. Therefore, criteria from the FTA are used to evaluate potential construction vibration impacts related to potential building damage from construction. 12 Construction vibration impacts
from development would be significant if vibration levels exceed the FTA criteria shown in Table 3.10-3 above.

Impact Evaluation
Ambient Noise Compared to Standards
Significance Criterion a: Would the proposed plan generate a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies?
Impact NOI-1 CONSTRUCTION OF INDIVIDUAL PROJECTS FACILITATED BY THE 2040 GENERAL PLAN WOULD TEMPORARILY INCREASE NOISE LEVELS, POTENTIALLY AFFECTING NEARBY NOISE-SENSITIVE LAND USES.

DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD ALSO INTRODUCE NEW NOISE SOURCES AND CONTRIBUTE TO INCREASES IN OPERATIONAL NOISE. THE CONTINUED REGULATION OF NOISE, CONSISTENT WITH THE CITY CODE AND IMPLEMENTATION OF PROPOSED 2040 GENERAL PLAN POLICIES WOULD MINIMIZE DISTURBANCE TO ADJACENT LAND USES. HOWEVER, CONSTRUCTION AND OPERATIONAL MOBILE NOISE COULD EXCEED STANDARDS. THIS IMPACT WOULD BE SIGNIFICANT AND UNAVOIDABLE EVEN WITH MITIGATION.

Construction
Noise from individual construction projects facilitated by the 2040 General Plan would temporarily increase noise levels at nearby noise-sensitive receptors. Since at this stage of planning, projectlevel details are not available for future projects that would be carried out under the 2040 General Plan, it is not possible to determine exact noise levels, locations, or time periods for construction of 12 Federal Transit Administration (FTA). 2018. Transit Noise and Vibration Impact Assessment. November. Available at:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit-noise-and-vibration-impact-assessmentmanual-fta-report-no-0123_0.pdf (accessed October 2022).

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such projects, or construction noise at adjacent properties. However, noise estimates for typical construction activities have been provided below.

Construction activities would generate noise from phases such as demolition, site preparation, grading, building construction, and paving activities. Each phase of construction has a specific equipment mix and associated noise characteristics, depending on the equipment used during that phase. Construction noise would typically be higher during the more equipment-intensive phases of initial construction (i.e., demolition, site preparation, and grading work) and would be lower during the later construction phases (i.e., building construction and paving). Table 3.10-6 illustrates typical noise levels associated with construction equipment at a distance of 50 feet and 100 feet.

Table 3.10-6 Typical Noise Levels for Construction Equipment Equipment
Estimated Noise Levels at Nearest
Sensitive Receptors (dBA Leq)
50 feet 100 feet
Air Compressor 80 74
Backhoe 80 74
Concrete Mixer 85 79
Dozer 85 79
Grader 85 79
Jack Hammer 88 82
Loader 80 74
Paver 85 79
Pile-drive (Impact) 101 95
Pile-driver (Sonic) 95 89
Roller 85 79
Saw 76 70
Scarified 83 77
Scraper 85 79
Truck 84 78
Source: Federal Transit Administration (FTA). 2018. Transit Noise and Vibration Impact Assessment. November. Available at:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit-noise-and-vibration-impact-assessmentmanual-fta-report-no-0123_0.pdf (accessed October 2022).

Neither the Pleasant Hill Municipal Code nor the 2040 General Plan contain quantitative limits for construction noise. In lieu of City-specific standards, the FTA criteria for assessing construction noise impacts are used. For residential uses, the FTA daytime noise threshold is 80 dBA Leq (8 hour) for an 8- hour period.

Noise would typically drop off at a rate of about 6 dBA per doubling of distance. Therefore, noise levels would be about 6 dBA lower than shown in Table 3.10-6 at 200 feet from the noise source and 12 dBA lower at a distance of 400 feet from the noise source. As shown in these noise levels,

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construction noise may exceed the FTA’s daytime noise threshold, depending on the equipment used and the distance in which the equipment is operating compared to noise-sensitive receptors.

Since at this stage of planning, project-level details are not available for future projects that would facilitated by the 2040 General Plan, it is not possible to determine exact noise levels, locations, or time periods for construction of such projects, or construction noise at adjacent properties.

Therefore, construction noise levels associated with future projects may exceed the FTA’s daytime construction noise limits, and impacts would be potentially significant.

Implementation of Mitigation Measure NOI-1 would reduce 2040 General Plan construction noise impacts associated with future discretionary projects in Pleasant Hill. However, as exact details of future project-specific construction activities are unknown at this stage of planning, construction noise could still exceed the daytime significance threshold or potentially need to occur during the more sensitive nighttime hours for concrete pours or pumps that need to run overnight for water resources projects. Implementation of Mitigation Measure NOI-1 would not ensure that construction noise impacts would be reduced to below the significance threshold of 80 dBA Leq during the daytime at residential uses and other sensitive receptors in all cases. Therefore, the 2040 General Plan construction noise impact would be significant and unavoidable. It should be noted that the identification of this program-level impact does not preclude the finding of less-thansignificant impacts for subsequent projects analyzed at the project level. .

Operation

STATIONARY OPERATIONAL NOISE
Stationary sources of noises may occur on all types of land uses. Residential uses would generate noise from landscaping, maintenance activities, and mechanical equipment such as ground-level and rooftop ventilation and heating (HVAC) systems. Commercial uses would generate noise from HVAC systems, loading docks, and other sources. Industrial uses may generate noise from HVAC systems, loading docks, and possibly machinery. Other noise generated by residential or commercial uses such as conversations and parking lot activity is generally short and intermittent. Industrial uses may generate noise on a more continual basis. Nightclubs, outdoor dining areas, gas stations, car washes, fire stations, drive-throughs, swimming pool pumps, school playgrounds, athletic and music events, and public parks are other common noise sources. The proposed Hazards and Safety Element contains goals, policies, and programs that require local planning and development decisions to consider noise-related impacts from stationary sources.

The following proposed General Plan 2040 goal, policies, and programs would minimize potential adverse noise-related impacts from stationary sources.

Goal HS-7 Ensure the community is protected from noise that interferes with human activity or causes health problems.

Policy HS-7.1 Noise Level Standards. Require new development to be designed and constructed to meet acceptable noise level standards adopted by the City.

Policy HS-7.2 Noise Impact Mitigation. Evaluate the noise impacts of new development based on the potential for significant increases in noise levels, in addition to compliance with acceptability standards and require mitigation, if necessary, to comply with City noise standards.

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Policy HS-7.4 Residential Site Design Noise Consideration. Protect residential areas from noise and vibration by requiring appropriate site and building design, sound walls, and landscaping and by the use of noise attenuating construction techniques and materials.

Policy HS-7.5 Noise Restrictions in Commercial and Industrial Developments. Require new commercial and industrial developments adjacent to residential uses to reduce potential noise impacts to comply with City noise standards.

Hazards and Safety Element Implementation Programs
Program O Establish Acoustical Study Requirement Areas. Prepare acoustical study requirements based on the City noise contour map that will determine when acoustic studies shall be required for sensitive land uses.

Program P Noise Level Standards. Amend Municipal Code Chapter 9.15 to establish clear, measurable, and acceptable exterior noise level standards for all new developments and additions, including capital improvement projects. The amended Chapter shall include procedures to measure and monitor noise, and enforcement procedures.

Program R Noise in Residential Areas. Amend the City noise ordinance to prohibit activities such as garbage and recycling pickup, parking lot vacuuming in residential areas, and the use of all landscape equipment.

Implementation of these policies would ensure that noise from new developments is analyzed and mitigated to acceptable levels prior to project approval. Noise impacts from operational use of residential-scale HVAC units, industrial equipment, and other stationary noise sources would be reduced by proposed 2040 General Plan policies. Therefore, the 2040 General Plan stationary operational noise impact would be less than significant.

MOBILE OPERATIONAL NOISE
Implementation of the 2040 General Plan would allow additional buildout, which would generate new vehicle trips that could incrementally increase the exposure of land uses along roadways to operation roadway vehicle noise. Figure 3.10-3 shows the 60, 65, and 70 dBA CNEL noise contours from roadways and highways for 2040 roadway vehicle scenarios. The complete distances to the 70, 65, and 60 dBA CNEL noise contours for roadway segments are included in Appendix D. Table 3.10-7 shows the estimated roadway vehicle noise level increases on study roadway segments over existing conditions at 50 feet from the centerline of the nearest travel lane.

As shown in Table 3.10-7, significant roadway vehicle noise increases are estimated along Taylor Boulevard west of Contra Costa Boulevard, Contra Costa Boulevard north of Beth Drive, Taylor Boulevard east of Alhambra Avenue, Taylor Boulevard west of Alhambra Avenue, Gregory Lane west of Cleaveland Road, and Contra Costa Boulevard north of Monument Boulevard. Along all other roadway study segments, roadway vehicle noise increases would be less than significant.

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Figure 3.10-3 2040 Roadway Vehicle Noise Contours

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Table 3.10-7 Roadway Vehicle Noise Increase Along Roadway Segments Roadway Segment Existing ADT 2040 Buildout ADT
Existing Roadway
Vehicle Noise
Level at 50 feet
(dBA CNEL)
2040 Roadway
Vehicle Noise
Level at 50 feet
(dBA CNEL)
Roadway
Vehicle Noise
Increase
(dBA CNEL)
Significant?
Y/N
Pacheco Boulevard – North of 1st Avenue 17,000 23,600 66.8 68.2 1.4 N Center Avenue – West of Pacheco Boulevard 8,000 82,00 63.4 63.5 0.1 N Chilpaningo Parkway – West of Pacheco Boulevard 17,800 23,000 65.9 67.0 1.1 N Contra Costa Boulevard – South of Concord Avenue 30,000 39,700 67.8 69.0 1.2 N Golf Club Road – West of Pacheco Boulevard 13,100 15,700 64.2 65.0 0.8 N Morello Avenue – North of Paso Nogal Road 8,600 11,500 63.8 65.1 1.3 N Paso Nogal Road – East of Morello Avenue 3,900 8,600 56.9 60.3 3.4 N Paso Nogal Road – East of Alhambra Avenue 5,000 5,900 56.3 57.0 0.7 N Viking Drive – West of Contra Costa Boulevard 7,200 9,100 58.4 59.4 1.0 N Morello Avenue – South of Viking Drive 8,800 14,800 61.1 63.4 2.3 N Norse Drive – North of Taylor Boulevard 6,500 9,600 59.1 60.8 1.7 N Taylor Boulevard – West of Contra Costa Boulevard 23,200 34,400 70.4 72.1 1.7 Y Contra Costa Boulevard – North of Beth Drive 21,600 37,100 68.1 70.5 2.3 Y Ellinwood Drive – East of Contra Costa Boulevard 8,200 15,900 60.1 63.0 2.9 N Lucille Lane – North of Maureen Lane 3,100 9,400 55.9 60.7 4.8 N Taylor Boulevard – East of Alhambra Avenue 19,800 29,800 69.4 71.0 1.6 Y Pleasant Hill Road – North of Taylor Boulevard 27,200 32,500 69.8 70.6 0.8 N Taylor Boulevard – West of Alhambra Avenue 19,000 27,400 72.3 73.9 1.6 Y Pleasant Hill Road – North of Grayson Road 15,900 22,300 66.7 68.1 1.5 N Taylor Boulevard – South of Grayson Road 21,600 29,400 69.9 71.2 1.3 N Gregory Lane – East of Pleasant Hill Road 13,300 18,500 64.3 65.7 1.4 N Gregory Lane – West of Cleaveland Road 16,700 28,400 65.6 67.9 2.3 Y Cleaveland Road – South of Gregory Lane 9,300 14,000 61.9 63.6 1.8 N Contra Costa Blvd – North of Monument Boulevard 30,600 53,500 70.5 72.9 2.4 Y

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Roadway Segment Existing ADT 2040 Buildout ADT
Existing Roadway
Vehicle Noise
Level at 50 feet
(dBA CNEL)
2040 Roadway
Vehicle Noise
Level at 50 feet
(dBA CNEL)
Roadway
Vehicle Noise
Increase
(dBA CNEL)
Significant?
Y/N
Boyd Road – West of Cleaveland Road 16,700 21,700 63.2 64.3 1.1 N Monument Boulevard – East of Buskirk Avenue 45,300 49,000 71.0 71.4 0.3 N Buskirk Avenue – South of Monument Boulevard 25,800 30,800 66.4 67.1 0.8 N Hookston Road – East of Buskirk Avenue 14,100 14,900 63.9 64.1 0.2 N Buskirk Avenue – South of Mayhew Way 8,900 12,300 61.6 63.0 1.4 N Oak Park Boulevard – West of Hook Avenue 14,400 19,600 64.0 65.3 1.3 N Patterson Boulevard – North of Oak Park Boulevard 5,500 8,200 59.6 61.4 1.7 N Pleasant Hill Road – North of Oak Park Boulevard 8,200 13,400 64.2 66.3 2.1 N Oak Park Blvd – East of Pleasant Hill Road 10,500 15,200 63.9 65.5 1.6 N Geary Road – East of Pleasant Hill Road 12,600 13,900 64.9 64.9 0.0 N Taylor Boulevard – South of Withers Avenue 22,500 30,100 73.0 74.3 1.3 N ADT = average daily trips
Bold = significant increase
Source: Fehr & Peers 2022

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The following proposed 2040 General Plan policies and program would reduce roadway vehicle noise:

Policy LU-6.55 Freeway Buffering. Encourage additional Ellinwood Way buffering techniques to mitigate potential noise impacts from Interstate 680 on future mixed-use development.

Policy HS-7.3 Transportation Agency Cooperation. Proactively cooperate with transportation agencies, including Caltrans and CCTA, to reduce noise from existing and future transportation facilities, including the development of noise reduction strategies related to the design and location of all facilities.

Hazards and Safety Element Implementation Programs
Program Q Dialogue with Caltrans. Encourage Caltrans to resurface all designated concrete roads within the City to reduce vehicle noise.

In addition, the following proposed 2040 General Plan goals, policies, and implementation programs would encourage active transportation modes, such as walking and bicycling, as well as the use of public transit, thereby reducing vehicle trips and roadway vehicle noise in Pleasant Hill.

Goal LU-3 To provide a variety of housing types that offer choices for Pleasant Hill residents and create complete, livable neighborhoods.

Policy LU-3.2 Connectivity. Encourage new residential and mixed-use development to incorporate design features that promote walking within neighborhoods and citywide.

Goal LU-6 Create distinct and identifiable places for future development within Pleasant Hill that enhance community character, prosperity, and civic pride.

Policy LU-6.4 Enhanced Connectivity. Support the expansion of alternative transportation options including enhancements to the multi-use trail, expanded bike lanes along Golf Club Road, and additional connections between new and existing development.

Policy LU-6.16 Walkable Environment. Enhance the pedestrian connections between Downtown, Crescent Drive, City Hall, and adjacent commercial centers along Contra Costa Boulevard.

Policy LU-6.25 Transit-Oriented Development. Encourage the design and development of transit-oriented developments along Contra Costa Boulevard to support future transportation system enhancements.

Policy LU-6.27 Pedestrian Oriented Development. Support the transformation of existing auto-oriented and strip commercial uses into attractive pedestrianoriented developments that enhance the visual character and interest of the boulevard.

Policy LU-6.34 Transform Gregory Lane. Support the transformation of Gregory Lane into an attractive streetscape that includes neighborhood-serving mixed-use with active frontages facing the street, wider sidewalks, expanded bicycle lanes, and consistent landscaping.

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Policy LU-6.48 Pedestrian Connectivity. Require Monument Boulevard pedestrian upgrades including signalized crossings, bulb outs, and expanded sidewalks.

Goal LU-7 Improve the health and well-being of all Pleasant Hill residents.

Policy LU-7.2 Alternative Transportation Improvements. Support new development and infrastructure improvements in existing neighborhoods that enable and encourage people to drive less and walk, bike, or take public transit more.

Policy LU-7.3 Remove Physical Barriers. Remove or plan for ways to address physical barriers that bisect neighborhoods and discourage walking or biking.

Land Use Element Implementation Programs
Program L Pedestrian and Bicycle Barrier Removal. Prepare an analysis of the physical barriers to walking and bicycling throughout the city. Identify options for and prepare a program for barrier removal. The analysis should include improvement prioritization, cost estimates, funding sources, and a timeline for improvements.

Goal TC-1 Establish and maintain a safe and efficient circulation system that emphasizes the use of existing arterial and collector roadways, paths, and bike lanes.

Policy TC-1.2 Multimodal Travel Options. Develop a connected network of vehicle, bicycle, and pedestrian facilities that provide continuous, safe, and comfortable travel for users of all ages, abilities, and transportation modes.

Goal TC-2 Improve traffic circulation along the city roadway network.

Policy TC-2.5 Transportation Demand Management (TDM). Require robust transportation demand management with all new private development that requires establishment of incentives and programs to reduce traffic congestion including annual reporting to ensure transportation demand management goals for a project are being met and to correct transportation demand management practices.

Policy TC-2.6 Safe Routes to School (SR2S). Establish a Safe Routes to School program in collaboration with the school districts and private schools that identifies and promotes suggested routes to school and incentivizes students and parents to use alternative transportation modes for school commutes.

Goal TC-4 Reduce congestion and vehicle trips through land use planning.

Policy TC-4.4 Infill Development. Support infill and development in existing urban areas and around key transit facilities.

Policy TC-4.5 Correlation Between Land Use and Transportation. Support land use patterns that make more efficient use of the transportation system, such as locating development near transit routes and high-quality bicycle/pedestrian facilities, minimizing new driveways, consolidating parking, and other best practice urban design measures.

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Goal TC-5 Support a vibrant, walkable environment that encourages alternative (nondriving) modes of transportation.

Policy TC-5.1 Evaluate Multimodal Facility Needs. Evaluate the needs of transit, bicycle, and pedestrian facilities and/or access for new development as part of the review process, and require new development to incorporate transit, bicycle, and pedestrian access where feasible and appropriate, consistent with the Circulation Element and the Bicycle and Pedestrian Master Plan (when adopted).

Policy TC-5.3 Mobility Technology Support. Identify and implement technology that supports walking, biking, commuting, and other alternative transportation modes within the City including infrastructure that supports micro mobility use within the City.

Goal TC-6 Reduce reliance on the automobile by promoting alternative modes of transportation.

Policy TC-6.1 Encourage Non-Driving Forms of Personal Mobility. Encourage bicycling, walking, and other forms of personal mobility, like e-scooters, e-bikes, and neighborhood electric vehicles, as energy conserving, non-polluting modes of travel.

Policy TC-6.2 Private Development of Transportation Facilities. Encourage private entities to develop and maintain publicly accessible transportation facilities, including transit, pedestrian, and bicycle facilities.

Policy TC-6.3 Non-Vehicular Transportation Requirement. Require new developments that would result in significant increases in air pollution, VMT or noise to incorporate non-vehicular facilities or programs that would reduce the overall project impacts on these resources including e-Bike charging stations and free use e-Bike pod stations for residential and commercial development.

Policy TC-6.4 Amenities for Non-Driving Modes of Transportation. Require new development with more than 10 housing units or over 5,000 square feet of non-residential uses to include amenities that encourage active modes of transportation that reduce pollution or VMT as a benefit to the community (e.g., bicycle lockers/racks, showers, dedicated vanpool or carpool parking areas, dedicated shuttle services, e-bike charging stations innovative bus shelter designs).

Goal TC-12 Strive to eliminate all fatal and serious injury bicycle and pedestrian related crashes.

Policy TC-12.6 Bike Route Connectivity. Develop and sign a network of bicycle routes that provide connectivity between homes, job centers, schools and other frequently visited destinations.

Policy TC-12.7 Emphasis on Walking and Biking. Encourage more people to walk and bicycle for a variety of purposes.

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Policy TC-12.8 Bicycle Parking. Support the expansion of the bicycle parking network in Pleasant Hill.

Policy TC-12.11 Commute Information. Promote 511 Contra Costa alternative commute mode materials to encourage reduced reliance on vehicular use.

Goal TC-13 Reduce congestion and vehicle trips through non-automobile transportation.

Policy TC-13.1 Bus and Rail Services. Coordinate with local transit providers (i.e., bus, paratransit, and rail service) to provide expanded schedules and services that meet the needs of Pleasant Hill residents.

Policy TC-13.2 Innovative Transportation Technologies. Work with transit providers, employers, schools, and developers to encourage innovative technologies that promote more effective and expanded use of transit and facilitate other innovations to serve first and last mile travel, such as mobility hubs and micro-mobility (e-scooters, e-bikes).

Goal TC-15 Reduce vehicle trips and vehicle trip lengths and manage vehicle congestion through a comprehensive program of transportation resources and services.

Policy TC-15.1 TDM Alternatives. Meet the increased transportation needs of the community with TDM alternatives.

Policy TC-15.2 Require TDM Programs. Require new development to implement appropriate TDM programs to encourage walking, biking, carpooling, and transit use, and to reduce vehicle trips.

Policy TC-15.3 TDM for New Development. All new development with more than 10 housing units or over 5,000 square feet of non-residential uses shall be required to include a detailed and measurable TDM program.

Policy TC-15.6 TDM Measures for Non-Residential Land Uses. Encourage measures to reduce vehicular trips and vehicle-miles travelled (VMT). Examples are the provision of on-site childcare and after-school care facilities, and on-site modular mini-conference rooms for virtual meetings.

Transportation & Circulation Element Implementation Programs Program G Non-automobile Commute Incentives. Prepare an analysis of potential incentives to encourage City employees to commute to work using alternative means, including BART and bus passes, ridesharing, van pooling, and secure bicycle storage facilities.

Program J Citywide Bicycle Plan and Pedestrian Master Plan. Update every seven (7) years the Citywide Bicycle Plan and Pedestrian Master Plan to specify bicycle and pedestrian facility networks, and to identify and prioritize bicycle and pedestrian facility needs in the city.

Program P Incentivized Reduced Vehicle Trips. Create incentives for existing employers to reduce their vehicle trips.

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Program Q Promote Carpools and Vanpools. Promote the use of carpools and vanpools by supporting and advertising services and programs implemented by 511ContraCosta.org, which operates transportation demand management (TDM) programs and services in the city.

Program R Transportation Demand Management System. Develop a transportation demand management program checklist and seek to fund TDM fee.

Program U Bike Route Connectivity. Develop and sign a network or bicycle routes that provide connectivity between homes, job centers, schools, and other frequently visited destinations.

Implementation of these policies would reduce operational roadway vehicle trips and associated operational roadway vehicle noise to the extent feasible. However, implementation of these goals, policies, and implementation programs highlighted above would not guarantee that roadway vehicle noise would be below the thresholds of significance. As such, roadway vehicle noise impacts would be potentially significant. Since there are no feasible measures that would reduce roadway vehicle noise to less than significant in all cases, this impact is considered significant and unavoidable.

Mitigation Measures
MITIGATION MEASURE NOI-1 ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY TO UPDATE THE

ZONING ORDINANCE TO IMPLEMENT CONSTRUCTION NOISE REDUCTION

MEASURES
To minimize noise during construction, the City shall adopt the following 2040 General Plan Hazards and Safety Element policy to update the Zoning Ordinance to include the following:
 New Policy: Construction contractors shall implement the following measures for construction activities conducted within the City. Construction plans submitted to the City shall include construction noise analysis and identify these measures on demolition, grading, and construction plans submitted to the City. The City of Pleasant Hill Building Division shall verify that grading, demolition, and/or construction plans submitted to the City include these notations prior to issuance of demolition, grading and/or building permits.  Mufflers. During excavation and grading construction phases, all construction equipment, fixed or mobile, shall be operated with closed engine doors and shall be equipped with properly operating and maintained mufflers consistent with manufacturers’ standards.  Stationary Equipment. All stationary construction equipment shall be placed so that emitted noise is directed away from the nearest sensitive receivers.  Equipment Staging Areas. Equipment staging shall be located in areas that will create the greatest distance feasible between construction-related noise sources and noise-sensitive receivers.
 Smart Back-up Alarms. Mobile construction equipment shall have smart back-up alarms that automatically adjust the sound level of the alarm in response to ambient noise levels.

Alternatively, back-up alarms shall be disabled and replaced with human spotters to ensure safety when mobile construction equipment is moving in the reverse direction in compliance with applicable safety laws and regulations.

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 Electrically-Powered Tools and Facilities. Electrical power shall be used to run air compressors and similar power tools and to power any temporary structures, such as construction trailers or caretaker facilities, where feasible.  Noise Disturbance Coordinator. The project applicant shall designate a “noise disturbance coordinator” responsible for responding to any local complaints about construction noise.

The disturbance coordinator shall determine the cause of any noise complaint and shall require that reasonable measures be implemented to correct the problem. A telephone number for the disturbance coordinator and the City shall be posted at the construction site.
 Temporary Noise Barriers. Erect temporary noise barriers, where feasible, when construction noise is predicted to exceed the acceptable standards (e.g., 80 dBA Leq at residential receivers, schools or other sensitive receptors during the daytime) and when the anticipated construction duration is greater than is typical (e.g., two years or greater).

Temporary noise barriers shall be constructed with solid materials (e.g., wood) with a density of at least 1.5 pounds per square foot with no gaps from the ground to the top of the barrier. If a sound blanket is used, barriers shall be constructed with solid material with a density of at least 1 pound per square foot with no gaps from the ground to the top of the barrier and be lined on the construction side with acoustical blanket, curtain or equivalent absorptive material rated sound transmission class (STC) 32 or higher.

Level of Significance
Significant and unavoidable
Airport Activity Noise
Significance Criterion b: For location within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the proposed plans expose people residing or working in the project area to excessive noise levels? IMPACT NOI-2 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN NEAR BUCHANAN FIELD AIRPORT

MAY EXPERIENCE NOISE LEVELS THAT EXCEED NOISE LAND USE COMPATIBILITY STANDARDS BUT WOULD NOT RESULT IN A DIRECT INCREASE IN AIRPORT AND AIRSTRIP ACTIVITY. PROPOSED GENERAL PLAN POLICIES REQUIRE ANALYSIS OF PROJECTS THAT MAY EXCEED ACCEPTABLE NOISE EXPOSURE STANDARDS. THE CONTINUED

REGULATION OF AIRPORT NOISE CONSISTENT WITH STATE AND FEDERAL REGULATIONS AND IMPLEMENTATION OF

PROPOSED GENERAL PLAN POLICIES AND THE CONTRA COSTA AIRPORT LAND USE COMPATIBILITY PLAN

WOULD ALSO MINIMIZE DISTURBANCE TO PEOPLE RESIDING OR WORKING IN PROXIMITY OF THE BUCHANAN FIELD AIRPORT. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
Potential noise impacts related to location proximate to a private airstrip or public use airport are limited to operational impacts. No respective construction impacts related to effects of airport activity noise would occur.

Operation
The Buchanan Field Airport is a public airport that has a recently renovated runway, aviation services and facilities, emergency response services, access to Bay Area transportation and business

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centers, and related transportation amenities. Development facilitated by the 2040 General Plan is not expected to directly increase airport activities and airport noise. Existing requirements for airports would reduce the noise impacts of airport activity on residents and workers. Title 21 of the California Code of Regulations establishes noise standards for airports and the responsibilities of the regional Airport Land Use Commissions, which prepare land use compatibility plans with thorough evaluations of airport noise, as described above in Section 3.10.3, Regulatory Setting. Additionally, the Federal Aviation Administrative Regulation Part 150 Airport Noise Compatibility Program is designed to reduce the effect of airport noise on the surrounding communities as airports expand.

Further, individual projects as a result of development facilitated by the 2040 General Plan would be subject to all development standards if the project is located within Safety Zone 4 of the Buchanan Field Airport, and other policies contained within the Contra Costa County Airport Land Use Compatibility Plan intended to reduce land use conflicts with airport operations. Such measures are required for the Buchanan Field Airport, which are outlined in Section 3.10.3, Regulatory Setting.

As required by General Plan 2040 Policy HS-7.1, new development would be required to be designed and constructed to meet acceptable noise level standards adopted by the City.

Additionally, as required by Policy HS-7.2, noise impacts from new development would be evaluated based on the potential for significant increases in noise levels and compliance with acceptability standards. Acoustical design features would be required, if necessary, to comply with City noise standards. Program O of the Hazards and Safety Element also requires the establishment of acoustical study requirement areas which would determine when acoustical studies shall be required for sensitive land uses.

Lastly, the following proposed 2040 General Plan Health and Safety Element policies would reduce noise from the Buchanan Field Airport.

Goal HS-6 Ensure that airport operations do not adversely affect quality of life and safety for residents.

Policy HS-6.1 Airport Land Use Compatibility Plan Adherence. Ensure consistency with the County Airport Land Use Compatibility Plan development restrictions.

Policy HS-6.2 Airport Coordination. Coordinate with Buchanan Field Airport on land use considerations where compatibility issues may occur on the border of the airfield.

With the aforementioned requirements in place and implementation of proposed 2040 General Plan policies, airport activity would not expose residents and workers to excessive noise. Therefore, the 2040 General Plan operational impact related to consistency with noise land use compatibility standards and effects of airport activity noise would be less than significant.

Mitigation Measures
No mitigation measures would be required.

Significance After Mitigation
Less than significant without mitigation

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Groundborne Vibration and Noise Generation
Significance Criterion c: Would the proposed plan result in generation of excessive groundborne vibration or groundborne noise levels?
IMPACT NOI-3 CONSTRUCTION OF INDIVIDUAL PROJECTS FACILITATED BY THE 2040 GENERAL PLAN WOULD TEMPORARILY GENERATE GROUNDBORNE VIBRATION AND NOISE, POTENTIALLY AFFECTING NEARBY LAND USES.

OPERATION OF DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD NOT RESULT IN SUBSTANTIAL GROUNDBORNE VIBRATION AND NOISE. THIS IMPACT WOULD BE LESS THAN SIGNIFICANT WITH MITIGATION.

Construction
Construction of individual projects facilitated by the proposed 2040 General Plan could intermittently generate groundborne vibration to nearby properties. Table 3.10-8 lists groundborne vibration levels from various types of construction equipment at various distances.

Table 3.10-8 Vibration Source Levels for Construction Equipment Approximate Vibration Level (in/sec PPV)
Equipment
25 feet
from Source
50 feet
from Source
100 feet
from Source
200 feet
from Source
Caisson Drilling 0.089 0.031 0.011 0.004
Jackhammer 0.035 0.012 0.004 0.002
Large Bulldozer 0.089 0.031 0.011 0.004
Loaded Truck 0.076 0.027 0.010 0.003
Pile Driver (impact) Upper range 1.519 0.537 0.190 0.067 Typical 0.644 0.228 0.081 0.028
Pile Driver (sonic) Upper range 0.734 0.260 0.092 0.032 Typical 0.170 0.060 0.021 0.008
Small Bulldozer 0.003 0.001 <0.001 <0.001
Vibratory Roller 0.21 0.074 0.026 0.009
Source: Federal Transit Administration (FTA). 2018. Transit Noise and Vibration Impact Assessment. November. Available at:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit-noise-and-vibration-impact-assessmentmanual-fta-report-no-0123_0.pdf (accessed October 2022).

As shown in Table 3.10-8, buildings and structures could experience the strongest vibration during the use of pile-drivers and vibratory rollers. Vibration levels from pile-drivers could approach 1.519 in/sec PPV at a distance of 25 feet from the source and 0.190 in/sec at 100 feet, and vibration levels from vibratory rollers could approach 0.21 in/sec PPV at a distance of 25 feet and 0.026 at 100 feet.

The threshold for historic structures is 0.12 in/sec PPV; the threshold is higher for residential buildings at 0.2 in/sec PPV.

Vibration levels from typical equipment such as bulldozers and jackhammers would not exceed FTA thresholds for historic structures and residential buildings at a distance of 25 feet or greater.

However, vibration levels from pile driving equipment and vibratory rollers may exceed FTA thresholds. Implementation of Policy HS-7.4 contained in the 2040 General Plan would reduce construction vibration in residential areas.

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Policy HS-7.4 Residential Site Design Noise Consideration. Protect residential areas from noise and vibration by requiring appropriate site and building design, sound walls, and landscaping and by the use of noise attenuating construction techniques and materials.

Implementation of Policy HS-7.4 would ensure that residential areas are protected from noise and vibration. However, since at this stage of planning, project-level details are not available for individual development projects that would be carried out under the 2040 General Plan, it is not possible to determine which projects may use pile driving or vibratory rollers and their exact vibration levels, locations, or time periods for construction of such projects. Therefore, construction vibration levels may exceed FTA vibration levels for preventing architectural building damage, and impacts would be potentially significant. However, implementation of Mitigation Measure NOI-2 would reduce 2040 General Plan construction groundborne vibration and noise impacts in Pleasant Hill to a level of less than significant.

Operation
Residential, commercial, industrial, and retail land uses facilitated by the 2040 General Plan would not involve substantial vibration sources associated with operation such as railroad and subway.

Therefore, 2040 General Plan operational groundborne vibration and noise impacts would be less than significant.

Mitigation Measures
MITIGATION MEASURE NOI-2 ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY TO UPDATE

THE ZONING ORDINANCE TO IMPLEMENT CONSTRUCTION VIBRATION

CONTROL MEASURES
To reduce potential construction vibration impacts, the City shall adopt the following 2040 General Plan Hazards and Safety Element policy to update the Zoning Ordinance to include the following:
 New Policy: Prior to issuance of a building permit for a project requiring pile driving during construction within 135 feet of fragile structures such as historical resources, 100 feet of nonengineered timber and masonry buildings (e.g., most residential buildings), or within 75 feet of engineered concrete and masonry (no plaster); a vibratory roller within 40 feet of fragile historical resources or 25 feet of any other structure; or a dozer or other large earthmoving equipment within 20 feet for a fragile historical structure or 15 feet of any other structure, the project applicant shall prepare a groundborne noise and vibration analysis to assess and mitigate potential noise and vibration impacts related to these construction activities. This noise and vibration analysis shall be conducted by a qualified and experienced acoustical consultant or engineer. The vibration levels shall not exceed FTA architectural damage thresholds (e.g.,

0.12 in/sec PPV for fragile or historical resources, 0.2 in/sec PPV for non-engineered timber and masonry buildings, and 0.3 in/sec PPV for engineered concrete and masonry). If vibration levels would exceed this threshold, alternative uses such as drilling piles as opposed to pile driving, static rollers as opposed to vibratory rollers, and lower horsepower earthmoving equipment shall be used. If necessary, construction vibration monitoring shall be conducted to ensure FTA vibration thresholds are not exceeded.

Level of Significance
Less than significant

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3.10.5 Cumulative Impacts
The geographic scope of the cumulative noise analysis is the City of Pleasant Hill and adjacent city and airport areas. The cumulative analysis considers the nearby past, present, and reasonably foreseeable future plans and projects listed in Table 3-1 (see Chapter 3.0, Environmental Impact Analysis) located in Pleasant Hill, Concord, Lafayette, Martinez, Clayton, Danville, Orinda, Pittsburg, Moraga, unincorporated Contra Costa County, and at the Buchanan Field Airport in addition to the proposed plan.

Construction Noise
Construction noise generated by the 2040 General Plan, in combination with construction activities for other cumulative projects that may be constructed simultaneously could, without mitigation, substantially increase noise levels in the vicinity of future projects. Mitigation measures have been identified to help reduce noise from construction equipment from 2040 General Plan projects.

Therefore, unless construction of cumulative projects, including those proposed under development facilitated by the 2040 General Plan, occur in close proximity to each other and simultaneously, noise from individual construction projects have a small chance of combining to create significant cumulative impacts. Although this scenario is unlikely, and mitigation measures would be implemented to the extent feasible, the potential remains for a cumulatively considerable increase in construction noise from 2040 General Plan projects. Therefore, the cumulative impact related to construction noise would be significant and unavoidable.

Operational Stationary Noise
Development facilitated by the 2040 General Plan would introduce new stationary noise sources to the ambient noise environment in the vicinity of the plan area, including new mechanical ventilation equipment. These sources may combine with other nearby cumulative projects to result in higher noise levels. However, operational noise from these sources is localized and rapidly attenuates within an urbanized setting due to the effects of intervening structures and topography that block the line of sight and due to other noise sources closer to receptors that obscure project-related noise. Implementation of city municipal code noise standards would ensure that noise from new stationary sources as part of the cumulative projects would be within acceptable levels. Therefore, the cumulative impact related to operational stationary noise would be less than significant.

Operational Mobile Noise
As discussed in Impact NOI-2, roadway vehicle noise increases from development facilitated by the 2040 General Plan would contribute to noise level increases that exceed impact criteria and would be cumulatively considerable. Therefore, in combination with mobile noise for other cumulative projects, the cumulative impact related to operational mobile (roadway vehicle) noise would be significant and unavoidable.

Groundborne Vibration and Noise
Although there could be other cumulative projects simultaneously under construction near a development project facilitated by the 2040 General Plan, the potential for construction groundborne vibration and noise impacts is within relatively close distances (e.g., within approximately 25 feet for a vibratory roller). Since no two construction cumulative projects would

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both be within 25 feet of a given sensitive structure, cumulative groundborne vibration and noise impacts would be less than significant.

Overall Level of Cumulative Significance
Significant and unavoidable

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3.11 Public Services and Recreation

3.11.1 Introduction
This section describes the existing conditions related to public services (fire, police, schools, library) and recreation (parks and open space) serving Pleasant Hill, as well as the relevant regulatory framework. This section also evaluates potential impacts to public services and recreation that could result from implementation of the 2040 General Plan. Information in this section is based on information obtained from the Pleasant Hill 2003 General Plan, Pleasant Hill Municipal Code, as well as from the Contra Costa County Fire Protection District, Pleasant Hill Police Department, Mt. Diablo Unified School District, Contra Costa County Library, and Pleasant Hill Recreation and Park District.

3.11.2 Environmental Setting
Fire Protection
Contra Costa County Fire Protection District Service Area The Contra Costa County Fire Protection District (CCCFPD) provides fire protection services to all of Contra Costa County in its approximately 304 square-mile service area. CCCFPD operates 25 fire stations with 27 fire companies and approximately 288 firefighters, and provides a variety of services including fire suppression, fire prevention, emergency medical, rescue, ambulance transport, and public education programs.According to the 2018 CCCFPD annual report, CCCFPD maintains a fleet of approximately 40 Type 1 fire engines, 10 aerial ladder trucks, 22 Type 3 wildland firefighting engines, 53 ambulances, two heavy rescue vehicles, and several additional vehicles. The average response time to calls within the central region of the County, where the City of Pleasant Hill is located, is approximately 5 minutes and 35 seconds. 1, 2 Pleasant Hill (General Plan Area)
Pleasant Hill (i.e., the General Plan Area) is served by CCCFPD Fire Station No. 2, located at 2012 Geary Road in Pleasant Hill, and CCCFPD Fire Station No. 5, located at 205 Boyd Road in Pleasant Hill.3 Figure 3.11-1 shows these existing fire stations within Pleasant Hill.

Police Protection
City of Pleasant Hill Police Department Service Area (General Plan Area) The City of Pleasant Hill Police Department (PHPD) provides police protection services to Pleasant Hill (i.e., the General Plan Area). PHPD operates one station, located at 330 Civic Drive in Pleasant Hill. PHPD has approximately 57 full-time employees, and as of 2019 PHPD maintained 1.3 full-time equivalent sworn personnel per 1,000 residents, or approximately 46 sworn personnel.4 Figure 3.11-1 shows this existing police station within Pleasant Hill. 1 Pleasant Hill, City of. 2019. Pleasant Hill 2040 General Plan Existing Conditions and Trends Workbook. https://pleasanthill2040.com/documents.html (accessed September 2022). 2 CCCFPD. 2018. 2018 Annual Report. https://cccfpd.org/2018-annual-report/# (accessed September 2022). 3 CCCFPD. 2022. Station Addresses. https://cccfpd.org/station-address/ (accessed September 2022). 4 Pleasant Hill, City of. 2019. Pleasant Hill 2040 General Plan Existing Conditions and Trends Workbook. https://pleasanthill2040.com/documents.html (accessed September 2022).

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3.11-2
Figure 3.11-1 Existing Pleasant Hill Fire and Police Station Locations

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Public Schools
Mount Diablo Unified School District Service Area
Mount Diablo Unified School District (MDUSD) provides public education services to the City of Pleasant Hill. MDUSD operates 31 elementary schools, nine middle schools, five high schools, and two adult education centers, which serve students across the Cities of Pleasant Hill, Clayton, and Concord; portions of the Cities of Martinez, Pittsburg, and Walnut Creek, and several unincorporated Contra Costa County communities.5

Pleasant Hill (General Plan Area)
Pleasant Hill (i.e., the General Plan area) is served by seven elementary schools, two middle schools, and two high schools, with all but two of these elementary schools located within Pleasant Hill (see Figure 3.11-3).6 These schools and their existing enrollment are shown below in Table 3.11-1.

Table 3.11-1 Public Schools Attendance Boundaries within General Plan Area School Name Grades 2021-2022 Enrollment
Mount Diablo Unified School District
Cambridge Elementary K – 5 499
Fair Oaks Elementary K – 5 306
Gregory Gardens Elementary K – 5 352
Hidden Valley Elementary K – 5 767
Pleasant Hill Elementary K – 5 570
Strandwood Elementary K – 5 551
Valhalla Elementary K – 5 579
Pleasant Hill Middle 6 – 8 706
Valley View Middle 6 – 8 732
College Park High 9 – 12 1,973
Ygnacio Valley High 9 – 12 1,230
Source: California Department of Education (DOE). 2022. 2021 – 2022. Enrollment by Grade. https://dq.cde.ca.gov/dataquest/dqcensus/EnrGrdLevels.aspx?cds=0761754&agglevel=district&year=2021-22 (accessed September 2022).

The MDUSD current enrollment is approximately 29,800 students.7 Enrollment has been declining in recent years, decreasing by 0.6 percent to 1.5 percent each year between 2015 and 2020. Between 2020 and 2021, enrollment at MDUSD schools decreased by 1,129 students.8

5 Pleasant Hill, City of. 2019. Pleasant Hill 2040 General Plan Existing Conditions and Trends Workbook. https://pleasanthill2040.com/documents.html (accessed September 2022). 6 Mt. Diablo Unified School District (MDUSD). 2022. SchoolSite Locator. https://portal.schoolsitelocator.com/apps/ssl/?districtcode=10020 (accessed September 2022). 7 California Department of Education. 2022. 2021 – 2022. Enrollment by Grade. https://dq.cde.ca.gov/dataquest/dqcensus/EnrGrdLevels.aspx?cds=0761754&agglevel=district&year=2021-22 (accessed September 2022).
8 California Department of Education. 2021. Enrollment Multi-Year Summary by Grade. https://dq.cde.ca.gov/dataquest/dqcensus/EnrGrdYears.aspx?cds=0761754&agglevel=district&year=2021-22 (accessed November 2022).

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Figure 3.11-2 Existing School Locations Serving Pleasant Hill

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Table 3.11-2 outlines the student generation rates utilized by MDUSD to calculate student enrollment associated with general housing development.

Table 3.11-2 MDUSD Student Generation Rates
Generation Rate per Housing Unit
Grade Single-Family units Multi-Family units
K – 6 0.172 0.253
7 – 8 0.046 0.064
9 – 12 0.077 0.117
Total 0.295 0.434
Source: Mt. Diablo Unified School District Ten Year Student Population Projections by Residence. https://mdusdca.schoolloop.com/file/1516177890045/1575703006235/5723210495881803816.pdf (accessed November 2022).

Libraries
Contra Costa County Library System Service Area
The Contra Costa County Library system operates 28 library facilities across Contra Costa County which serve the Cities of Antioch, Brentwood, Clayton, Concord, El Cerrito, Hercules, Lafayette, Martinez, Oakley, Orinda, Pinole, Pleasant Hill, San Pablo, San Ramon, and Walnut Creek; the Towns of Danville and Moraga; and the unincorporated communities of Bay Point, Crockett, El Sobrante, Kensington, Rodeo.9
Pleasant Hill (General Plan Area)
The Pleasant Hill Library, located at 2 Monticello Avenue in Pleasant Hill, is operated by the Contra Costa County Library system and provides thousands of materials in multiple languages, and offers several programs to library patrons. Programs include weekly English language conversation meetings, weekly story readings for children of varying ages, and after-school art programs.

Parks and Recreational Facilities
City of Pleasant Hill Recreation and Park District Service Area (General Plan Area) There are approximately 147 acres of developed parkland in Pleasant Hill. The City provides four types of parkland, in addition to non-joint use school recreation facilities for public recreation. Parks are classified by the Pleasant Hill Recreation and Park District (PHRPD) as follows:
 Developed parks, which consist of City parks throughout Pleasant Hill  Open space, which consists of the Las Juntas Open Space  Undeveloped open space, which consists of several undeveloped acres throughout the city  Joint-use school facilities, which consist of school recreation facilities 9 Contra Costa County Library. 2022. Contra Costa County Library Locations. https://ccclib.bibliocommons.com/locations/list (accessed December 2022).

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PHRPD currently maintains 13 parks, one area of open space, and seven areas of undeveloped open space. PHRPD also lists the recreation facilities located at several schools within Pleasant Hill as publicly available parks and recreational facilities.10 Currently, there are approximately 4.3 acres of parkland per 1,000 residents in Pleasant Hill (147 acres of parkland divided by 34 thousand residents),11 which exceeds the City goal to provide three acres of developed parkland per 1,000 residents. Additional parkland is available to Pleasant Hill residents west of the General Plan area, including Briones Regional Park. Table 3.11-3 summarizes the types and areas of parkland, and Figure 3.11-3 shows the locations of parkland throughout the General Plan area.

Table 3.11-3 Existing Pleasant Hill Parks, Open Space, and Recreational Facilities Inventory
Park or Recreational Facility Acreage1
Parks 127
Sherman Acres Park 0.16
Pinewood Park 0.5
Frank Salfingere Park 1.5
Rodgers Ranch Heritage Center 1.8
Shannon Hills Park 2.1
Chilpancingo Park 2.5
Shadowood Park 2.5
Rodgers-Smith Park 4.5
Brookwood Park 6.3
Pleasant Oaks Park 11.5
Dinosaur Hill Park 13.6
Pleasant Hill Park 16.5
Paso Nogal Park 63
Open Space 7
Las Juntas Open Space 7
Undeveloped Acres 116
Ridgeview Open Space 57
Diablo Valley Estates Open Space 4
Valley High II Open Space 19.1
Valley High IV Open Space 11
Valley V Open Space 4.6
Woodside Hills I Open Space 7.2
Woodside Hills III Open Space 13.3
10 Pleasant Hill Recreation and Park District. 2020. Parks, Facilities, and Recreation Master Plan. https://pleasanthillrec.com/DocumentCenter/View/5770/Pleasant-Hill-MasterPlan-_FINAL_5-19-2020 (accessed September 2022). 11 California Department of Finance. 2022. E-5 Population and Housing Estimates for Cities, Counties, and the State. https://dof.ca.gov/forecasting/demographics/estimates/ (accessed September 2022).

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Park or Recreational Facility Acreage1
Schools/Other 13
College Park High School 3.4
Valley View Middle School Softball Field 4.8
Pleasant Hill Middle School N/A
Winslow Center 3.1
School House Site 1.9
Total Developed Parkland 147
Total Parkland 262.86
Recreational Facilities
Winslow Center >1
Rodgers Ranch Heritage Center >1
Pleasant Hill Community Center >1
Senior Center >1
Teen Center >1
Aquatic Park >1
1 Acreage is rounded to the nearest tenth acre. Numbers may not sum precisely due to rounding.

Source: Pleasant Hill Recreation and Park District. 2022. Recreation and Park District Parks, Facilities, and Recreation Master Plan. https://pleasanthillrec.com/DocumentCenter/View/5770/Pleasant-Hill-MasterPlan-_FINAL_5-19-2020 (accessed September 2022).

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Figure 3.11-3 Existing Pleasant Hill Parks and Recreational Facility Locations

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3.11.3 Regulatory Framework
Federal Regulations
National Fire Protection Association Codes and Standards The National Fire Protection Association (NFPA) publishes 300 codes and standards intended to minimize the possibility and effects of fire and other risks. Among these codes and standards are specific policies designed for fire protection. These standards range from fire protection and life safety systems, standards for portable fire extinguishers to recreational vehicle standards.

State Regulations
California Health and Safety Code (Sections 13000 et seq.) California Health and Safety Code Sections 13100–13135 establish State fire regulations, including regulations for building standards (also set forth in the California Building Code), fire protection and notification systems, fire protection devices such as extinguishers and smoke alarms, high-rise building and childcare facility standards, and fire suppression training.

California Code of Regulations, Title 24 (California Building Standards Code) The 2022 California Building Standards Code (CBC), contained in California Code of Regulations, Title 24, became effective January 1, 2020 and was adopted by the City of Pleasant Hill December 5, 2022 (Ordinance 958). Section 701A.3.2 of the CBC requires that new buildings located in any Fire Hazard Severity Zone in State Responsibility Areas, any Local Agency Very-High Fire Hazard Severity Zone, or any Wildland-Urban Interface Fire Area designated by the enforcing agency for which an application for a building permit is submitted, comply with all sections of the Chapter.

California Code of Regulations, Title 24, Part 9 (California Fire Code) The 2022 California Fire Code, contained in Part 9 of California Code of Regulations, Title 24, incorporates by adoption the 2018 International Fire Code of the International Code Council, with California amendments, and became effective January 1, 2020. The City of Pleasant Hill adopted the 2022 California Building Code December 5, 2022 (Ordinance 959). The California Fire Code regulates building standards set forth in the CBC, fire department access, fire protection systems and devices, fire and explosion hazards safety, hazardous materials storage and use, and standards for building inspection. The California Fire Code also addresses dangerous conditions arising from the storage, handling, and use of hazardous materials and devices; conditions hazardous to life or property in the use or occupancy of buildings or premises; and provisions to assist emergency response personnel.

The California Fire Code is updated and published every 3 years by the California Building Standards Commission.

California Constitution Article XIII, Section 35
Section 35 of Article XIII of the California Constitution was adopted by the voters in 1993 under Proposition 172. Proposition 172 directed the proceeds of a 0.50-percent sales tax to be expended exclusively for local public safety services. California Government Code Sections 30051-30056 provide rules to implement Proposition 172. Public safety services include police protection. Section 30056 provides that cities are not allowed to spend less of their own financial resources on their combined public safety services in any given year compared to the 1992-93 fiscal year. Therefore, an

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agency is required to use Proposition 172 to supplement its local funds used on police protection, as well as other public safety services. Section 35 at subdivision (a)(2) provides: “The protection of public safety is the first responsibility of local government and local officials have an obligation to give priority to the provision of adequate public safety services.” In City of Hayward v. Board of Trustees of California State University (2015) 242 Cal. App. 4th 833, the court found that Section 35 of Article XIII of the California Constitution requires local agencies to provide public safety services, including police protection, and that it is reasonable to conclude that the city will comply with that provision to ensure that public safety services are provided.

California Senate Bill 50
California Senate Bill 50 (SB 50) (funded by Proposition 1A, approved in 1998) limits the power of cities and counties to require mitigation of school facilities impacts as a condition of approving new development, and provides instead for a standardized developer fee. SB 50 generally provides for a 50/50 State and local school facilities funding match. SB 50 also provides for three levels of statutory impact fees. The application level depends on whether State funding is available, whether the school district is eligible for State funding, and whether the school district meets certain additional criteria involving bonding capacity, year-round school, and the percentage of moveable classrooms in use.

California Government Code Section 65995(b) (Title 7, Chapter 4.9) and Education Code Section 17620
California Government Code Section 65995 authorizes school districts to collect impact fees from developers of new residential and commercial/industrial building space. Section 65995 was established under the School Facilities Act of 1986 and refined and amended by the SB 50 to provide further guidance and restrictions on fee limits and fee types. The maximum fees authorized under SB 50 apply to zone changes, general plan amendments, zoning permits, and subdivisions.

No fees are charged for new or expanded facilities that are under 500 square feet. The payment of school impact fees by developers are deemed to provide full and complete mitigation of school facilities impacts, notwithstanding any contrary provisions in CEQA or other State or local laws.

MDUSD determines fees annually in accordance with California Government Code Section 65995.

Current MDUSD development impact fees are shown below in Table 3.11-4.

Table 3.11-4 Mt. Diablo Unified School District Development Impact Fees Development Type Development Impact Fee (per square foot) Residential $4.08
Commercial and Industrial $0.66
Hotel/Motel $0.524
Self-Storage $0.03
Source: Mt. Diablo Unified School District (MDUSD). 2021. Mt. Diablo Unified School District Annual Report Accounting for Developer Fees in the Capital Facilities Fund (Fund 25 For Fiscal Year 2020-21. https://mdusdca.schoolloop.com/file/1516177890045/1575703006235/232043188211450375.pdf?filename=20- 21%2BAnnual%2BReport%2BAccounting%2Bfor%2BDeveloper%2BFees%2Bin%2Bthe%2BCapital%2BFacilities%2BFund%2B%2528Fun d%2B25%2529.pdf (accessed September 2022).

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Local Regulations
Pleasant Hill Municipal Code Section 14.05.080 (Fire Code) Pleasant Hill Municipal Code (PHMC) Section 14.05.080 adopts the 2022 California Fire Code and incorporates local amendments proposed by the City and CCCFPD. Local amendments include but are not limited to access requirements for fire apparatus, construction and renovation requirements, and operational permit requirements.

Pleasant Hill Municipal Code Articles 27 and 28
The City imposes development impact fees through PHMC Articles XXVII and XXVIII to fully or partially offset the costs of public capital facilities and infrastructure that is needed to serve new demand created by development projects that derive from projects. All new development in the City of Pleasant Hill is required to pay applicable development impact fees. The fees are imposed based on specified development categories.

Impact fees are different from, and apply in addition to, utility connection and planning application and building permit application fees, which are used to cover the cost of the City’s processing for permits and direct utility costs. The City may also impose other fees or exactions imposed pursuant to the Subdivision Map Act, or other measures required to mitigate site-specific impacts of a development project, including, but not limited to, mitigations pursuant to CEQA; regulatory and processing fees; fees required pursuant to a development agreement; funds collected pursuant to a reimbursement agreement that exceed the applicant’s share of public improvement costs; or assessment district proceedings, benefit assessments, or taxes.

City of Pleasant Hill General Plan
The current Pleasant Hill General Plan contains policies related to public services and recreation, but they would be replaced by the proposed 2040 General Plan.

3.11.4 Impacts and Mitigation Measures
Significance Criteria
The City of Pleasant Hill utilizes the following 2022 CEQA Guidelines Appendix G significance criteria questions related to Public Services and Recreation.

Would the 2040 General Plan:
a) Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services:

1. Fire protection?

2. Police protection?

3. Schools?

4. Parks?

5. Other public facilities?

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b) Increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? c) Include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? Approach to Analysis
Fire and Police Services
Impacts on fire and police services were determined by evaluating the proposed plan’s effect on existing fire and police station response times. Projected population associated with buildout of the proposed 2040 General Plan was also reviewed. In addition, fire and police (emergency) access to the plan areas was evaluated. Furthermore, impacts related to fire and police service were also based on information received in response to request letters sent to the respective service providers for input related to possible impacts.

School and Library Services
Impacts on schools were determined by evaluating the proposed plan’s effect on existing school enrollment. Projected population and school enrollment data provided by the California Department of Education and MDUSD were also reviewed. Furthermore, impacts related to schools and other public facilities (i.e., libraries) were also based on information received in response to request letters sent to the respective service providers for input related to possible impacts.

EIR Scoping Comments Consideration
This section also addresses comments received in response to publication of the Notice of Preparation for this EIR, regarding the provision of parks and open space. Impacts to parks and open space are discussed under Impact PS-4.

Specific Significance Thresholds
For purposes of this analysis, the following thresholds are used to evaluate the significance of public service and recreation impacts resulting from implementation of the proposed plan:
 Result in additional population or activities requiring fire protection, police protection, school, or library services in a manner that necessitates the need for new or altered facilities, the construction of which would result in significant construction-related traffic air quality, greenhouse gas (GHG) emissions, or noise impacts. If new or altered facilities are proposed or determined to be needed, then determination of significance of construction-related transportation, air quality, GHG emissions, hazards, and noise impacts is based on the respective specific thresholds of significance listed in Section 3.12, Transportation; Section 3.2, Air Quality; Section 3.6, Greenhouse Gas Emissions and Energy; Section 3.7, Hazards, Hazardous Materials, and Wildfire; and Section 3.10, Noise.
 Result in additional population using recreational facilities and causing physical deterioration of such facilities.
 Result in additional population creating need for new or physically altered parks, the construction of which could cause significant environmental impacts, in order to maintain acceptable recreational facilities per capita ratio (specifically 3 acres of park per 1,000 persons).

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Impact Evaluation
New or Altered Fire Protection Facilities
Significance Criterion a1: Would the proposed plan result in substantial adverse physical impacts associated with the provision of new or physically altered fire protection facilities, or the need for new or physically altered fire protection facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives?
Impact PS-1 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD INCREASE THE POPULATION OF PLEASANT HILL, GENERATING ADDITIONAL NEED FOR FIRE PROTECTION SERVICES. HOWEVER, COMPLIANCE WITH THE 2040 GENERAL PLAN WOULD RESULT IN IMPACTS RELATED TO THE NEED FOR NEW OR ALTERED FIRE FACILITIES THAT ARE LESS THAN SIGNIFICANT.

Construction
The 2040 General Plan would allow a net increase of approximately 19,216 residential units and facilitate the addition of 45,740 net new residents in Pleasant Hill. As a result, CCCFPD could need to incrementally increase their fire protection services to the City of Pleasant Hill through the year 2040, which could in turn require the construction of new facilities to accommodate subsequent personnel, equipment, and vehicles. In addition, the proposed plan would allow for a net increase of 1,401,063 gross square feet of semi-public and institutional land uses that could include fire protection facilities. The specific placement and potential impacts of new fire protection facilities are unknown at this time; if construction or expansion of future facilities are needed or proposed, then separate environmental review would be required that could determine and require future project-specific construction-related mitigation measures. The 2040 General Plan would facilitate development within areas of Pleasant Hill that are currently developed. As such, construction of new fire protection facilities, if required, would likely occur on property previously disturbed or developed and, thus, within the programmatic analysis for buildout under the 2040 General Plan as analyzed throughout this EIR. Additionally, construction would be required to comply with all applicable federal, State, and local regulations governing the provision of fire protection services, including adequate fire access, fire flows, and number of hydrants. This includes the 2022 California Fire Code or its latest iteration, which contains project-specific requirements such as construction standards in new structures and remodels, road widths and configurations designed to accommodate the passage of fire trucks and engines, and requirements for sprinkler systems and minimum fire flow rates for water mains. This would reduce the potential for adverse construction impacts associated with construction of new or expanded fire facilities associated with implementation of the 2040 General Plan. Therefore, construction impacts related to potential need for new or expanded fire protection facilities would be less than significant.

Operation
As future buildout occurs under the 2040 General Plan, the CCCFPD will evaluate operations and deployment of services to efficiently use resources. Additionally, new development under buildout of the 2040 General Plan would be required to comply with all applicable Federal, State, and local regulations governing the provision of fire protection services, including adequate fire access, fire flows, and number of hydrants. This includes the 2022 California Fire Code or its latest iteration,

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which contains project-specific requirements such as construction standards in new structures and remodels, road widths and configurations designed to accommodate the passage of fire trucks and engines, and requirements for sprinkler systems and minimum fire flow rates for water mains.

Further, the 2040 General Plan would allow approximately 19,216 residential units and facilitate the addition of 45,740 net new residents in the 2040 General Plan area, which would increase the demand for fire protection services.As a result, CCCFPD would need to incrementally increase their fire services to the City of Pleasant Hill through the year 2040.

In addition, the 2040 General Plan Public Facilities, Services, and Infrastructure Element contains a number of goals and associated policies, listed below, for providing adequate fire protection services in Pleasant Hill.

Goal PFS-8 Advocate for high-quality fire emergency response citywide to prevent and minimize injury, loss of life, and property damage.

Policy PFS-8.1 First Response Travel Time. Work with the CCCFPD to ensure that first response travel time is maintained and enhanced where possible.

Policy PFS-8.2 Emergency Response Facilities and Personnel. Work with the CCCFPD to continue to increase the emergency response facilities and personnel necessary to meet residential and employment growth in the city.

Policy PFS-8.3 Fire Safety Requirements for New Developments. Require new development to incorporate adequate emergency water flow, fire resistant design and materials, and evacuation routes.

Policy PFS-8.4 Emergency Vehicle Accessibility. New development shall incorporate necessary emergency vehicle access and not impede the ability of service providers to provide adequate emergency response.

Policy PFS-8.5 Secondary Emergency Access Route Requirement. Require secondary emergency access routes for all areas of the city currently lacking dual access.

Consistent with Policy PFS-8.2, as future buildout occurs under the 2040 General Plan, the City will evaluate operations and deployment of services to efficiently use resources and ensure that development does not exceed the service capacity of CCCFPD. Further, Policies PFS-8.3 and PFS-8.4 would ensure that development facilitated by the 2040 General Plan would be served by adequate water supplies and would comply with applicable fire access and building standards so that CCCFPD can continue to adequately serve the City. Because the 2040 General Plan regulates the provision of fire protection services concurrently with 2040 General Plan development and population growth, operational impacts related to provision of fire protection services would be less than significant.

In summary, there is potential for CCCFPD to increase staffing levels through the year 2040 to meet established standards under buildout of the 2040 General Plan. Because the 2040 General Plan regulates the provision of fire protection services concurrently with development and population growth, operational impacts related to provision of fire protection services would be less than significant.

Mitigation Measures
No mitigation is required.

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Level of Significance
Less than significant without mitigation
New or Altered Police Protection Facilities
Significance Criterion a2: Would the proposed plan result in substantial adverse physical impacts associated with the provision of new or physically altered police protection facilities, or the need for new or physically altered fire protection facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives?
Impact PS-2 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD INCREASE POPULATION IN PLEASANT HILL, GENERATING ADDITIONAL NEED FOR POLICE PROTECTION SERVICES.

HOWEVER, COMPLIANCE WITH 2040 GENERAL PLAN POLICIES WOULD RESULT IN IMPACTS RELATED TO THE NEED FOR NEW OR ALTERED POLICE FACILITIES THAT ARE LESS THAN SIGNIFICANT.

Construction
The 2040 General Plan would allow a net increase of approximately 19,216 residential units and facilitate the addition of 45,740 net new residents in Pleasant Hill. As a result, PHPD could need to incrementally increase their police services through the year 2040, which could in turn require the construction of new facilities to house subsequent personnel, equipment, and vehicles. In addition, the proposed plan would allow for a net increase of 1,401,063 gross square feet of semi-public and institutional land uses that could include police protection facilities. The specific placement and potential impacts of new police facilities are unknown at this time; if construction or expansion of future facilities are needed or proposed, separate environmental review would be required that could determine and require future project-specific construction-related mitigation measures. The 2040 General Plan would facilitate development within areas of Pleasant Hill that are currently developed. Therefore, construction of new police facilities, if required, would likely occur on property previously disturbed or developed, and thus, within the programmatic analysis for buildout under the 2040 General Plan as analyzed throughout this EIR. This would reduce the potential for adverse construction impacts associated with construction of new or expanded police protection facilities associated with implementation of the 2040 General Plan. Thus, construction impacts related to potential need for new or expanded police protection facilities would be considered less than significant.

Operation
As future buildout occurs under the 2040 General Plan, the City will evaluate operations and deployment of services to efficiently use resources. New development under buildout of the 2040 General Plan would be required to comply with all applicable Federal, State, and local regulations governing the provision of police protection services, including adequate emergency access and community safety measures. Further, the 2040 General Plan would allow approximately 19,216 residential units and facilitate the addition of 45,740 net new residents in Pleasant Hill. As a result, PHPD would need to incrementally increase their police services through the year 2040.

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In addition, the 2040 General Plan Public Facilities, Services, and Infrastructure Element contains goals and associated policies, listed below, for providing adequate police protection services in Pleasant Hill.

Goal PFS-6 Provide high-quality public safety and crime reduction services to maintain a safe and secure community.

Policy PFS-6.1 Police Staffing. Maintain Police Department staffing levels in line with community needs.

Policy PFS-6.2 Development Review. Include the Police Department in the review of development proposals to ensure that crime and safety issues are consistently addressed in the review of new development. Such review shall take a comprehensive approach to public safety and promote the implementation of Crime Prevention Through Environmental Design principles, as appropriate.

Because the 2040 General Plan regulates the provision of police protection services concurrently with 2040 General Plan development and population growth, operational impacts related to provision of police protection services would be less than significant.

In summary, there is potential for PHPD to increase staffing levels through the year 2040 to meet established standards under buildout of the 2040 General Plan. Because the 2040 General Plan regulates the provision of police protection services concurrently with development and population growth, operational impacts related to provision of police protection services would be less than significant.

Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation

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New or Altered School Facilities
Significance Criterion a3: Would the proposed plan result in substantial adverse physical impacts associated with the provision of new or physically altered schools, or the need for new or physically altered schools, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios or other performance objectives? Impact PS-3 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD RESULT IN AN INCREASE IN POPULATION OF SCHOOL-AGED CHILDREN IN PLEASANT HILL. THIS WOULD INCREASE DEMAND FOR SCHOOL SERVICES AND POTENTIALLY CREATE THE NEED FOR NEW SCHOOL FACILITIES. OPERATIONAL

IMPACTS OF NEW SCHOOL FACILITIES WOULD BE LESS THAN SIGNIFICANT WITH PAYMENT OF SCHOOL IMPACT FEES. HOWEVER, EVEN WITH COMPLIANCE WITH 2040 GENERAL PLAN POLICIES, IMPACTS RELATED TO THE

CONSTRUCTION OF NEW OR ALTERED SCHOOL FACILITIES WOULD BE SIGNIFICANT AND UNAVOIDABLE DUE TO THE LARGE AMOUNT OF NEW SCHOOL LAND USES FACILITATED BY THE 2040 GENERAL PLAN.

Construction
The 2040 General Plan would allow a net increase of approximately 19,216 residential units and facilitate the addition of 45,740 net new residents in Pleasant Hill. As a result, MDUSD could need to incrementally increase their school services to the City of Pleasant Hill through the year 2040, which could in turn require the construction of new facilities to accommodate subsequent students, staff, and facility space. In addition, the proposed plan would include 6,444,767 gross square feet of school uses. The specific placement and potential impacts of the new school facilities are unknown at this time; if construction or expansion of future facilities are needed, separate environmental review would be required, which could result in development and implementation of future projectspecific construction-related mitigation measures. The 2040 General Plan facilitates development within areas of Pleasant Hill that are currently developed. Therefore, construction of new school facilities, if required, would likely occur on property previously disturbed or developed and thus within the programmatic analysis for buildout under the 2040 General Plan as analyzed throughout this EIR. This would reduce the potential for adverse construction impacts associated with construction of new or expanded school facilities associated with implementation of the 2040 General Plan. However, given the large amount of net new school facilities anticipated under the proposed plan and the significant and unavoidable construction impacts associated with air quality, cultural resources, paleontological resources, and noise as discussed in Sections 3.2, Air Quality, 3.4, Cultural and Tribal Cultural Resources, 3.5, Geology, Soils, and Mineral Resources, and 3.10, Noise, respectively, it is conservatively concluded that construction impacts related to new or expanded school facilities would be significant and unavoidable.

Operation
Table 3.11-5 summarizes the potential increase in student population for MDUSD that could occur as a result of the 2040 General Plan, using the generation rates identified in Table 3.11-2.

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Table 3.11-5 2040 General Plan Student Generation
Grade
Generation Rate
per SingleFamily Unit
Number of Net
New SingleFamily UnitsGeneration Rate per
Multi-Family unit
Number of Net New
Multi-Family Units
Total Students
Generated
K – 6 0.172 7,150 0.253 12,066 4,283
7 – 8 0.046 7,150 0.064 12,066 1,101
9 – 12 0.077 7,150 0.117 12,066 1,962
Total 0.295 7,150 0.434 12,066 7,345
As shown above in Table 3.11-5, buildout of the 2040 General Plan would add approximately 7,345 students to MDUSD by 2040.

Although MDUSD has experienced a decline in enrollment in the last several years, the addition of 7,345 school students within Pleasant Hill could exceed anticipated school district capacity. Such potential additional students would increase enrollment in schools in Pleasant Hill. However, the proposed plan would facilitate development a net increase of 6,444,767 gross square feet of schools.

In addition, the 2040 General Plan Public Facilities, Services, and Infrastructure Element of the 2040 General Plan includes the following policy specific to education and the provision of school facilities in the City:

Policy PFS-9.2 High Quality Education. Support the efforts of local educational institutions and school districts to provide high-quality education and facilities.

Policy PFS-9.5 Support of School Upgrades. Support upgrading and updating public educational institutions, facilities, additions and improvements.

Policy PFS-9.6 Collection of School Impact Fees. Continue to collect Mt. Diablo Unified School District school impact fees for new residential development.

Policy PFS-9.2 would ensure that the City coordinates with MDUSD on long range planning efforts to facilitate MDUSD planning for future growth. As such, the City would work with MDUSD regarding new school land use needs by grade to ensure that new school facilities would accommodate anticipated student generation within Pleasant Hill associated with 2040 General Plan buildout.

Further, all future development facilitated by 2040 General Plan is required to pay MDUSD school impact fees which, pursuant to Section 65995(3)(h) of the California Government Code (Senate Bill 50, chaptered August 27, 1998), are “deemed to be full and complete mitigation of the impacts of any legislative or adjudicative act, or both, involving, but not limited to, the planning, use, or development of real property, or any change in governmental organization or reorganization.” Because the 2040 General Plan regulates the provision of school services concurrently with 2040 General Plan development and population growth and with payment of mandatory MDUSD school impact fees by developers for future projects in the City, operational impacts related to provision of school services would be less than significant.

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Mitigation Measures
MITIGATION MEASURE AQ-1: ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY TO REDUCE CONSTRUCTION CRITERIA POLLUTANT EMISSIONS (SEE SECTION 3.2,

AIR QUALITY, FOR FULL MITIGATION MEASURE TEXT)
MITIGATION MEASURE AQ-3: ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY TO CONDUCT

AND IMPLEMENT CONSTRUCTION HEALTH RISK ASSESSMENTS (SEE SECTION 3.2, AIR QUALITY, FOR FULL MITIGATION MEASURE TEXT) MITIGATION MEASURE CR-1: REVISE GENERAL PLAN IMPLEMENTATION PROGRAM M TO INCLUDE

PREPARATION OF HISTORICAL RESOURCES EVALUATION PRIOR TO APPROVAL FOR PROJECTS INVOLVING BUILDINGS 45 YEARS OR OLDER

AND IMPLEMENTATION OF MITIGATION PRIOR TO AND DURING
CONSTRUCTION (SEE SECTION 3.4, CULTURAL AND TRIBAL CULTURAL

RESOURCES, FOR FULL MITIGATION MEASURE TEXT)
MITIGATION MEASURE CR-2: REVISED GENERAL PLAN IMPLEMENTATION PROGRAM M TO INCLUDE

PREPARATION OF ARCHAEOLOGICAL RESOURCES ASSESSMENT PRIOR

TO PROJECT APPROVAL AND IMPLEMENTATION OF MITIGATION PRIOR TO AND DURING CONSTRUCTION (SEE SECTION 3.10, NOISE, FOR FULL

MITIGATION MEASURE TEXT)
MITIGATION MEASURE CR-3: REVISE GENERAL PLAN GOAL ENV-5 TO INCLUDE A POLICY TO STOP

WORK IN THE EVENT OF UNANTICIPATED CULTURAL RESOURCES
DISCOVERIES DURING CONSTRUCTION (SEE SECTION 3.10, NOISE, FOR

FULL MITIGATION MEASURE TEXT)
MITIGATION MEASURE CR-4: REVISE GENERAL PLAN GOAL ENV-5 TO INCLUDE A POLICY TO

SUSPEND WORK AROUND TRIBAL CULTURAL RESOURCES IDENTIFIED DURING CONSTRUCTION (SEE SECTION 3.4, CULTURAL AND TRIBAL

CULTURAL RESOURCES, FOR FULL MITIGATION MEASURE TEXT)
MITIGATION MEASURE GEO-1: ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY TO PROTECT PALEONTOLOGICAL RESOURCES (SEE SECTION 3.5, GEOLOGY, SOILS,

AND MINERAL RESOURCES, FOR FULL MITIGATION MEASURE TEXT) MITIGATION MEASURE NOI-1: ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY TO IMPLEMENT CONSTRUCTION NOISE REDUCTION MEASURES (SEE SECTION 3.10,

NOISE, FOR FULL MITIGATION MEASURE TEXT)
MITIGATION MEASURE NOI-2: ADOPT AND IMPLEMENT A NEW GENERAL PLAN POLICY TO IMPLEMENT A CONSTRUCTION VIBRATION CONTROL PLAN (SEE SECTION 3.10,

NOISE, FOR FULL MITIGATION MEASURE TEXT)
Level of Significance
Significant and unavoidable

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New or Altered Parks/Recreational Facilities
Significance Criterion a4: Would the proposed plan result in substantial adverse physical impacts associated with the provision of new or physically altered parks, or the need for new or physically altered parks, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios or other performance objectives?
Significance Criterion b: Would the proposed plan increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? Significance Criterion c: Does the proposed plan include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment?
Impact PS-4 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD RESULT IN AN INCREASE IN PLEASANT HILL POPULATION. THIS WOULD INCREASE DEMAND FOR AND USE OF PARKS AND POTENTIALLY CREATE THE NEED FOR NEW OR ALTERED PARK AND RECREATIONAL FACILITIES. HOWEVER, COMPLIANCE WITH 2040 GENERAL PLAN POLICIES WOULD RESULT IN IMPACTS RELATED TO INCREASED USE OR THE NEED FOR NEW OR ALTERED PARKS OR RECREATIONAL FACILITIES THAT ARE LESS THAN SIGNIFICANT.

Construction
The 2040 General Plan would allow a net increase of approximately 19,216 residential units and facilitate the addition of 45,740 net new residents in Pleasant Hill, but the proposed 2040 General Plan does not include designation of additional land for parks, recreational facilities, or open space within the City. Consequently, existing parks and recreational facilities in Pleasant Hill could be used more frequently and potentially deteriorate at an accelerated pace and the Pleasant Hill Recreation and Park District could need to incrementally increase their parks and recreational services through the year 2040, which could in turn require the construction of new facilities to accommodate subsequent recreational visitors and facility space. If construction or expansion of future facilities is needed or proposed, then separate environmental review would be required that could determine and require future project-specific construction-related mitigation measures. The 2040 General Plan would facilitate development within areas of Pleasant Hill that are currently developed. Therefore, construction of new parks and recreational facilities, if required, would likely occur on property previously disturbed or developed and, thus, within the programmatic analysis for buildout under the 2040 General Plan as analyzed throughout this EIR. This would reduce the potential for adverse construction impacts associated with construction of new or expanded parks and recreational facilities associated with implementation of the 2040 General Plan. Thus, construction impacts related to potential need for new or expanded parks and recreational facilities would be considered less than significant.

Operation
The Pleasant Hill Recreation and Park District currently maintains 13 parks, one area of open space, and seven areas of undeveloped open space, totaling approximately 147 acres. Currently, there are approximately 4.3 acres of parkland per 1,000 residents in Pleasant Hill (147 acres of parkland

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divided by 34 thousand residents).12 which exceeds the City’s goal to provide three acres of developed parkland per 1,000 residents. As discussed in Section 3.9, Land Use Planning, Population, and Housing, the 2040 General Plan would add approximately 19,216 net new residential units to Pleasant Hill, which would support approximately 45,740 net new residents. The current (January 2022) population of Pleasant Hill is 34,026, and the proposed plan would result in a population of approximately 79,766 by 2040; thus, the 2040 General Plan would result in a ratio of 1.8 acres of developed parkland per 1,000 residents (147 acres of parkland divided by approximately 80 thousand residents). This would be below the City’s target ratio of three acres of developed parkland per 1,000 residents. As such, implementation of the 2040 General Plan would require the development of additional parkland to maintain the City’s established parkland to population ratio.

The 2040 General Plan would not include designation of additional land for parks or recreational facilities within the City. However, as discussed previously, the 2040 General Plan would facilitate the addition of approximately 45,740 residents in Pleasant Hill. To ensure that parkland and park access increase concurrently with population growth, the Open Space, Parks, and Recreation Element of the 2040 General Plan includes the goals and policies related to parks and recreation.

Goals and policies from the 2040 General Plan related to park land, access, and recreation are as follows:

Policy LU-1.2 City Image. Continue efforts to define and enhance the City’s image by emphasizing the high quality, intergenerational park facilities and recreational opportunities in the city; dedication to education, including the presence of Diablo Valley College and its potential to provide cultural and lifelong learning opportunities; and the vital, progressive nature of the city as a diverse residential community and a supportive environment for business.

Policy LU-1.9 Connectivity Between Existing and New Development. Encourage linking new development to existing development, parks, and trails through the creation of internal circulation systems that allow travel by foot, bicycles, vehicles, and other alternative modes of travel.

Goal OSP-2 Support the Pleasant Hill Recreation and Park District’s efforts to offer highquality park, recreation (e.g., sports fields), and trail facilities for residents and visitors.

Policy OSP-2.1 Recreation Facilities Planning. Plan for appropriate sites for new recreational facilities, including playing fields, tennis courts, and other facilities.

Policy OSP-2.2 Recreational Programs for All. Advocate for and support PHRPD in their efforts to provide a wide range of recreation programs that are appropriate to a wide range of ages (e.g., youths, seniors), interests (e.g., sports, arts), and backgrounds which reflect Pleasant Hill’s cultural diversity.

Policy OSP-2.3 Expand Youth Programs. Encourage new and expanded youth recreation and extracurricular educational programs.
12 California Department of Finance. 2022. E-5 Population and Housing Estimates for Cities, Counties, and the State. https://dof.ca.gov/forecasting/demographics/estimates/ (accessed September 2022).

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Policy OSP-2.4 Accessibility for Persons with Disabilities. Advocate for and support PHRPD in their efforts to provide recreation programs accessible to those with disabilities and strive to improve accessibility of existing recreation programs.

Policy OSP-2.5 Accessibility for Persons of All Income Levels. Advocate for and support PHRPD in their efforts to make all programs available regardless of participants’ ability to pay, through scholarships, fee waivers, program cost underwriting, and other available methods.

Policy OSP-2.6 Parkland Standard. Work with the PHRPD to establish and achieve a standard of 3 acres of developed parkland per 1,000 population.

Policy OSP-2.7 Expand Recreation and Park Facilities. Work with the PHRPD in supporting implementation outlined in the2020 Parks, Facilities & Recreation Master Plan to facilitate development and expansion of recreation and park facilities.

Policy OSP-2.8 Equitable Access to all Parkland. Work with the PHRPD to identify parcels for new parks and open space preservation to ensure all residents have access to parkland within a one-mile radius of their place of residence regardless of socio-economic status.

Policies OSP-2.1 through OSP-2.5 would ensure that the City would continue to plan for parks and recreational facilities through the year 2040. Further, Policies OSP-2.6 and OSP-2.8 would facilitate the addition of parkland in Pleasant Hill in a manner that would meet the City’s standard of three acres of developed parkland per 1,000 residents. These policies would increase the amount of parkland available to City residents, which currently exceeds the City’s standard of 3 acres per 1,000 residents. The provision of parkland in accordance with this standard would ensure that substantial physical deterioration of existing parks would not occur or be accelerated. Because the 2040 General Plan and the Municipal Code regulate provision of parkland concurrently with development and population growth and because of substantial parkland available immediately outside of City Limits and with payment of mandatory parkland impact fees by developers for future projects in the City, operational impacts related to provision of, access to, and potential deterioration of parks and recreation facilities would be less than significant.

Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation

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Need for New or Altered Library Facilities
Significance Criterion a5: Would the proposed plan result in substantial adverse physical impacts associated with the provision of new or physically altered public facilities, or the need for new or physically altered public facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives?
Impact PS-5 DEVELOPMENT FACILITATED BY THE 2040 GENERAL PLAN WOULD RESULT IN AN INCREASE IN THE CITY’S POPULATION. THIS WOULD INCREASE DEMAND FOR PUBLIC FACILITIES, SPECIFICALLY LIBRARIES, AND POTENTIALLY CREATE THE NEED FOR NEW LIBRARIES. HOWEVER, COMPLIANCE WITH 2040

GENERAL PLAN POLICIES WOULD RESULT IN IMPACTS RELATED TO NEED FOR NEW OR ALTERED PUBLIC FACILITIES THAT ARE LESS THAN SIGNIFICANT.

Construction
The 2040 General Plan would allow approximately 19,216 residential units and facilitate the addition of 45,740 net new residents in Pleasant Hill. The proposed 2040 General Plan does not include designation of additional land for libraries or other public facilities within the City that would require construction and might have an adverse physical effect on the environment. However, the proposed plan would allow for a net increase of 1,401,063 gross square feet of semi-public and institutional land uses, which could include library facilities. Additionally, Contra Costa County Libraries could need to incrementally increase their library services to the City of Pleasant Hill through the year 2040, which could in turn require the construction of new facilities to accommodate subsequent library visitors and facility space. The specific placement and potential impacts of a new library facilities are unknown at this time; if construction or expansion of future facilities are needed or proposed, separate environmental review would be required that could determine and require future project-specific construction-related mitigation measures. The 2040 General Plan would facilitate development within areas of Pleasant Hill that are currently developed. Therefore, construction of new library facilities, if required, would likely occur on property previously disturbed or developed, and thus, within the programmatic analysis for buildout under the 2040 General Plan as analyzed throughout this EIR. This would reduce the potential for adverse construction impacts associated with construction of new or expanded library facilities associated with implementation of the 2040 General Plan. Thus, construction impacts related to potential need for new or expanded library facilities would be considered less than significant.

Operation
The 2040 General Plan would facilitate the addition of approximately 45,740 residents in Pleasant Hill. An increase in population would increase demand for public facilities.

In addition to 2040 General Plan goals and policies already listed in this section, goals and policies from the Land Use Element of the 2040 General Plan support enhancement of Pleasant Hill’s existing public facilities and encourage adaptations in the future to meet the City’s needs. Relevant goals and policies are listed below.

Policy LU-3.4 Clustering Development. Encourage new residential development to be clustered to support increased densities, open space, and efficiencies of public facilities and services.

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Policy LU-5.2 Costs of Growth. Require that new development pays its fair share of costs associated with the overall growth in the region.

Policy LU-5.3 Compliance with Performance Standards. Require that all new development comply with the City's performance standards for fire, police, parks, water, flood control, sanitary sewer, and transportation facilities.

Policy LU-5.5 Development Contribution Requirement. Require all new development to contribute to or participate in the improvement of park, school, police, sanitary, water, and flood control services in proportion to the demand generated by the development's occupants and users.

Policy LU-5.6 Fiscal and Economic Impact. Consider fiscal impact analyses for major development proposals to identify any burden or unintended negative economic impacts on the City, the school district, or other public agencies and to ensure the burdens are sufficiently mitigated.

Goal PFS-10 Ensure access to library facilities and services to meet the education and informational needs of the community.

Policy PFS-10.1 City Library Facility. Ensure that the City Library facility continues to provide high-quality services and education forums for residents and seeks to serve all members of the community.

Policy LU-3.4 and Policies LU-5.2 through LU-5.6 would ensure that adequate public facilities, including fire, police, public school, recreation, and library facilities, are planned to support current and future residents of Pleasant Hill. Policy LU-3.4 would support the efficiency of public services and the provision of parks and open space, and Policy LU-5.3 would ensure that existing performance standards for fire, police, parks, and other facilities are maintained as future development occurs. Policies LU-5.2, LU-5.5, and LU-5.6 would ensure that development facilitated by the 2040 General Plan would pay its fair share of costs and impacts to parks, schools, police, and other public services. Finally, Goal PFS-10 and Policy PFS-10.1 would ensure the provision of library services to residents of Pleasant Hill. With implementation of the goals and policies included in the 2040 General Plan, impacts related to public facilities, including libraries, associated with development facilitated by the 2040 General Plan would be less than significant.

Mitigation Measures
No mitigation is required.

Level of Significance
Less than significant without mitigation

3.11.5 Cumulative Impacts
The geographic scope of the cumulative public services analysis is the service areas of the Contra Costa County Fire Protection District (CCCFPD), the Pleasant Hill Police Department (PHPD), Mt.

Diablo Unified School District (MDUSD), and the Contra Costa County Library system. In addition, the geographic scope of the cumulative recreation analysis consists of the local community and regional parks within the boundary of the City of Pleasant Hill and include parks and recreational facilities managed by Contra Costa County. Because of differences in the nature of the public service

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topical areas, they are discussed separately. The cumulative analysis considers the nearby past, present, and reasonably foreseeable future plans and projects listed in Table 3-1 (refer to Chapter 3, Environmental Impact Analysis) located in Pleasant Hill, Martinez, Lafayette, Clayton, Danville, Pittsburg, and Contra Costa County, in addition to the proposed plan.

Fire Protection Facilities
The CCCFPD service area consists of the jurisdictional limits of Contra Costa County, which encompasses approximately 304 square miles. Cumulative development in Pleasant Hill would result in predominantly residential and commercial development. These types of development would increase the permanent resident and daytime population of the City. The increase in population would result in an increased demand for fire protection facilities. However, the need for fire protection services is gradual as development occurs. To help offset the increased demand, the cumulative plans and projects would be required to pay all applicable review and development impact fees to the CCCFPD. Cumulative developments would be in compliance with the California Fire Code, Part 9 of the CBC and would follow standards for fire safety such as fire flow requirements for buildings, fire hydrant location and distribution criteria, automated sprinkler systems, and fire-resistant building materials. For these reasons, the cumulative projects would not result in the need to construct new or expand existing fire protection or emergency medical services facilities beyond those anticipated for expected population growth. Therefore, the cumulative impact related to fire protection facilities would be less than significant.

Police Protection Facilities
The PHPD service area is within the city limits of Pleasant Hill. Cumulative development in Pleasant Hill would result in predominantly residential and commercial development. These types of development would increase the permanent resident and daytime population. The increase in population and development would result in an increased demand for police protection facilities.

Cumulative plans and projects within the service area of the PHPD would be reviewed for impacts on police protection services, would be required to address any potential impacts with mitigation, and would need to provide adequate emergency access for police services with proper signage and lighting. Because demand for law enforcement services is highly dependent on a number of factors that vary substantially by project (clientele, hours of operation, crime prevention measures, etc.), it is unlikely that there would be substantial overlap in demand that would result such that new facilities are necessary. Therefore, the cumulative impact related to police protection facilities would be less than significant.

School Facilities
Pleasant Hill is served by MDUSD with a service area including Pleasant Hill, Clayton, and Concord; portions of Martinez, Pittsburg, and Walnut Creek; and surrounding unincorporated communities.

Cumulative projects would result in predominantly residential and commercial development; residential development would increase permanent population, increasing demand for school facilities. Implementation of the 2040 General Plan, in addition to the General Plans of surrounding cities including but not limited to Lafayette, Concord, Martinez, Pittsburg, and Walnut Creek, would also add residential units to their respective plan areas and would result in an increase in schoolaged residents. Although cumulative projects would be required to pay development impact fees towards school operation, construction of cumulative school facilities could result in significant and

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unavoidable impacts related to air quality, noise, cultural resources, and paleontological resources.

Therefore, the cumulative impact related to school facilities would be significant and unavoidable.

Library Facilities
The geographic scope for the cumulative analysis of other public facilities analysis is the service area of the Contra Costa County Library system, which includes the existing Pleasant Hill library.

Cumulative plans and projects, mainly the residential projects, may also result in the increase in library use. Contra Costa County Libraries could need to incrementally increase their library services to the cities of Pleasant Hill, Martinez, Lafayette, Clayton, Danville, Pittsburg, and Contra Costa County through the year 2040, which could in turn require the construction of new facilities to accommodate subsequent library visitors and facility space. The proposed plan in conjunction with other cumulative plans and projects listed in Table 3-1 would facilitate development in areas that are currently developed; therefore, construction of new Contra Costa County Libraries facilities, if required, would likely occur on property previously disturbed or developed. This would reduce the potential of adverse construction impacts associated with construction of new or expanded library facilities. Therefore, the cumulative impact related to library facilities would be less than significant.

Recreation and Park Facilities
The implementation of the proposed plan in conjunction with the cumulative plans and projects listed in Table 3-1 would result in residential and commercial developments in and near Pleasant Hill. Such cumulative development would be expected to permanently increase residents, which would increase cumulative demand for park facilities. The greater use of parks and recreational facilities in Pleasant Hill could result in physical deterioration of existing parks. However, population growth is only one factor in determining whether parks and recreational facilities would deteriorate through increased use. Other variables include park design, age, infrastructure, and park use. To further offset demand, the cumulative plans and projects would be required to demonstrate compliance with applicable design guidelines established in the proposed 2040 General Plan. In addition, cumulative development would be subject to parkland dedication requirements or in-lieu parkland fees. Pleasant Hill also continues to retain, enhance, and expand park and recreation facilities throughout the City limits, as well as continues to assess its current and future park needs.

With payment of park impact fees by cumulative development, there would be limited potential physical deterioration of existing parks and recreational facilities due to increased use. Therefore, the cumulative impact related to recreational and park facilities would be less than significant.

Overall Level of Cumulative Significance
Significant and unavoidable

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3.12 Transportation

3.12.1 Introduction
This section describes existing conditions related to roadway, transit, bicycle, and pedestrian circulation systems, as well as the relevant regulatory framework. This section also evaluates impacts of the 2040 General Plan related to the potential for conflict with existing programs, plans, ordinances, or policies addressing the circulation system; conflict with CEQA Guidelines Section 15064.3(b); increase hazards due to geometric design features; or result in inadequate emergency access. The information in this section is primarily based on the findings of the Pleasant Hill 2040 General Plan Transportation Impact Analysis (TIA), which is included as Appendix E to this EIR.

3.12.2 Environmental Setting
Roadway System
There is a natural hierarchy of streets in Pleasant Hill that provide various levels of access and mobility, with regional highways (Interstate 680 [I-680], State Route [SR] 4, SR 242, and SR 24) accommodating the highest volumes and speeds, major cross-town arterial streets connecting to freeways and operating at moderate speeds and/or volumes, and local collector roads that link neighborhoods, parks, and schools to the cross-town streets and to each other, with many of these serving adjacent development and neighborhoods.

Regional Highways
Interstate 680, State Route (SR) 4, SR 242, and SR 24 are the primary routes connecting Pleasant Hill (the plan area) to the region. Figure 3.12-1 presents the location of the following key regional highways within Pleasant Hill.

I-680 is a north-south freeway which generally runs along the eastern edge of Pleasant Hill and connects Interstate 80 in Fairfield to US 101 and Interstate 280 in Santa Clara County.

SR 4 is an east-west four-to-six-lane freeway which connects Interstate 80 in Pinole to eastern Contra Costa County and San Joaquin County.

SR 242 is a north-south freeway that traverses through the east side of Pleasant Hill connecting I680 to SR 4.

SR 24 is an east–west highway that serves the eastern San Francisco Bay Area. This freeway connects the Interstate 580/Interstate 980 interchange in Oakland to the I-680 junction in Walnut Creek. Both Taylor Boulevard and Pleasant Hill Road traversing through the City of Pleasant Hill intersect SR 24 via the City of Lafayette.

Arterials and Collectors
Arterials are major streets carrying the traffic of local and collector streets to and from freeways and other major streets. Collectors are streets for traffic moving between arterial and local streets, generally providing direct access to properties. Local streets provide direct access to properties and are often designed to discourage commute traffic.

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Figure 3.12-1 Existing Regional Highways

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KEY PLEASANT HILL (GENERAL PLAN AREA) ARTERIALS
Buskirk Avenue – A north-south arterial street with traffic signals at Monument Boulevard, along the Crossroads Shopping Center, Claire Drive, Mayhew Way, and Oak Park Boulevard-Coggins Drive.

Buskirk Avenue serves a variety commercial retail and residential land uses and is often utilized by through traffic traveling south from Monument Boulevard to the Pleasant Hill / Contra Costa Centre Bay Area Rapid Transit (BART) Station and destinations in Walnut Creek and Concord.

Chilpancingo Parkway – An east-west arterial street that connects to Concord Avenue from the east to Morello Avenue to the west in the City of Martinez. Existing traffic signal connections in Pleasant Hill include Contra Costa Boulevard and Old Quarry Road. I-680 access is provided via the interchange at Contra Costa Boulevard. Chilpancingo Parkway attracts regional traffic due to Diablo Valley College and adjacent shopping districts. Chilpancingo Parkway also serves adjacent commercial and medium-density multifamily residential development. The eastern extension of this parkway is Concord Avenue, a major access route to Downtown Concord.

Contra Costa Boulevard – A north-south arterial street traversing the city parallel to I-680 with freeway access at several locations. Contra Costa Boulevard continues as Pacheco Boulevard north of the North City Limit and connects to North Main Street in Walnut Creek to the south. The boulevard serves as the City’s primary thoroughfare traversing the length of the city and connecting various commercial and business developments, as well as Diablo Valley College (via Viking Drive and Golf Club Road). Contra Costa Boulevard is designated a Route of Regional Significance.

Geary Road – An east-west arterial street connecting the Lafayette/SR 24 area via Pleasant Hill Road to the east to Walnut Creek/I-680 along the south edge of the city. Geary Road serves regional traffic and provides a direct connection to the Pleasant Hill / Contra Costa Centre BART Station.

Geary Road serves as the City’s southern border with the City to Walnut Creek and provides direct access to various residential and commercial retail districts. Geary Road is designated a Route of Regional Significance.

Gregory Lane – An east-west arterial street connecting Pleasant Hill Road to Contra Costa Boulevard. Gregory Lane begins at its east end as an off-ramp from southbound I-680. West of Pleasant Hill Road, Gregory Lane becomes Grayson Road, a two-lane collector terminating at Reliez Valley Road. Gregory Lane serves east-west traffic through-traffic including residential, church, retail, and office land uses.

Golf Club Road – An east-west four-lane divided arterial street connecting Contra Costa Boulevard to Paso Nogal Road, narrowing to a two-lane road west to its terminus at Contra Costa Country Club. Golf Club Road provides access to residential uses, Diablo Valley College, and several retail centers.

Monument Boulevard – An east-west arterial street connecting Contra Costa Boulevard to Cowell Road and Galindo Street in downtown Concord (the City limits are located just west of Mohr Lane).

Monument Boulevard provides regional access to downtown Pleasant Hill and the Crossroads Shopping Center via a single-point urban interchange on I-680.

Oak Park Boulevard – An east-west arterial street connecting Pleasant Hill Road to Interstate 680, where it becomes Coggins Drive, a collector serving the Pleasant Hill / Contra Costa Centre BART Station area. The boulevard serves both regional traffic and local residential and commercial land uses.

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Pleasant Hill Road and Alhambra Avenue – A north-south arterial street that connects Geary Road in Walnut Creek to the south to Alhambra Avenue in Martinez to the north. Pleasant Hill Road/Alhambra Avenue serves intra-city and regional travel and provides local access to adjacent residential areas and a school. Pleasant Hill Road/Alhambra Avenue is designated a Route of Regional Significance north of the Taylor Boulevard intersection.

Taylor Boulevard – An arterial street connecting Pleasant Hill Road to Contra Costa Boulevard, continuing as Sunvalley Boulevard east to I-680, and as Willow Pass Road east of I-680 into Concord.

Taylor Boulevard carries both local and regional traffic. Due its regional connectivity, controlled intersections, and limited driveway access, Taylor Boulevard is prone to higher speeds (45 – 55 mph). Taylor Boulevard, its extension to I-680 via Sunvalley Boulevard, as well as its extension to SR 24 via Pleasant Hill Road, is designated a Route of Regional Significance.

KEY PLEASANT HILL (GENERAL PLAN AREA) COLLECTORS
Collectors provide access between arterials and local roadways. They connect adjacent neighborhoods, link neighborhoods to arterial streets, and carry through-traffic in residential, industrial, and commercial areas. Primary collectors in Pleasant Hill include:

Boyd Road – An east-west collector street linking Contra Costa Boulevard with Pleasant Hill Road and serving the magnet schools of Sequoia Elementary and Sequoia Middle schools that serve communities inside and outside the City.

Coggins Drive – An east-west collector street connecting Buskirk Avenue-Oak Road at Oak Park Boulevard to the eastern city limit, where it turns south and continues as a county roadway adjacent to the Iron Horse Regional Trail.

Cleaveland Road – A short north-south street connecting Downtown Pleasant Hill, Contra Costa Boulevard, and North Main Street.

Ellinwood Drive – A short east-west collector street connecting Contra Costa Boulevard to residential and commercial development between Contra Costa Boulevard and I-680.

Grayson Road – An east-west collector street extending west from Gregory Lane at Pleasant Hill Road to Reliez Valley Road at the entrance to Oakmont Memorial Park.

Hookston Road – A short two-lane east-west collector street connecting Buskirk Avenue south of the Crossroads Shopping Center to Bancroft Road. Hookston Road extends further east as a local roadway serving a residential area.

Morello Avenue – A north-south collector street connecting Chilpancingo Parkway to Taylor Boulevard. Morello Avenue provides access to Diablo Valley College via Viking Drive and Paso Nogal Road and extends north to Martinez from the intersection at Chilpancingo Parkway.

Norse Drive – A north-south collector street connecting Paso Nogal Road with Taylor Boulevard.

Old Quarry Road – A short north-south collector street connecting Chilpancingo Parkway and Golf Club Road, providing access to Diablo Valley College at Golf Club Road.

Paso Nogal Road – A curving collector street connecting Alhambra Avenue/Pleasant Hill Road just north of the city limits to Morello Avenue and extending from Morello Avenue at a separate intersection to Golf Club Road. Paso Nogal Road provides access to Diablo Valley College via its connection to Golf Club Road and serves direct residential access between Alhambra Avenue/Pleasant Hill Road and Morello Avenue.

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Patterson Boulevard and Putnam Boulevard – A north-south collector street connecting Boyd Road to Oak Park Boulevard. Patterson Boulevard serves direct residential access as well as through trips, and extends to the south into Walnut Creek as Putnam Boulevard.

Viking Drive – An east-west collector street connecting Morello Avenue to Contra Costa Boulevard, providing access to Diablo Valley College, College Park High School, Valley View Middle School, and providing direct residential access.

Truck Routes

GENERAL PLAN AREA
The City of Pleasant Hill is authorized to restrict commercial vehicles to operate on only a portion of the public roadway system, and to set weight limits or size restrictions. Exceptions include highways such as I-680, SR 4, SR 24, and SR 242. Generally, most trucks use arterial roadways to reach commercial areas or industrial areas within Pleasant Hill. The layout of the roadway network generally discourages freight cut-through traffic within the City, and thus most truck trips within the City are for deliveries or pick-ups.

Emergency Vehicle Routes

CONTRA COSTA COUNTY
The Contra Costa County Office of the Sheriff, Emergency Services Division and Contra Costa County Office of Emergency Services (OES) coordinates countywide preparedness, response and protection services and activities for large scale incidents and disasters. Within Contra Costa County, the main routes into and out of the County that would most likely be used as evacuation routes are I-680, I80, SR 24, SR 4, San Pablo Dam Road, Vasco Road, San Pablo Avenue, and Richmond Parkway.

GENERAL PLAN AREA
The Pleasant Hill OES are responsible for planning, outreach, and training or disaster management and emergency preparedness for the City. The main routes into and out of Pleasant Hill that would most likely be used as evacuation routes are I-680, SR 24, SR 4, and SR 242.

Pedestrian and Bicycle Facilities
This section describes the existing pedestrian and bicycle network in the 2040 General Plan area.

Pedestrian Facilities in General Plan Area
The City’s pedestrian facilities consist of sidewalks, crosswalks, pedestrian signals, curb ramps, and pedestrian-scale street lighting, as well as the Contra Costa Canal Trail which runs north-south through the City and connects to the Iron Horse Regional Trail, and several other shorter off-road pathways. The Contra Costa Canal Trail and Iron Horse Regional Trail help provide access to commercial and residential areas, schools, public transportation, and other community facilities throughout Pleasant Hill and its surrounding communities.

While sidewalks are provided on many City streets, some streets have gaps in the sidewalk network.

In addition, walking can be uncomfortable on higher-traffic, higher-speed streets such as Contra Costa Boulevard, Taylor Boulevard, Gregory Lane, and others. Such streets present an obstacle for

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pedestrians needing to cross the street, as does I-680. These barriers can discourage walking as a means to get to work, school, shopping, and recreational destinations.

The City’s Draft Bicycle and Pedestrian Master Plan (BPMP) (in progress as of December 2022) will guide the expansion and improvement of pedestrian facilities citywide.

Bicycle Facilities in General Plan Area
Four categories of bikeways are specified in the Caltrans Highway Design Manual and Sections 885.1 et seq. of the California Streets and Highways Code1
. These categories are:
 Class I Bikeway (Bike Path): Bike paths provide a completely separate right-of-way and are designated for the exclusive use of people riding bicycles and walking with minimal cross-flow traffic.
 Class II Bikeway (Bike Lane): Bike lanes provide designated street space for bicyclists, typically adjacent to the outer vehicle travel lanes. Bike lanes include special lane markings, pavement legends, and signage. Bike lanes may be enhanced with painted buffers between vehicle lanes and/or parking, and green paint at conflict zones (such as driveways or intersections).  Class III Bikeway (Bike Route): Bike routes provide enhanced mixed-traffic conditions for bicyclists through signage, striping, and/or traffic calming treatments, and provide continuity to a bikeway network. Bike routes are typically designated along gaps between bike trails or bike lanes, or along low-volume, low-speed streets. Bicycle boulevards provide further enhancements to bike routes by encouraging slow speeds and discouraging non-local vehicle traffic, often using traffic calming measures. Bicycle boulevards can also feature special wayfinding signage to nearby destinations or other bikeways.  Class IV Bikeway (Separated Bikeway): Separated Bikeways, also referred to as cycle tracks or protected bikeways, are bikeways for the exclusive use of bicycles which are physically separated from vehicle traffic. Separations may include grade separation, flexible posts, physical barriers, or on-street parking.

Existing and planned bicycle facilities in Pleasant Hill are shown in the City of Pleasant Hill Draft BPMP. Existing and recommended major bicycle facilities are presented on Figure 3.12-2. The network includes bicycle facility gap closures on key routes, bicycle facilities, and bicycle facility upgrades (e.g., from Class III to Class I, Class II, or Class IV). The recommended network would create a more complete and connected bicycle network within Pleasant Hill and connect bicyclists to highdemand destinations within and adjacent to the city. 1 California Department of Transportation (Caltrans) 2020. Highway Design Manual. Seventh Edition. December 31, 2020. https://dot.ca.gov/-/media/dot-media/programs/design/documents/hdm-complete-12312020a11y.pdf (accessed October 2022).

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Figure 3.12-2 Existing and Approved Major Bicycle Facilities

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Transit Service
Pleasant Hill’s central location within the East Bay provides access to surrounding cities and communities, as well as to other parts of the San Francisco Bay Area. While the suburban setting lends itself to vehicular use as a preferred mode of travel, many trips can be made by public transit.

The City’s transit services are described below. Existing transit lines and stops are shown in Figure 3.12-3.

Bay Area Rapid Transit

SAN FRANCISCO BAY AREA REGION
BART currently operates over 130 miles of double-track, rapid rail service, serving 50 stations and over three million people in five densely populated Bay Area Counties: Contra Costa, Alameda, San Francisco, Santa Clara, and San Mateo2
. As of 2022, BART carries more than 400,000 riders per weekday.
3 The Pleasant Hill BART Station is located just southeast of the City of Pleasant Hill limits and Sphere of Influence within unincorporated County area, at Contra Costa Centre. The station provides connections for all modes of travel and serves as a transit village for local and regional transit services. The BART Yellow Line serves travel between Pittsburg/Antioch and San Francisco, including the San Francisco International Airport (SFO) (as shown in Figure 3.12-3). Via connections in Oakland, riders can travel to Oakland International Airport (OAK), Richmond, Milpitas, and Dublin/Pleasanton. Contra Costa Centre is also home to several regional and local bus routes with service to San Francisco, Oakland, Sacramento, Fairfield, Vallejo, and Pleasanton/Dublin. In addition to the Contra Costa County Transit Authority’s County Connection routes, described below, regional connections are provided by Fairfield and Suisun Transit, Solano Express, and Wheels Express.

GENERAL PLAN AREA
There are no BART stations within the Pleasant Hill city limits or Sphere of Influence.

County Connection

CONTRA COSTA COUNTY
County Connection currently provides fixed route and paratransit bus service throughout the communities of Concord, Pleasant Hill, Martinez, Walnut Creek, Clayton, Lafayette, Orinda, Moraga, Danville, San Ramon, as well as unincorporated communities in Central Contra Costa County. County Connection operates a fleet of 125 fully accessible transit buses and 63 paratransit vehicles. Service is provided from approximately 6:00 a.m. to 9:00 p.m. on weekdays, and from approximately 9:00 a.m. to 7:00 p.m. on weekends.
4 GENERAL PLAN AREA
County Connection routes traverse the City, providing access to Diablo Valley College, Pleasant Hill BART, Downtown Pleasant Hill, the Martinez Amtrak Station, and other key destinations (refer to Figure 3.12-3). Routes within Pleasant Hill travel on and make frequent stops along major arterials, such as SR 4, Alhambra Avenue, Contra Costa Boulevard, Gregory Lane, and Oak Park Boulevard. 2 BART. 2022a. BART Facts 2022. https://www.bart.gov/sites/default/files/docs/BARTFacts2022.pdf (accessed October 2022). 3 BART, 2022b. Ridership Watch. https://www.bart.gov/news/articles/2020/news20200225#charts (accessed October 2022). 4 County Connection. 2022. About Us. https://countyconnection.com/about/ (accessed November 2022).

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Figure 3.12-3 Existing Transit Lines and Stops in General Plan Area

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Aviation Facilities
The City of Pleasant Hill is served by SFO and OAK. SFO enplaned and deplaned over 16 million passengers in 2020 and facilitated takeoffs of air carriers, regional jets, general aviation propeller aircraft, commuter propeller aircraft, business jets, fixed-wing military aircraft, and both civilian and military helicopters.
5 SFO is approximately 26 miles southwest of the City. OAK served approximately 13.4 million passengers in 2019, and serves major all-cargo carriers such as FedEx and UPS.
6 OAK is approximately 15 miles southwest of the City. Additionally, the Buchanan Field Airport is less than 0.5 miles northeast of the General Plan area, which is a small airport primarily serving charter aircrafts, private aircrafts, and student pilots.

3.12.3 Regulatory Framework
Federal Regulations
Americans with Disabilities Act of 1990
The Americans with Disabilities Act (ADA) of 1990 provides comprehensive rights and protections to individuals with disabilities. The goal of the ADA is to assure equality of opportunity, full participation, independent living, and economic self-sufficiency for people with disabilities. To implement this goal, the United States Access Board, an independent Federal agency created in 1973 to ensure accessibility for people with disabilities, has created accessibility guidelines for public rights-of-way. While these guidelines have not been formally adopted, they have been widely followed by jurisdictions and agencies nationwide in the last decade. The guidelines, last revised in July 2011, address various issues, including roadway design practices, slope and terrain issues, pedestrian access to streets, sidewalks, curb ramps, street furnishings, pedestrian signals, parking, and other components of public rights-of-way.

Federal Highway Administration
The FHWA is the agency of the United States Department of Transportation responsible for the federally funded roadway system, including the interstate highway network and portions of the primary State highway network. FHWA funding is provided through the Fixing America’s Surface Transportation Act. Federal funds can be used to fund eligible local transportation improvements in such as projects to improve the efficiency of existing roadways, traffic signal coordination, bikeways, pedestrian facilities, and transit system upgrades.

State Regulations
Senate Bill 743
On September 27, 2013, Governor Jerry Brown signed Senate Bill (SB) 743 into law. SB 743 changed the way transportation impact analysis is conducted as part of CEQA compliance. These changes eliminated automobile delay, level of service (LOS), and other similar measures of vehicular capacity or traffic congestion as a basis for determining significant impacts under CEQA.

Prior rules treated automobile delay and congestion as an environmental impact. SB 743 requires the CEQA Guidelines to prescribe an analysis that better accounts for transit and reductions of 5 SFO. 2020. SFO Fact Sheet Calendar Year 2020. https://www.flysfo.com/sfo-fact-sheet (accessed October 2022). 6 Oakland International Airport. 2021. Terminal Modernization and Development Project EIR. https://www.oaklandairport.com/wpcontent/uploads/2021.05.25-Fact-Sheet-FINAL.pdf (accessed October 2022).

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greenhouse gas emissions. In December 2018, Office of Planning and Research (OPR) released the final update to CEQA Guidelines consistent with SB 743, which recommends using vehicle miles traveled (VMT) as the most appropriate metric of transportation impact to align local environmental review under CEQA with California’s long-term greenhouse gas emissions reduction goals. The Guidelines require all jurisdictions in California to use VMT-based thresholds of significance no later than July 1, 2020.

At the same time as the release of the updated CEQA Guidelines, OPR also released a non-binding Technical Advisory on Evaluating Transportation Impacts in CEQA, which outlines potential VMT analysis methodologies and thresholds of significance for use by agencies in California based on substantial evidence developed by OPR related to achievement of the State’s greenhouse gas emissions reductions targets.7
Senate Bill 32 and Senate Bill 375
On September 8, 2016, the governor signed SB 32 into law, extending the California Global Warming Solutions Act of 2006 by requiring the state to further reduce greenhouse gas emissions to 40 percent below 1990 levels by 2030 (the other provisions of AB 32 remain unchanged). On December 14, 2017, the CARB adopted the 2017 Scoping Plan, which provides a framework for achieving the 2030 target. The 2017 Scoping Plan relies on the continuation and expansion of existing policies and regulations, such as the Cap-and-Trade Program, and implementation of recently adopted policies and legislation.

The Sustainable Communities and Climate Protection Act of 2008 (SB 375), signed in August 2008, enhances the state’s ability to reach greenhouse gas emissions goals by directing the California Air Resources Board to develop regional GHG emission reduction targets to be achieved from passenger vehicles by 2020 and 2035. SB 375 aligns regional transportation planning efforts, regional GHG reduction targets, and affordable housing allocations.

Assembly Bill 747 and Senate Bill 99
Assembly Bill (AB) 747 (2019) requires that the safety element be reviewed and updated to identify vehicle evacuation routes and their capacity, safety, and viability under a range of emergency scenarios. This will be a requirement for all safety elements or updates to hazard mitigation plans completed after January of 2022.

SB 99 (2019) requires review and update of the safety element to include information to identify residential developments in hazard areas that do not have at least two vehicle emergency evacuation routes. In essence, this legislation assists in identifying neighborhoods and households within a hazard area that have limited vehicle accessibility. This is intended to assist the City with identifying opportunities to improve connectivity and evacuation capacity (generally).

Assembly Bill 43
AB 43, also known as Traffic Safety, allows local government agencies to reduce vehicle speeds to accommodate vulnerable users such as pedestrians, bicyclists, seniors, and wheelchair users to improve traffic safety. AB 43 takes effect in July 2024. 7 OPR. 2018. Technical Advisory on Evaluating Transportation Impacts in CEQA. https://opr.ca.gov/docs/20190122- 743_Technical_Advisory.pdf (accessed October 2022).

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The City of Pleasant Hill can evaluate changes to its speed limit practices as AB 43 takes effect following adoption of the 2040 General Plan.

California Department of Transportation Planning Documents Caltrans is responsible for planning, designing, constructing, operating, and maintaining the State highway system. Federal highway standards are implemented in California by Caltrans. Any improvements or modifications to the highway system, including ramps and access points, within the study area would need to be approved by Caltrans. The following Caltrans planning documents emphasize the State of California’s focus on transportation infrastructure that supports mobility choice through multimodal options, smart growth, and efficient development.  Smart Mobility 2010: A Call to Action for the New Decade (Smart Mobility Framework)  Complete Streets Implementation Action Plan
 Strategic Plan 2020-2024
 California Transportation Plan 2050

SMART MOBILITY FRAMEWORK
The purpose of the Smart Mobility Framework, published in February 2010, is to address the State mandate to find solutions to climate change, reduce per capita VMT, and create a safe and equitable transportation system.8 The Smart Mobility Framework includes 10 implementing themes to achieve its purpose, including integration into Caltrans and other transportation agencies’ policy and practice, collection of data and tools to implement the Smart Mobility Framework, undertaking of major cross-functional initiatives, and integration into local government land use and transportation planning.

COMPLETE STREETS IMPLEMENTATION ACTION PLAN
On September 30, 2008, the California Complete Streets Act of 2008 was signed into law. As of January 2011, AB 1358 requires any substantive revision of the circulation/mobility element of a city or county’s general plan to identify how they will safely accommodate the circulation of all users of the roadway including pedestrians, bicyclists, children, seniors, individuals with disabilities, and transit riders, as well as motorists.

The City of Pleasant Hill adopted its Complete Streets policy on January 28, 2013.

CALTRANS DEPUTY DIRECTIVE 64-R1: COMPLETE STREETS – INTEGRATING THE TRANSPORTATION SYSTEM In 2001, Caltrans adopted Deputy Directive 64; a policy directive related to non-motorized travel throughout the State. In October 2008, Deputy Directive 64 was strengthened to reflect changing priorities and challenges. Deputy Directive 64-R1 states:

The Department views all transportation improvements as opportunities to improve safety, access, and mobility for all travelers in California and recognizes bicycle, pedestrian, and transit modes as integral elements of the transportation system. Providing safe mobility for all users, including motorists, bicyclists, pedestrians and transit riders, contributes to the Department's mission/vision: "Improving Mobility across California.” 8 Caltrans. 2010. Smart Mobility 2010. February 2010. https://dot.ca.gov/-/media/dot-media/programs/transportationplanning/documents/office-of-smart-mobility-and-climate-change/smf-handbook-062210-a-a11y.pdf (accessed October 2022).

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Successful long-term implementation of this directive is intended to result in more options for people to go from one place to another, less traffic congestion and greenhouse gas emissions, more walkable communities (with healthier, more active people), and fewer barriers for older adults, children, and people with disabilities.

DIRECTOR’S POLICY 22: DIRECTOR’S POLICY ON CONTEXT SENSITIVE SOLUTIONS Director’s Policy 22, a policy regarding the use of “Context Sensitive Solutions” on all State highways, was adopted by Caltrans in November of 2001. The policy reads:

The Department uses “Context Sensitive Solutions” as an approach to plan, design, construct, maintain, and operate its transportation system. These solutions use innovative and inclusive approaches that integrate and balance community, aesthetic, historic, and environmental values with transportation safety, maintenance, and performance goals. Context sensitive solutions are reached through a collaborative, interdisciplinary approach involving all stakeholders.

The context of all projects and activities is a key factor in reaching decisions. It is considered for all State transportation and support facilities when defining, developing, and evaluating options. When considering the context, issues such as funding feasibility, maintenance feasibility, traffic demand, impact on alternate routes, impact on safety, and relevant laws, rules, and regulations must be addressed.

The policy recognizes that “in towns and cities across California, the State highway may be the only through street or may function as a local street,” that “these communities desire that their main street be an economic, social, and cultural asset as well as provide for the safe and efficient movement of people and goods,” and that “communities want transportation projects to provide opportunities for enhanced non-motorized travel and visual quality.” The policy acknowledges that addressing these needs will assure that transportation solutions meet more than just traffic and operational objectives.

STRATEGIC PLAN 2020-2024
Caltrans’ 2020-2024 Strategic Plan weaved sustainability principles through all of its goals. Goals of the Strategic Plan are related to safety, enhancing and connecting the multimodal transportation network, lead climate action, and advancing equity in all communities.9 CALIFORNIA TRANSPORTATION PLAN 2050
Caltrans completed the California Transportation Plan to comply with Title 23, Code of Federal Regulation Section 450.214 and pursuant to California Government Code Title 7 Division 1 Chapter

2.3. The California Transportation Plan provides a roadmap for making effective, equitable, transparent, and transformational transportation decisions in California. The vision of the California Transportation Plan is: “California’s safe, resilient, and universally accessible transportation system supports vibrant communities, advances racial and economic justice, and improves public and environmental health,” which is supported by goals related to safety, climate, equity, accessibility, public health, economy, environment, and infrastructure.10 9 Caltrans. 2021. Caltrans 2020-2024 Strategic Plan. https://dot.ca.gov/-/media/dot-media/programs/risk-strategicmanagement/documents/sp-2020-16p-web-a11y.pdf (accessed October 2022). 10 Caltrans. 2021. California Transportation Plan 2050. February 2021. https://dot.ca.gov/-/media/dot-media/programs/transportationplanning/documents/ctp-2050-v3-a11y.pdf (accessed October 2022).

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California Encroachment Permits
Any work within the existing right of way would have to comply with Caltrans permitting requirements. This includes a traffic control plan that adheres to the standards set forth in the California Manual of Uniform Traffic Control Devices (MUTCD). As part of these requirements, there are provisions for coordination with local emergency services, training for flagmen for emergency vehicles traveling through the work zone, temporary lane separators that have sloping sides to facilitate crossover by emergency vehicles, and vehicle storage and staging areas for emergency vehicles. MUTCD requirements also provide for construction work during off-peak hours and flaggers.

Regional and Local Regulations
Plan Bay Area 2050
MTC is responsible for regional transportation planning in the nine-county San Francisco Bay Area.

MTC most recently updated its Regional Transportation Plan and Sustainable Communities Strategy (RTP/SCS), a federally-mandated 20-year blueprint for the region, in 2021. This RTP/SCS is known as Plan Bay Area 2050. RTPs must be developed in cooperation with State and local stakeholders and provide a clear vision of the regional transportation goals, policies, objectives, and strategies. This vision must be realistic and within fiscal constraints. Responsibility for approving and overseeing improvements to the State highway system rests with Caltrans, while each local jurisdiction (cities and County) is responsible for planning and implementing improvements to the streets within its boundaries.

The RTP/SCS sets forth the following transportation-related goals under the umbrella of Transportation Strategies. Other goals have been established for Housing Strategies, Economic Strategies, and Environmental Strategies. Each Transportation Strategies goal (listed below) has associated supportive strategies to help guide implementation, and performance indicators by which the region can assess its progress.

Goal Maintain and Optimize the Existing System
 T1. Restore, operate and maintain the existing system  T2. Support community-led transportation enhancements in Equity Priority Communities  T3. Enable a seamless mobility experience
 T4. Reform regional transit fare policy
 T5. Implement per-mile tolling on congested freeways with transit alternatives  T6. Improve interchanges and address key highway bottlenecks  T7. Advance other regional programs and local priorities Goal Create Healthy and Safe Streets
 T8. Build a Complete Streets network
 T9. Advance regional Vision Zero policy through street design and reduced speeds Goal Build a Next-Generation Transit Network
 T10. Enhance local transit frequency, capacity and reliability  T11. Expand and modernize the regional rail network
 T12. Build an integrated regional express lanes and express bus network

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Contra Costa County Transportation Authority Congestion Management Program The Contra Costa Transportation Authority (CCTA) is Contra Costa County’s designated Congestion Management Agency (CMA). It is responsible for implementing programs to ensure traffic levels remain manageable. Pleasant Hill serves on the Transportation Partnership and Cooperation (TRANSPAC) that includes Contra Costa County and the cities of Clayton, Concord, Martinez, Pleasant Hill, and Walnut Creek.

As the CMA, CCTA is in charge of coordinating land use, air quality, and transportation planning among local jurisdictions. A Congestion Management Program (CMP) was created to spend the funds allocated to these projects, known as Measure J. This measure is a one-half cent Countywide sales tax used for transportation improvements within the County. The revenue must be spent on projects and programs included in the CCTA Transportation Expenditure Plan. The Expenditure Plan designates 18 percent of the annual sales tax revenue as “return-to-source” funds. They City’s eligibility for these funds is contingent on compliance with the City’s Growth Management Program.

Contra Costa Countywide Transportation Plan
As a member of CCTA, the City of Pleasant Hill is active in the development of the Countywide Transportation Plan (CTP), intended to carry out the following Countywide transportation goals and policies relevant to the 2040 General Plan:

Goal 1 Support the efficient, safe, and reliable movement of people and goods using all available travel modes.

Policy 1.1 Efficiency. Increase the efficiency of highways and arterial roads through capital investments, operational enhancements, and use of technology.

Policy 1.2 Partnerships. Engage in partnerships with jurisdictions, stakeholders, and other agencies to identify and implement strategies for managing congestion and increasing multi-modal mobility.

Policy 1.4 Street and Roadway Improvements. Improve the highway and arterial system to influence the location and nature of anticipated growth in accordance with the General Plans of local jurisdictions and consistent with Contra Costa Transportation Authority adopted Countywide Transportation Plan.

Goal 2 Manage growth to sustain Contra Costa’s economy, preserve its environment and support its communities.

Policy 2.1 Cooperative Planning. Continue to require cooperative transportation and land use planning among Contra Costa County, cities, towns, and transportation agencies.

Goal 3 Expand safe, convenient, and affordable alternatives to the single-occupant vehicle.

Policy 3.1 Transit Service Expansion. Help fund the expansion of existing transit services and regional express lanes, and maintenance of existing operations, including BART, bus transit, school buses, and paratransit.

Policy 3.2 Transit Service Coordination. Link transit investments to increased coordination and integration of public transit services, and improved connections between travel modes.

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Policy 3.3 Complete Streets. Require local jurisdictions to incorporate policies and standards for “complete streets” that support transit, bicycle and pedestrian access in new developments, infill development areas (“Priority Development Areas”), and transit priority areas.

Policy 3.5 Alternate Modes. Promote the formation of more carpools and vanpools, and greater use of transit, bicycling, and walking.

Goal 4 Maintain the transportation system.

Policy 4.1 Stable Funding Sources. Advocate for stable sources of funds for transit operations and other programs that support the transportation system.

Policy 4.2 Maintenance. Require and fund programs for effective preventive maintenance and rehabilitation of the transportation system (“deferred maintenance”).

Policy 4.3 Long-Term Needs. Secure funding that will maintain the long-term health of all components of the transportation system.

The CTP incorporates five sub-regional Action Plans for Routes of Regional Significance (Action Plans). This is one of the primary vehicles for implementing achieving the Measure J Growth Management Program’s goal of reducing the cumulative impacts of growth. The Action Plans also fulfill a key requirement of CCTA’s Congestion Management Program. This is a State-mandated program for evaluating the impact of land use decisions on the regional transportation system and establishing performance measures. Each Action Plan contains these components:
 Long range assumptions about future land uses based on local general plans and travel demand based on household and job growth.
 Multi-modal transportation objectives that can be measured and timed.  Specific actions to be implemented by each jurisdiction.  A process for consultation on environmental documents.  A procedure for reviewing the impacts of local General Plan amendments that could affect the transportation objectives.
 A schedule for reviewing and updating the Action Plans.

The City of Pleasant Hill is included in the TRANSPAC Central County Action Plan. The Action Plan includes both regional actions and actions for specific routes. There are 10 Routes of Regional Significance within Pleasant Hill:
 I-680
 SR 242
 SR 4
 Alhambra Avenue
 Contra Costa Boulevard
 Geary Road
 North Main Street (Astrid Drive to Oak Park Boulevard-Coggins Drive)  Pacheco Boulevard (Muir Road to Second Avenue South)
 Pleasant Hill Road
 Taylor Boulevard

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CCTA VMT Guidance for Member Agencies
The CCTA has developed guidance for member jurisdictions to use in developing their own VMT analysis methods, metrics, and thresholds of significance. The CCTA’s Growth Management Program Implementation Guide (Revised February 17, 2021), Appendix F (CCTA Recommended Methodology) describes the recommendations. A flow chart describing the recommended methodology is included in the Technical Appendix (Appendix 1) to Appendix E. The City of Pleasant Hill has chosen to follow the CCTA guidance. More detail on the VMT analysis methodology, metrics, and thresholds of significance are provided in Section 3.12.4, Impacts and Mitigation Measures.

Pleasant Hill General Plan
The current Pleasant Hill General Plan contains policies related to transportation and circulation, but they would be replaced by the proposed 2040 General Plan.

Pleasant Hill Draft Bicycle and Pedestrian Master Plan
The City’s BPMP is currently in progress and is expected to be adopted in 2023. The BPMP would provide a consistent, long-term guide to the City in developing connected networks of multipurpose paths, bikeways, sidewalks, and street crossings. The BPMP would complement the City’s General Plan Circulation Element. The BPMP would identify the next phase of bicycle and pedestrian facility improvements, incorporate current policies and design standards for bicycle and pedestrian accommodation and funding strategies for future project implementation.

3.12.4 Impacts and Mitigation Measures
Significance Criteria
The City of Pleasant Hill utilizes the following 2022 CEQA Guidelines Appendix G significance criteria questions related to Transportation.

Would the 2040 General Plan:

Conflict with a program, plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities?
Conflict or be inconsistent CEQA Guidelines Section 15064.3, subdivision (b)? Substantially increase traffic-related hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? Result in inadequate emergency access?
Approach to Analysis
VMT Impact Methodology and Assumptions
Since SB 743 eliminated the use of level of service (LOS) for CEQA impact analysis purposes, that method is not utilized in this analysis. The analysis in this document examines potential roadway transportation impacts under current CEQA criteria. The primary quantitative measure of roadway impacts is VMT. The VMT analysis methodology utilizes the procedures described in the CCTA’s Growth Management Program Implementation Guide (Revised February 17, 2021), Appendix F. The procedures are summarized below.

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Pleasant Hill 2040 General Plan

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PROJECT-LEVEL VMT SCREENING
There are five screening criteria that can be applied to screen projects out of needing to conduct a project-level VMT analysis.

1. CEQA Exemption. Any project that is exempt from CEQA is not required to conduct a VMT analysis.

2. Small Projects. Small projects can be presumed to cause a less-than-significant VMT impact.

Small projects are defined as having 10,000 square feet or less of non-residential space or 20 residential units or less, or otherwise generating less than 836 VMT per day.

3. Local-Serving Uses. Projects that consist of Local-Serving Uses can generally be presumed to have a less-than-significant impact absent substantial evidence to the contrary, since these types of projects will primarily draw users and customers from a relatively small geographic area that will lead to short-distance trips and trips that are linked to other destinations.

4. Projects Located in Transit Priority Areas (TPAs). Projects located within a TPA can be presumed to have a less-than-significant impact absent substantial evidence to the contrary.

This exemption would not apply if the project:
 Has a Floor Area Ratio (FAR) of less than 0.75;
 Includes more parking for use by residents, customers, or employees than required by the lead agency (if the agency allows but does not require the project to supply a certain amount of parking);
 Is inconsistent with the applicable Sustainable Communities Strategy (SCS) (as determined by the lead agency, with input from the Metropolitan Transportation Commission (MTC)); or  Results in a net reduction in multi-family housing units.

5. Projects Located in Low VMT Areas. Residential and employment-generating projects located within a low VMT-generating area can be presumed to have a less-than-significant impact absent substantial evidence to the contrary.

For residential projects, a low VMT area is defined as an area with existing home-based VMT per resident that is 85 percent or less of the existing Countywide average.

As will be discussed below, the 2040 General Plan does not meet these five potential screening approaches and, thus, requires a full VMT assessment.

PROJECTS REQUIRING VMT ANALYSIS: SCENARIOS AND SIGNIFICANCE TEST A project not excluded from VMT analysis through the screening process described above is subject to a VMT analysis to determine if it has a significant VMT impact. The analysis scenarios and significance assessment are described below.

The following scenarios are addressed in the VMT analysis. Note that, while the CCTA guidance recommends that VMT impacts be evaluated against baseline (existing) conditions, for this analysis the home-based VMT per resident and home-work VMT per employee of the 2040 General Plan is evaluated under future (2040) conditions, because the 2040 General Plan is build-out of the city under the General Plan. In addition to the comparison of the 2040 General Plan’s 2040 home-based VMT per resident and home-work VMT per employee to the baseline metrics, a cumulative assessment of the project’s effect on total countywide VMT rates (boundary VMT) is presented.

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Draft Environmental Impact Report 3.12-19
 Baseline (2022) Conditions: The baseline (2022) CCTA model is used to determine the baseline home-based VMT per resident and home-work VMT per employee for all traffic analysis zones (TAZs) within the city limits, as well as to determine the countywide average home-based VMT per resident and home-work VMT per employee, and the 85 percent values of these metrics.  2040 No Project Conditions: The Year 2040 CCTA model is adjusted to reflect build-out of the city under the existing General Plan, and is used to determine the 2040 No Project home-based VMT per resident and home-work VMT per employee for the traffic analysis zones (TAZs) comprising the city limits.
 2040 Plus Project Conditions: The Year 2040 CCTA model is adjusted to reflect build-out of the city under the proposed General Plan Update, and is used to determine the 2040 No Project home-based VMT per resident and home-work VMT per employee for the traffic analysis zones (TAZs) comprising the city limits.
 Impact Significance Assessment: The 2040 Plus Project home-based VMT per resident and home-work VMT per employee for the city of Pleasant Hill (all TAZs) is compared to the 2022 countywide home-based VMT per resident and home-work VMT per employee. If the citywide values are higher than 85 percent of the countywide average values, the impact is significant.  Cumulative Analysis and Significance Assessment (Project’s Effect on Total Countywide VMT):

The total countywide VMT per service population (defined as VMT generated by all trip types on all roadways within the county divided by all residents and employees) is compared for the 2040 Plus Project condition against the 2040 No Project condition. If the plan or project causes total Countywide VMT per service population to increase, this would constitute a significant impact.

VMT Impact Analysis Approach

MODEL STEPS
The Contra Costa Countywide Travel Demand Model (CCTA Model) was used to generate VMT estimates for the plan. The CCTA Model allows analysts to forecast regional travel behavior as a function of local land use development decisions, transportation network infrastructure planning, and land use and network policies. The CCTA Model reflects data included in Plan Bay Area 2040, the RTP/SCS that was recently replaced with adoption of Plan Bay Area 2050 by the MTC and ABAG.

CCTA has prepared a memorandum documenting the CCTA Model’s consistency with Plan Bay Area 2040, and the model is currently the best available tool for analysis of VMT impacts.

Residential projects are evaluated based on the home-based VMT per resident VMT metric. Homebased VMT is defined as all home-based automobile vehicle trips traced back to the residence of the trip-maker. Non-home-based trips are excluded. This VMT includes the entire length of the trip. This home-based VMT is then divided by the number of residents to calculate home-based VMT per resident.

Non-residential uses are evaluated based on the home-work VMT per employee metric. Home-work VMT is defined as the employee commute trip to and from work, and excludes mid-day trips, vendor and delivery trips, and visitor trips to the work site.

The VMT calculations are done in the CCTA Model via the production and attraction trip matrices to be able to attribute automobile vehicle trips to the residence of the trip-maker or the work site of the trip maker, respectively. The calculations include the entire trip length, including the portion that leaves the travel model area (the nine-county Bay Area). VMT for trips that leave the travel

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Pleasant Hill 2040 General Plan

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model area is adjusted to account for the part of the trip that occurs outside of the travel model area.

LAND USE AND TRANSPORTATION ANALYSIS SCENARIOS
Table 3.12-1 shows the citywide build-out land uses under the existing (2003) General Plan and the proposed 2040 General Plan. The existing 2022 (i.e., baseline) Pleasant Hill land uses in the CCTA Model are also shown for reference. A detailed table showing more land use detail is included in Appendix E. The build-out projections represent full development of all parcels at the densities allowed under each scenario. As such, they likely represent a longer-range development scenario than is expected to occur between the baseline year (2022) and the forecast year (2040). However, the direction from City staff was to use the full build-out land use values for the 2040 VMT impact assessment. It is noted that the remainder of the 2040 CCTA Model represents 2040 land use growth consistent with the ABAG forecasts.

Table 3.12-1 City of Pleasant Hill Land Use Summary by Scenario Scenario Total Housing Units Total Employees
CCTA 2022 Baseline Model 15,511 16,883
Existing General Plan Build-Out 30,755 39,282
Draft General Plan Update Build-Out 35,341 40,176
Growth: Existing General Plan Build-Out –
CCTA 2022 Baseline Model
15,244 22,399
Growth: Draft General Plan Update Build-Out –
CCTA 2022 Baseline Model
19,830 23,293
Source: CCTA Travel Demand Model (2022 data); Mintier Harnish (Build-out data); August 2022 EIR Scoping Comments Consideration
This section also addressed comments received in response to the EIR NOP related to congestion management, CCTA and RTP consistency, multi-modal and transit improvements, and VMT/traffic analysis. Assessment of VMT, including related to travel demand reduction and multi-modal strategies, impacts is discussed under Impacts TRA-1 and TRA-2. Assessment of roadway design and safety, including for bicyclists, is addressed under Impact TRA-3.

Specific Thresholds of Significance
The City of Pleasant Hill has not adopted quantitative thresholds for the evaluation of VMT, transit facilities, bicycle and pedestrian facilities, design feature hazards, or emergency access. However, the City applies the following qualitative transportation thresholds:

VMT and Roadway Facilities
The 2040 General Plan was assessed for VMT to comply with SB 743 requirements and CEQA Guidelines section 15064.3, subdivision (b). The City of Pleasant Hill does not have published guidelines for VMT analysis for development projects. To determine impact findings for the 2040 General Plan the analysis is estimated based on CCTA guidance.

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The following thresholds of significance are used to evaluate potential VMT impacts with implementation of the 2040 General Plan:
 Residential land uses: 15 percent below the region’s average VMT per capita under baseline. For the purpose of this analysis, the applicable region is Contra Costa County.  Office/employment land uses: 15 percent below the region’s average VMT per employee under baseline conditions.

Any increase in the VMT per capita or VMT per employee with the proposed plan compared to the respective threshold (15 percent below the applicable baseline) would be considered a significant impact.

Generally, a plan/project causes a significant impact to roadway facilities if an element of it conflicts with existing or planned roadways. The evaluation of roadway facilities shall consider if:
 A plan or project or related mitigation disrupts existing roadway facilities;  A plan or project or related mitigation conflicts with an existing roadway facility; or  A plan or project or related mitigation conflicts with roadway policies adopted by the City of Pleasant Hill or Contra Costa County for their respective facilities.

Transit Facilities
Generally, a plan/project causes a significant impact to transit facilities and services if an element of it conflicts with existing or planned transit services. The evaluation of transit facilities shall consider if:
 A plan or project creates demand for public transit services above the capacity that is provided, or planned;
 A plan or project or related mitigation disrupts existing transit services or facilities;  A plan or project or related mitigation conflicts with an existing or planned transit facility; or  A plan or project or related mitigation conflicts with transit policies adopted by the City of Pleasant Hill or Contra Costa County for their respective facilities.

Bicycle and Pedestrian Facilities
The 2040 General Plan describes the related policies necessary to ensure that pedestrian and bicycle facilities are safe and effective for City residents. Using the 2040 General Plan as a guide, significant impacts to these facilities would occur when a plan or project:
 Creates a hazardous condition that currently does not exist for pedestrians and bicyclists, or otherwise interferes with pedestrian accessibility to the site and adjoining areas; or  Conflicts with an existing or planned pedestrian or bicycle facility; or  Conflicts with policies related to bicycle and pedestrian activity adopted by the City.

Design Feature Hazards
The impact would be significant if a plan/project resulted in transportation facilities that do not conform to applicable City and industry design standards for roadways, bicycle facilities, and pedestrian facilities.

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Pleasant Hill 2040 General Plan

3.12-22
Emergency Access
The City does not have significance thresholds related to emergency access. The City Municipal Code adopts the California Fire Code and amends the code to address local conditions. Therefore, this EIR evaluates the proposed plan using the significance threshold provided by the California Fire Code as follows:
 Multiple-family Residential Projects having more than 100 dwelling units should provide two separated and approved fire apparatus access roads.
 Development of one or two-family dwellings where the number of dwelling units exceed 30 units shall be provided with two separate and approved fire apparatus access roads.  Provide a fire apparatus access road that has a minimum width of 20 feet with turning radii of 25 feet inside and 45 feet outside.

In addition, the following factors determine whether a plan or project has sufficient access for emergency vehicles, including:
 Location of closest fire stations
 Number of access points (both public and emergency access only)  Width, height, and turning radius of access points
 Width, height, and turning radius of roadways
Impact Evaluation
Consistency with Circulation System Programs
Significance Criterion a: Would the proposed plan conflict with a program, plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities?
Impact TRA-1 IMPLEMENTATION OF THE 2040 GENERAL PLAN WOULD NOT CONFLICT WITH A

PROGRAM, PLAN, ORDINANCE, OR POLICY ADDRESSING THE CIRCULATION SYSTEM, INCLUDING TRANSIT, BICYCLE, AND PEDESTRIAN FACILITIES; HOWEVER, IMPLEMENTATION COULD CONFLICT WITH A POLICY ADDRESSING ROADWAY FACILITIES. CONSTRUCTION IMPACTS WOULD NOT CONFLICT WITH THE CIRCULATION SYSTEM. IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction

ROADWAY, TRANSIT, BICYCLE, AND PEDESTRIAN FACILITIES
Construction activities related to implementation of the 2040 General Plan could create potential conflicts with other roadway, transit, bicycle, and pedestrian users, such as construction related activities resulting in lane, bicycle path, or sidewalk closures along the frontages of individual development projects facilitated by the proposed plan, construction vehicles queuing within the public right-of-way waiting entry to the site, construction worker parking in non-designated parking areas, or construction debris on public streets. Construction impacts would be temporary in nature and encroachment permits from Caltrans would be required for facilities under its administration, such as I-680, SR 4, SR 24, and SR 242. However, most construction would occur along local streets,

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transit routes, bicycle paths, and sidewalks, but implementation of General Plan Policy TC-2.1, included below, would require a construction traffic plan to avoid construction-related impacts.

Policy TC-2.1 Traffic Plan Requirement. Require new development to establish comprehensive construction traffic plans, for approval by City staff, which denote haul routes, detours, and other factors that may impact public safety.

Therefore, with respect to conflicts with circulation system policies related to roadway, transit, bicycle, and pedestrian facilities, 2040 General Plan construction impacts would be less than significant.

Operation

ROADWAY FACILITIES
The 2040 General Plan includes modifications to existing street facilities to create a more pedestrian-oriented and bicycle-oriented street network. These modifications could cause existing and future local and regional traffic to circulate differently. The expected influence on existing and future traffic would be minimal because roadway modifications would conform to State and local standards and generally be implemented to improve circulation. Overall, the 2040 General Plan’s proposed bicycle and pedestrian improvements would not conflict with existing or planned roadway facilities, because the proposed street changes are additions of pedestrian and bicycle facilities and do not specifically propose any reduction in roadway vehicle lanes.

The 2040 General Plan includes policies that would support development consistent with applicable plans, such as Plan Bay Area 2050 and Contra Costa CTP. In addition, the following 2040 General Plan policies related to roadway facilities would ensure consistency:

Policy LU-1.9 Connectivity Between Existing and New Development. Encourage linking new development to existing development, parks, and trails through the creation of internal circulation systems that allow travel by foot, bicycles, vehicles, and other alternative modes of travel.

Policy LU-5.3 Compliance with Performance Standards. Require that all new development comply with the City's performance standards for fire, police, parks, water, flood control, sanitary sewer, and transportation facilities.

Policy LU-6.29 Limit Driveways and Curb Cuts. Support limiting new driveways and curb cuts and encourage consolidating existing driveways and curb cuts as Contra Costa Boulevard redevelops.

Policy LU-6.41 Taylor Boulevard Access. Support limiting access points from development fronting Taylor Boulevard to enhance pedestrian, cyclist, and vehicular safety.

Policy LU-6.50 Circulation Enhancements. Require upgrades to the Monument Boulevard street network to improve overall traffic flow pending approval of new development.

Policy TC-1.1 Rights-of-Way. Maintain existing circulation system rights-of-way, except as necessary to address localized congestion areas.

Policy TC-1.2 Multimodal Travel Options. Develop a connected network of vehicle, bicycle, and pedestrian facilities that provide continuous, safe, and comfortable travel for users of all ages, abilities, and transportation modes.

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Pleasant Hill 2040 General Plan

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Policy TC-2.1 Traffic Plan Requirement. Require new development to establish comprehensive construction traffic plans, for approval by City staff, which denote haul routes, detours, and other factors that may impact public safety.

Policy TC-2.3 LOS Standards and Conditions of Approval. Approve new development which at least meets or is mitigated to meet adopted LOS standards as documented in the City Findings of Consistency.

Policy TC-2.4 Traffic Impact Study. Require traffic impact studies (including VMT and LOS analysis) as part of the application review process for development projects.

Policy TC-2.5 Transportation Demand Management (TDM). Require robust transportation demand management with all new private development that requires establishment of incentives and programs to reduce traffic congestion including annual reporting to ensure transportation demand management goals for a project are being met and to correct transportation demand management practices.

Policy TC-3.1 Residential Streets. Prioritize traffic calming improvements and enforcement efforts along residential roadways that have recurring cut-through traffic or excessive speeding.

Policy TC-3.2 Arterial and Collector Streets. Minimize opportunities for regionally generated cut-through vehicle travel in the city as part of new roadway projects or projects within public roadways.

Policy TC-3.3 Vehicle Traffic Calming Devices. Consider traffic calming devices such as lane narrowing, widening medians, neighborhood traffic circles, roundabouts, and landscaping to discourage cut-through vehicle traffic.

Policy TC-3.4 Alternative Methods to Prevent Cut-Through Vehicle Traffic. Consider the use of alternative street surfacing materials, traffic diverters, special designs, and stop signs to prevent cut-through traffic on residential streets.

Policy TC-3.5 Monument Triangle Congestion. Support the reconfiguration of the Monument Triangle circulation network and to improve vehicle, pedestrian, and bicycle safety while reducing congestion anticipated from future development.

Policy TC-3.6 School Area Congestion. Work with the Mount Diablo Unified School District, private schools, and Diablo Valley College to address traffic speeds and congestion near schools and on key access routes.

Policy TC-4.5 Correlation Between Land Use and Transportation. Support land use patterns that make more efficient use of the transportation system, such as locating development near transit routes and high-quality bicycle/pedestrian facilities, minimizing new driveways, consolidating parking, and other best practice urban design measures.

Policy TC-7.1 Multi-Jurisdictional Transportation Planning. Participate in multi-jurisdictional transportation planning through TRANSPAC and CCTA activities to ensure all City planning efforts, projects, and developments comply with regional requirements and standards.

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Policy TC-8.5 Reduce Vehicle Speeds. Support the reduction of vehicle speeds using engineering and design techniques, community education, and evaluation and planning strategies rather than relying solely on enforcement.

Policy TC-8.8 New Development Neighborhood Traffic Impacts. Require developer participation in the cost of installation of traffic calming measures to reduce neighborhood traffic impacts through fee payments or direct contribution as a condition of approval, if applicable.

Policy TC-8.11 Traffic Safety Corridors. Identify Traffic Safety Corridors along Suggested Routes to School and protected residential neighborhoods as allowed through California Assembly Bill 43 – Traffic Safety to establish lower speed streets to improve bicycle and pedestrian safety.

Policy TC-14.1 Minimize Truck Conflicts. Minimize potential conflicts between trucks and pedestrian, bicycle, and transit travel on streets designated as truck routes.

Policy TC-14.2 Minimize Truck Loading and Unloading Conflicts. Minimize potential conflicts between truck loading and unloading and pedestrian, bicycle, and transit travel.

Policy TC-14.4 Truck Route Network. Develop a signage program that identifies truck routes.

Implementation of the above 2040 General Plan policies would ensure consistency with circulation system policies related to roadway facilities.

Buildout of the 2040 General Plan land use plan would lead to an approximately 100 percent increase in residential units and a 50 percent increase in non-residential uses, which in turn would increase the vehicle travel demand on the Pleasant Hill roadway network. Increased vehicle travel demand may result in increased congestion, because no roadway widenings are proposed as part of the 2040 General Plan. The travel demand forecasting performed for the 2040 General Plan indicates that certain segments of the following roadways would exceed the daily vehicle capacities, as defined in the Contra Costa Countywide Travel Demand Model:
 Contra Cost Boulevard, Beth Drive to Sunvalley Boulevard  Ellinwood Drive. East of Contra Costa Boulevard
 Buskirk Avenue, Monument Boulevard to Hookston Road
 Oak Park Boulevard, Hook Avenue to Putnam Boulevard
It is important to note that the forecasting encompasses full build-out of all parcels to their maximum capacity, and represents growth over a much longer period than the 18 years represented in the travel demand model (2022 to 2040). Therefore, these over-capacity conditions may not materialize by 2040. ,
Growth associated with implementation of the 2040 General Plan could interfere with the operation of existing roadway facilities or conflict with planned roadway facilities; however, implementation of the aforementioned roadway facility policies would minimize such potential conflicts. Therefore, with respect to conflicts with circulation system policies related to roadway facilities, operational impacts of the 2040 General Plan would be less than significant.

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Pleasant Hill 2040 General Plan

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TRANSIT FACILITIES
Development under the 2040 General Plan would not obstruct existing transit services or facilities, nor would it conflict with existing or planned facilities. All new development would be subject to City discretionary review, allowing the City to ensure that project designs would not interfere with transit operations. Buildout of the 2040 General Plan would increase the number of potential transit users on the various transit systems serving the city. Increased users would result in a correlated increase in demand for transit. Additionally, roadway traffic congestion caused from population and employment growth in the city facilitated by the 2040 General Plan could affect transit corridors by increasing travel times and decreasing headway reliability for transit vehicles.

The 2040 General Plan includes policies that would support development consistent with applicable plans, like Plan Bay Area 2050 and Contra Costa CTP. 2040 General Plan contains the following goals and policies that would support reducing traffic congestion and improving transit connectivity:

Policy LU-1.9 Connectivity Between Existing and New Development. Encourage linking new development to existing development, parks, and trails through the creation of internal circulation systems that allow travel by foot, bicycles, vehicles, and other alternative modes of travel.

Policy LU-5.3 Compliance with Performance Standards. Require that all new development comply with the City's performance standards for fire, police, parks, water, flood control, sanitary sewer, and transportation facilities.

Policy LU-6.25 Transit-Oriented Development. Encourage the design and development of transit-oriented developments along Contra Costa Boulevard to support future transportation system enhancements.

Goal TC-1 Establish and maintain a safe and efficient circulation system that emphasizes the use of existing arterial and collector roadways, paths, and bike lanes.

Policy TC-1.2 Multi-Modal Travel Options. Develop a connected network of vehicle, bicycle, and pedestrian facilities that provide continuous, safe, and comfortable travel for users of all ages, abilities, and transportation modes.

Policy TC-1.3 Community Input on Complete Streets. When planning and designing for complete streets, receive input from groups and individuals representing the various types of users of City streets.

Policy TC-1.4 Community Input on Roadway Improvements. Support the sponsoring of forums to obtain citizen input to develop roadway improvements aimed at improving traffic circulation, reduce traffic speeding, and maximizing person throughput.

Goal TC-4 Reduce congestion and vehicle trips through land use planning.

Policy TC-4.1 Transportation Mode Mix. Plan for appropriate mix of transportation modes and the infrastructure to support these modes to meet community needs.

Policy TC-4.2 Develop Thoroughfares. Develop and improve thoroughfares based on existing and proposed land use patterns and projected demand.

Policy TC-4.4 Infill Development. Support infill and development in existing urban areas and around key transit facilities.

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Policy TC-4.5 Correlation Between Land Use and Transportation. Support land use patterns that make more efficient use of the transportation system, such as locating development near transit routes and high-quality bicycle/pedestrian facilities, minimizing new driveways, consolidating parking, and other best practice urban design measures.

Goal TC-5 Support a vibrant, walkable environment that encourages alternative (non-driving_ modes of transportation.

Policy TC-5.1 Evaluate Multi-Modal Facility Needs. Evaluate the needs of transit, bicycle, and pedestrian facilities and/or access for new development as part of the review process, and require new development to incorporate transit, bicycle, and pedestrian access where feasible and appropriate, consistent with the Circulation Element and the Bicycle and Pedestrian Master Plan (when adopted).

Goal TC-8 Encourage the development of a comprehensive and integrated transportation network with infrastructure and design features that allow safe and convenient travel along and across streets for all users, including pedestrians, bicyclists, persons with disabilities, motorists, movers of commercial goods, users and operators of public transportation, seniors, youth, and families.

Policy TC-8.1 Complete Streets Principles. Apply complete streets principles when building new, or rehabilitating existing, roadways, consider the following design elements:
 Sidewalks and curbs as a standard design principle.
 Bicycle lanes and/or shared lanes as a standard design principle.  Transit accessibility as a standard design principle.  Shade trees and planting strips as a standard design principle along roadways
Policy TC-8.2 Review for Complete Streets. Review street reconstruction, new development, and utility projects to incorporate complete street elements when feasible, including trails, bus stop enhancements, and bicycle/pedestrian facilities.

Goal TC-13 Reduce congestion and vehicle trips through non-automobile transportation.

Policy TC-13.1 Bus and Rail Services. Coordinate with local transit providers (i.e., bus, paratransit, and rail service) to provide expanded schedules and services that meet the needs of Pleasant Hill residents.

Policy TC-13.2 Innovative Transportation Technologies. Work with transit providers, employers, schools, and developers to encourage innovative technologies that promote more effective and expanded use of transit and facilitate other innovations to serve first and last mile travel, such as mobility hubs and micromobility (e-scooters, e-bikes).

Policy TC-13.3 Support County Connection Improvements. Support County Connection to improve all types of accessibility and comfort for their facilities and to incorporate intermodal facilities where feasible.

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Policy TC-13.4 Transit for Commuters and Special Needs Populations. Work with transit providers and other regional TDM entities to promote and incentivize use of transit for commuters, seniors, students, and persons with disabilities.

Policy TC-13.5 Senior Van Service. Maintain the City's Senior Van Service for residents over the age of 55, subject to the availability of funding.
2040 General Plan goals and policies listed above encourage an increase in transit ridership, decreased dependence on motor vehicles, and reduce transit delays. While the proposed plan could add peak hour transit riders, implementation of the proposed plan would not disrupt existing or interfere with planned transit services or facilities.

The CCTA CTP contains goals and policies, as listed under Section 3.12.3, Regulatory Framework, to manage the County’s transportation system, including several policies relating to the preservation and enhancement of transit service, in partnership with local jurisdictions, as the County grows.

These goals and policies are consistent with the 2040 General Plan goals and policies and would result in coordinated planning for the expansion of transit service to meet demand as the City of Pleasant Hill grows under the 2040 General Plan.

Implementation of the above 2040 General Plan policies would ensure consistency with circulation system policies related to transit facilities. Therefore, with respect to conflicts with circulation system policies related to transit facilities, operational impacts of the 2040 General Plan would be less than significant.

BICYCLE FACILITIES
Growth in residential and non-residential uses under the 2040 General Plan could result in more bicycle use on existing facilities. The 2040 General Plan includes complete streets policies, new bicycle facilities, and transportation and circulation goals and policies to accommodate increased bicycle demands generated by new development. This network would accommodate bicycle demand generated by the land development. Examples of goals and policies consistent with applicable plans, like Plan Bay Area 2050 and Contra Costa CTP, in the 2040 General Plan that would encourage bicycle transportation modes while also ensuring bicycle facilities are adequate include those listed under the Transit Facilities impact discussion above, and the following:

Policy LU-3.3 Neighborhood Access. Ensure that new residential development include safe and convenient pedestrian and bicycle access to existing residential neighborhoods.

Policy LU-7.3 Remove Physical Barriers. Remove or plan for ways to address physical barriers that bisect neighborhoods and discourage walking or biking.

Goal TC-11 Increase the number of bicycle and pedestrian trips by users of all ages and abilities.

Policy TC-11.1 Bicycle and Pedestrian Network. Support a network of safe and comfortable bikeway and pedestrian facilities connecting neighborhoods and destinations in Pleasant Hill and adjacent jurisdictions.

Policy TC-11.2 Street Design. Require street cross-sections to accommodate bicyclists, micromobility users, and pedestrians.

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Draft Environmental Impact Report 3.12-29
Policy TC-11.3 Protected Bicycle Facilities. Consider incorporating protected bicycle and pedestrian facilities in higher density land use areas and along major transportation corridors to the greatest extent feasible.

Goal TC-12 Strive to eliminate all fatal and serious injury bicycle and pedestrian related crashes.

Policy TC-12.1 Collision Database. Create a traffic count data and collision database and work with applicable City departments and law enforcement to map collision data for identifying problem areas.

Policy TC-12.2 Design Standards. Support design upgrades to bicycle and pedestrian facilities to increase connectivity and safety citywide.

Policy TC-12.3 Bicycle and Pedestrian Education. Support bicycle and pedestrian safety education in all Pleasant Hill schools. Continue to support Safe Routes to Schools programs to address pedestrian and bicycle safety.

Policy TC-12.4 Safe Routes to School (SR2S). Support Safe Routes to School infrastructure and education & encouragement programs to address and enhance pedestrian and bicycle safety. Develop Suggested Route to School maps for Pleasant Hill schools to help prioritize infrastructure improvements along routes supporting student commutes.

Policy TC-12.5 Technology Safety Enhancements. Identify and deploy technology solutions to support bicycle and pedestrian safety through the City including passive detection systems at traffic signals and trail crossings.

Policy TC-12.6 Bike Route Connectivity. Develop and sign a network of bicycle routes that provide connectivity between homes, job centers, schools and other frequently visited destinations.

Policy TC-12.7 Emphasis on Walking and Biking. Encourage more people to walk and bicycle for a variety of purposes.

Policy TC-12.8 Bicycle Parking. Support the expansion of the bicycle parking network in Pleasant Hill.

Policy TC-12.9 Supportive Infrastructure. Encourage the implementation of supportive infrastructure and programs.

Policy TC-12.10 Safe Intersections for Bicycles. Ensure adequate crossing times and detection for bicycle users at signalized intersections.

Policy TC-12.11 Commute Information. Promote 511 Contra Costa alternative commute mode materials to encourage reduced reliance on vehicular use.

Policy TC-12.12 Bike to Work Day. Promote and support a Bike to Work Day.

Policy TC-12.13 Speed Limit Modifications. Using future accommodations provided through AB 43 – Traffic Safety, re-survey speed limits in the City to identify speed limit reduction opportunities that focus on traffic safety for vulnerable roadway users.

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Pleasant Hill 2040 General Plan

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The 2040 General Plan would encourage bicycling by improving bicycle connectivity with a comprehensive community-wide network of on-street and off-street bicycle facilities, which would be defined in the City of Pleasant Hill Draft BPMP. Implementation of the 2040 General Plan would not interfere with existing bicycle facilities or conflict with planned bicycle facilities or adopted bicycle system plans, guidelines, policies, or standards. Furthermore, implementation of the 2040 General Plan would create new bicycle facilities consistent with the City of Pleasant Hill Draft BPMP, which would have a beneficial effect on bicycle circulation and access. Therefore, with respect to conflicts with circulation system policies related to bicycle facilities, operational impacts of the 2040 General Plan would be less than significant.

PEDESTRIAN FACILITIES
Growth in residential and non-residential uses under the 2040 General Plan could result in more use and demand on existing pedestrian facilities. The 2040 General Plan includes complete streets policies, new pedestrian facilities, and transportation and circulation goals and policies to accommodate increased pedestrian demands generated by the development envisioned in the 2040 General Plan. The 2040 General Plan would encourage walking by improving pedestrian facilities and connectivity with a safe and continuous pedestrian network to shorten walking distances and improve pedestrian connections to popular local destinations. Examples of goals and policies in the 2040 General Plan that would encourage walking trips and ensure pedestrian facilities are adequate include the following, and those listed under Transit Facilities and Bicycle Facilities above:

Policy LU-1.7 Multi-Story Development. Require multi-story buildings to incorporate step backs on upper floors to create a more human-scale and comfortable pedestrian environment.

Policy LU-3.2 Connectivity. Encourage new residential and mixed-use development to incorporate design features that promote walking within neighborhoods and citywide.

Policy LU-4.2 Strip Commercial Conversion. Encourage existing strip commercial uses to be redeveloped into pedestrian friendly, contemporary shopping environments.

Policy LU-6.16 Walkable Environment. Enhance the pedestrian connections between Downtown, Crescent Drive, City Hall, and adjacent commercial centers along Contra Costa Boulevard.

Policy LU-6.27 Pedestrian Oriented Development. Support the transformation of existing auto-oriented and strip commercial uses into attractive pedestrian-oriented developments that enhance the visual character and interest of the boulevard.

Policy LU-6.37 Pedestrian Friendly Design. Encourage the expansion of Gregory Lane pedestrian and bicyclist infrastructure to create a more multi-modal friendly environment that increases overall safety.

Policy LU-6.48 Pedestrian Connectivity. Require Monument Boulevard pedestrian upgrades including signalized crossings, bulb outs, and expanded sidewalks.

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Goal TC-9 Prioritize a safe and connected pedestrian network for users of all ages and abilities.

Policy TC-9.1 Pedestrian Safety. Maintain and upgrade the City’s pedestrian system by installing or upgrading sidewalks, warning devices, crosswalks, and other pedestrian aids where appropriate, including particular consideration for the needs of users of all ages and abilities.

Policy TC-9.2 Pedestrian Connections. Require new development to use best practices in providing pedestrian connections between sites and existing and planned pedestrian facilities, including those identified in the Bicycle and Pedestrian Master Plan and other relevant plans and documents.

Policy TC-9.3 Enhance Pedestrian Crossings. Enhance pedestrian crossings on all arterial and collector roadways.

Policy TC-9.4 Sidewalk Maintenance. Maintain existing sidewalk to meet ADA requirements, including removal or relocation of objects obstructing pedestrian path and installation of wider or detached sidewalks with a buffer separation from vehicular traffic, where feasible.

Policy TC-9.5 Sidewalk Guidelines and Standards. Establish sidewalk standards and guidelines for enhancing existing sidewalk and installation of new sidewalks.

Policy TC-9.6 Planning for Pedestrian Improvements. Ensure all planning processes, such as PUD Concept Plans, master plans and specific plans, identify areas where pedestrian improvements can be made, such as new connections, increased sidewalk width, improved crosswalks, improved lighting, and new street furniture.

Policy TC-9.7 Enhance Street Lighting. Enhance street lighting to provide for better pedestrian safety.

Policy TC-9.8 Sidewalk Improvements. Improve sidewalks to facilitate access by users of all ages and abilities.

Policy TC-9.9 Sidewalk Gap Closure Plan. Create a sidewalk gap closure plan that identifies high-priority sidewalk throughout the city and establishes an implementation plan for eliminating the gaps.

Goal TC-10 Provide well-designed and well-maintained off-street paths and trails.

Policy TC-10.1 Prioritize Linkages. Design and maintain a pedestrian system that provides connections between trails and access to roadways and parking.

Policy TC-10.2 Safe and Interconnected Trails. Work with other responsible/owner agencies to ensure the trails system is designed to be safe and interconnected, incorporating on-street connections where needed, designed for pedestrians and/or bicyclists, and consistent with other relevant plans.

Policy TC-10.3 Safe Trail Crossings. Provide safe trail crossings at surface streets for all nonmotorized users. This requires the installation of signs, striping, pavement markings, and actuated traffic control devices, where applicable.

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Policy TC-10.4 New Trails. Coordinate with East Bay Municipal Utility District and other agencies to explore new trail opportunities to provide connections to parts of the city without off-road bicycle and pedestrian connections.

Implementation of the above 2040 General Plan policies would ensure consistency with circulation system policies related to pedestrian facilities. Therefore, with respect to conflicts with circulation system policies related to pedestrian facilities, operational impacts of the 2040 General Plan would be less than significant.

Mitigation Measure
No mitigation is required.

Level of Significance
Less than significant without mitigation
Vehicle Miles of Travel
Significance Criterion b: Would the proposed plan conflict or be inconsistent with CEQA Guidelines Section 15064.3, subdivision (b)?
Impact TRA-2 IMPLEMENTATION OF THE 2040 GENERAL PLAN WOULD CONFLICT OR BE INCONSISTENT WITH CEQA GUIDELINES SECTION 15064.3, SUBDIVISION (B). IMPACTS WOULD BE SIGNIFICANT AND UNAVOIDABLE EVEN WITH MITIGATION.

Construction
Impacts related to CEQA Guidelines Section 15064.3, subdivision (b) are limited to operational impacts. No respective construction impacts would occur because construction is temporary in nature and, while it may marginally generate VMT from construction worker trips or road detours, does not substantially impact regional VMT.

Operation
The Contra Costa Countywide Travel Demand Model was adjusted to reflect the relevant land use growth for with and without 2040 General Plan implementation, as described under Approach to Analysis. Table 3.12-2 presents the VMT results for the home-based VMT11 per resident.

Table 3.12-3 presents the results for the home-work VMT12 per employee. 11 Home-based VMT is VMT generated by trips to and from the home, made by residents, deliveries, etc., and excludes trips made by residents between non-home locations (such as trips between their workplace and other destinations during the day). 12 Home-work VMT is VMT generated by employee trips between the home and the workplace, and excludes other workplace trips such as visitors, vendors, and deliveries.

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Table 3.12-2 Citywide Home-Based VMT Summary
Scenario
Home-Based
VMT Residents
Home-Based VMT
Per Resident
County Average HomeBased VMT per Resident
2022 Baseline 441,405 34,193 12.9 17.2
Threshold1 --- --- --- 14.6
2040 With Existing General Plan Build-Out 646,563 58,629 11.0 15.9 2040 With General Plan Update Build-Out 739,984 70,397 10.5 15.9 Does Project meet Threshold? --- --- Yes ---

1. 85 percent of 2022 Baseline Countywide Average
Source: CCTA Travel Demand Model; Fehr & Peers, October 2022.

Table 3.12-3 Citywide Home-Work VMT Summary
Scenario Home-Work VMT Employees
Home-Work VMT
per Employee
County Average
Home-Work VMT
per Employee
2022 Baseline 324,168 22,742 14.3 15.0
Threshold1 --- --- --- 12.7
2040 With Existing General Plan Build-Out 506,612 36,127 14.0 15.1 2040 With General Plan Update Build-Out 519,951 37,069 14.0 15.0 Does Project meet Threshold? --- --- No ---
1 85 percent of 2022 Baseline Countywide Average
Source: CCTA Travel Demand Model; Fehr & Peers, October 2022.

The analysis indicates that the Pleasant Hill VMT per resident of 12.9 miles-per-resident is substantially lower than the Countywide average VMT per resident of 17.2 miles-per-resident in the 2022 baseline and is projected to be substantially lower than the Countywide average VMT per resident in 2040 for both the existing (2003) General Plan and proposed 2040 General Plan buildout scenarios. Further, the Pleasant Hill Home-Work VMT per employee of 14.3 miles-per-resident is slightly lower than the Countywide average Home-Work VMT per employee of 15.0 miles-perresident in the 2022 baseline and is projected to be slightly lower than the Countywide average VMT per resident in 2040 for both the existing General Plan and 2040 General Plan buildout scenarios.

Home-Based VMT rates in the County as a whole, and in Pleasant Hill, are projected to decline between 2022 and 2040. Home-Work VMT rates in the County and in Pleasant Hill are projected to stay relatively similar between 2022 and 2040. The Home-Based VMT rates in Pleasant Hill are projected to be less than 85 percent of the baseline Countywide average for both the existing General Plan and 2040 General Plan buildout scenarios. However, the Home-Work VMT rates in Pleasant Hill are projected to be higher than 85 percent of the baseline Countywide average for both the existing General Plan and 2040 General Plan Update Build-out scenarios. The 2040 General Plan Update buildout scenario projects lower Home-Based VMT rates than if the existing General Plan were built out, but the two scenarios have similar Home-Work VMT rate projections.

Development facilitated by the 2040 General Plan would result in reductions in VMT per capita and VMT per employee from existing conditions, but VMT per employee would still exceed the impact threshold. Implementing the 2040 General Plan policies listed above under Impact TRA-1 would reduce VMT through promoting accessibility, encouraging non-vehicle transportation modes, and improving access to transit services. Even with the 2040 General Plan policies to reduce VMT, it is

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possible that VMT per employee would still remain above applicable thresholds. Although VMT per capita and employee would be reduced as a result of the 2040 General Plan, which would a beneficial effect, according to OPR guidance on the application of SB 743, a VMT impact is still significant if VMT per capita or employee remains above 15 percent below the existing baseline.

Thus, with respect to consistency with CEQA Guidelines Section 15064.3, subdivision (b), the operational VMT impact of the 2040 General Plan would be significant and unavoidable since VMT per employee would be greater than 12.7 in the 2040 General Plan area, and Mitigation Measure TRA-1 would be required.

Available project characteristics modification and TDM measures are included under Mitigation Measure TRA-1. CCTA also includes participation in a CCTA-approved VMT impact fee program and/or VMT mitigation exchange/banking program, but CCTA is still developing such a program. City of Pleasant Hill requirement to participate in this program is also included under Mitigation Measure TRA-1.

Due to unknown future conditions at the time of future projects facilitated by the 2040 General Plan and the uncertainty of the effectiveness of VMT reduction measures under Mitigation Measure TRA1 to guarantee a reduction of VMT below thresholds, operational VMT impacts of the 2040 General Plan would remain significant and unavoidable even with mitigation.

Mitigation Measure
MITIGATION MEASURE TRA-1 PREPARE AND IMPLEMENT A TDM PLAN WITH TDM PROGRAMS The CCTA’s Growth Management Program Implementation Guide (Revised February 17, 2021), Appendix F (CCTA Recommended Methodology) describes options for mitigation of VMT impacts.

The first two options below apply to development project and plans, and the third applies at a Citywide scale.

1. The project applicant shall modify the project’s characteristics to reduce VMT generated by the project prior to issuance of an occupancy permit. This might involve changing the density or mixture of land uses on the project site, or changing the project’s location to one that is more accessible by transit or other travel modes.

2. The project applicant shall implement transportation demand management (TDM) or physical design measures to reduce VMT generated by the project prior to issuance of an occupancy permit.

3. The City shall participate in a CCTA-approved VMT impact fee program and/or VMT mitigation exchange/banking program, when it is completed and published by CCTA. (Note that CCTA is developing such a program for Contra Costa County.)
The City shall require preparation and implementation of project-level TDM Plans with the following TDM measures for future land use development projects facilitated by the 2040 General Plan that do not meet CCTA screening criteria and thresholds.

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Table 3.12-4 TDM Measures
CAPCOA Handbook Measure Types of Projects Core Elements T-7: Commute Trip Reduction Marketing Employment-based *Thoughtful marketing strategy *Readily available commute information
*Designated TDM Coordinator
*Guaranteed Ride Home
T-8: Provide Ridesharing Program Employment-based *Participation in a TMA with ride-matching program *Preferential parking policies for carpools
*Promotions and incentives such as gas cards at
carpool formation
T-9: Implement Subsidized or Discounted
Transit Program
Residential, School,
Employment-based
*Location within 1/2 mile of major transit stop or
high-quality transit corridor
*Participation in Commuter Benefits Program
*Easy to sign up for incentives
T-11: Provide Employer Sponsored
Vanpool / Point-to-Point Shuttles
Employment-based *Coordinate logistics of vanpool program *Cover vanpool fares for riders through commute
benefits program
*Promote and facilitate vanpool creation
T-12: Price Workplace Parking Employment-based *Location within 1/2 mile of transit service *Priced at least $5 per day
*On-street parking nearby is not readily available
T-13: Implement Employee Parking
Cashout
Employment-based *Parking is provided as benefit
*On-street parking nearby is not readily available
*Participants pledge to not drive to work
T-16: Unbundle Residential Parking Costs Residential *On-street parking nearby is not readily available *All parking is priced at a rate at least $30
per month
T-23: Community-Based Travel Planning Residential, Retail, School
*Proactive outreach to all households in service
area or project
*Program Coordinator designated as lead in
promoting non-auto transportation
T-10: Provide End-of-Trip Bicycle
Facilities
All Projects *Provision of secure bicycle parking in the form of lockers, a locked storage room, or an attended
storage facility
*(For non-residential): Provision of lockers, showers,
and changing rooms
T-21A: Implement Carshare Program /
Provide Carshare Parking
All Projects *Dedicate parking for carshare vehicles
*Identify carshare partner
T-15 Reduce Parking Supply Residential *On-street parking nearby is not readily available T-18: Provide Pedestrian Network
Improvements:

All Projects Completion of one or more projects identified in the Solano County Active Transportation Plan
T-19-A and T-19-B: Construct or Improve
Bicycle Facility/Bicycle Boulevard
All Projects
T-20: Expand Bikeway Network All Projects
T-26 Increase Transit Frequency All Projects in PDAs Increase the frequency of transit service by providing funding for more operators and vehicles
T-25 Increase Transit Coverage All Projects Expand transit service to areas without access to it, or expand to later/earlier hours.

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CAPCOA Handbook Measure Types of Projects Core Elements T-23: Community-Based Travel Planning Residential, Retail, School
*Proactive outreach to all households in service
area or project
*Program Coordinator designated as lead in
promoting non-auto transportation
T-22: Bikeshare/Scootershare All Projects in PDAs Fund and implement program providing e-bikes or scooters available on demand. Ideally pursue a
"dockless" system.

Free E-Bike Program All Projects Provide e-bikes free of charge to households pledging to reduce vehicle trips
Source: Handbook for Analyzing Greenhouse Gas Emissions Reductions, Assessing Climate Change Vulnerabilities, and Advancing Health and Equity (CAPCOA, December 2021).

Feasible options listed under Table 3.12-4 to reduce VMT below CCTA thresholds shall be implemented for individual projects facilitated by the 2040 General Plan. VMT reduction measures shall be included at project design review and be reviewed and approved by the City prior to issuance of construction permits.

Level of Significance
Significant and unavoidable
Roadway Design Safety Hazards
Significance Criterion c: Would the proposed plan substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible use (e.g., farm equipment)?
Impact TRA-3 IMPLEMENTATION OF THE 2040 GENERAL PLAN WOULD NOT SUBSTANTIALLY INCREASE HAZARDS BECAUSE OF A GEOMETRIC DESIGN FEATURE (E.G., SHARP CURVES OR DANGEROUS INTERSECTIONS) OR INCOMPATIBLE USES (E.G., FARM EQUIPMENT). IMPACTS WOULD BE LESS THAN SIGNIFICANT.

Construction
Construction of the proposed plan is anticipated to utilize vacant areas within the plan areas to accommodate storage of large construction vehicles. Such staging areas would reduce the amount of heavy construction vehicles using adjacent roads. During construction, truck deliveries would be expected to use collectors and would avoid adding additional heavy duty truck traffic on feeder streets and local streets. Furthermore, these truck routes are specifically designated to avoid impacts to pedestrian and bicyclists. Thus, because the construction trucks would travel along the designated truck routes, there would not be a conflict with the automobile vehicle, transit, bicycle, and pedestrian design and activity along roadways on and near the plan area. Therefore, construction impacts related to roadway design safety hazards would be less than significant.

Operation
Development facilitated by the 2040 General Plan would increase the number of users on the Pleasant Hill transportation system, which could increase transportation circulation design safety hazards associated with future projects in the General Plan area. Primary operational vehicular

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access to and through the General Plan area would be provided by existing signalized intersections and highways.

Improvements to the transportation and circulation system in the City would be implemented over time through buildout year of 2040. Pleasant Hill maintains improvement standards that guide the construction of new transportation facilities to minimize design hazards for all users of the system.

Through the environmental review process, land use proposals that would add traffic to streets not designed to current standards are evaluated. If needed, mitigation measures are identified therein, and the project is conditioned to construct or provide funding for an improvement that would minimize or eliminate the hazard. Typical improvements Include shoulder widening, adding turn pockets, adding sidewalks or crosswalks, realigning sharp curves, prohibiting certain turning movements, signalizing intersections, and increasing sight distance, among other measures. New and upgraded roadways needed to accommodate new development would be designed according to applicable Federal, State, and local design standards. Development and infrastructure projects in Pleasant Hill would be required to comply with the General Plan Update, Pleasant Hill Municipal Code, and applicable State and local regulations. As a result, and in consideration of the 2040 General Plan’s policies regarding infrastructure safety, listed below, this impact would be less than significant. The 2040 General Plan establishes the following goals and policies that are intended to result in roadway designs that safely accommodate all users:

Goal TC-1 Establish and maintain a safe and efficient circulation system that emphasizes the use of existing arterial and collector roadways, paths, and bike lanes.

Policy TC-1.2 Multi-Modal Travel Options. Develop a connected network of vehicle, bicycle, and pedestrian facilities that provide continuous, safe, and comfortable travel for users of all ages, abilities, and transportation modes.

Goal TC-2 Improve traffic circulation along the city roadway network.

Policy TC-2.1 Traffic Plan Requirement. Require new development to establish comprehensive construction traffic plans, for approval by City staff, which denote haul routes, detours, and other factors that may impact public safety.

Policy TC-2.6 Safe Routes to School (SR2S). Establish a Safe Routes to School program in collaboration with the school districts and private schools that identifies and promotes suggested routes to school and incentivizes students and parents to use alternative transportation modes for school commutes.

Goal TC-3 Encourage slower vehicle speeds and discourage cut-through traffic along City roadways, especially within residential neighborhoods and along freeway bypass routes.

Policy TC-3.1 Residential Streets. Prioritize traffic calming improvements and enforcement efforts along residential roadways that have recurring cut-through traffic or excessive speeding.

Policy TC-3.2 Arterial and Collector Streets. Minimize opportunities for regionally generated cut-through vehicle travel in the city as part of new roadway projects or projects within public roadways.

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Policy TC-3.3 Vehicle Traffic Calming Devices. Consider traffic calming devices such as lane narrowing, widening medians, neighborhood traffic circles, roundabouts, and landscaping to discourage cut-through vehicle traffic.

Policy TC-3.4 Alternative Methods to Prevent Cut-Through Vehicle Traffic. Consider the use of alternative street surfacing materials, traffic diverters, special designs, and stop signs to prevent cut-through traffic on residential streets.

Policy TC-3.5 Monument Triangle Congestion. Support the reconfiguration of the Monument Triangle circulation network and to improve vehicle, pedestrian, and bicycle safety while reducing congestion anticipated from future development.

Policy TC-3.6 School Area Congestion. Work with the Mount Diablo Unified School District, private schools, and Diablo Valley College to address traffic speeds and congestion near schools and on key access routes.

Goal TC-5 Support a vibrant, walkable environment that encourages alternative (non-driving) modes of transportation.

Policy TC-5.1 Evaluate Multi-modal Facility Needs. Evaluate the needs of transit, bicycle, and pedestrian facilities and/or access for new development as part of the review process, and require new development to incorporate transit, bicycle, and pedestrian access where feasible and appropriate, consistent with the Circulation Element and the Bicycle and Pedestrian Master Plan (when adopted).

Policy TC-5.3. Mobility Technology Support. Identify and implement technology that supports walking, biking, commuting, and other alternative transportation modes within the City including infrastructure that supports micro mobility use within the City.

Goal TC-8 Encourage the development of a comprehensive and integrated transportation network with infrastructure and design features that allow safe and convenient travel along and across streets for all users, including pedestrians, bicyclists, persons with disabilities, motorists, movers of commercial goods, users and operators of public transportation, seniors, youth, and families.

Policy TC-8.1 Complete Streets Principles. Apply complete streets principles when building new, or rehabilitating existing, roadways, consider the following design elements:
 Sidewalks and curbs as a standard design principle.
 Bicycle lanes and/or shared lanes as a standard design principle.  Transit accessibility as a standard design principle.  Shade trees and planting strips as a standard design principle along roadways.

Policy TC-8.2 Review for Complete Streets. Review street reconstruction, new development, and utility projects to incorporate complete street elements when feasible, including trails, bus stop enhancements, and bicycle/pedestrian facilities.

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Policy TC-8.3 Regional Complete Streets Planning. Coordinate internally and with other agencies to plan for the provision of complete streets regionally.

Policy TC-8.4 Multi-Modal Roadways. Consider the needs of vehicles, bicycle, and pedestrians on all city roadways and facilities.

Policy TC-8.5 Reduce Vehicle Speeds. Support the reduction of vehicle speeds using engineering and design techniques, community education, and evaluation and planning strategies rather than relying solely on enforcement.

Policy TC-8.6 Wide Sidewalks for Shared Use. Provide wide sidewalks to allow shared use by pedestrians, bicyclists, and non-motorized modes of transportation as directed by the City Engineer.

Policy TC-8.7 Limit Roadway Widening. Limit roadway widening and prioritize bicycle and pedestrian facility improvements within the right of way to increase roadway capacity that does not conflict with emergency access requirements.

Policy TC-8.11 Traffic Safety Corridors. Identify Traffic Safety Corridors along Suggested Routes to School and protected residential neighborhoods as allowed through California Assembly Bill 43 – Traffic Safety to establish lower speed streets to improve bicycle and pedestrian safety.

Goal TC-9 Prioritize a safe and connected pedestrian network for users of all ages and abilities Policy TC-9.1 Pedestrian Safety. Maintain and upgrade the City’s pedestrian system by installing or upgrading sidewalks, warning devices, crosswalks, and other pedestrian aids where appropriate, including particular consideration for the needs of users of all ages and abilities.

Policy TC-9.3 Enhance Pedestrian Crossings. Enhance pedestrian crossings on all arterial and collector roadways.

Policy TC-9.4 Sidewalk Maintenance. Maintain existing sidewalk to meet ADA requirements, including removal or relocation of objects obstructing pedestrian path and installation of wider or detached sidewalks with a buffer separation from vehicular traffic, where feasible.

Policy TC-9.5 Sidewalk Guidelines and Standards. Establish sidewalk standards and guidelines for enhancing existing sidewalk and installation of new sidewalks.

Policy TC-9.6 Planning for Pedestrian Improvements. Ensure all planning processes, such as PUD Concept Plans, master plans and specific plans, identify areas where pedestrian improvements can be made, such as new connections, increased sidewalk width, improved crosswalks, improved lighting, and new street furniture.

Policy TC-9.7 Enhance Street Lighting. Enhance street lighting to provide for better pedestrian safety.

Goal TC-10 Provide well-designed and well-maintained off-street paths and trails.

Policy TC-10.2 Safe and Interconnected Trails. Work with other responsible/owner agencies to ensure the trails system is designed to be safe and interconnected,

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incorporating on-street connections where needed, designed for pedestrians and/or bicyclists, and consistent with other relevant plans.

Policy TC-10.3 Safe Trail Crossings. Provide safe trail crossings at surface streets for all nonmotorized users. This requires the installation of signs, striping, pavement markings, and actuated traffic control devices, where applicable.

Goal TC-11 Increase the number of bicycle and pedestrian trips by users of all ages and abilities.

Policy TC-11.1 Bicycle and Pedestrian Network. Support a network of safe and comfortable bikeway and pedestrian facilities connecting neighborhoods and destinations in Pleasant Hill and adjacent jurisdictions.

Policy TC-11.2 Street Design. Require street cross-sections to accommodate bicyclists, micromobility users, and pedestrians.

Policy TC-11.3 Protected Bicycle Facilities. Consider incorporating protected bicycle and pedestrian facilities in higher density land use areas and along major transportation corridors to the greatest extent feasible.

Goal TC-12 Strive to eliminate all fatal and serious injury bicycle and pedestrian related crashes.

Policy TC-12.1 Collision Database. Create a traffic count data and collision database and work with applicable City departments and law enforcement to map collision data for identifying problem areas.

Policy TC-12.2 Design Standards. Support design upgrades to bicycle and pedestrian facilities to increase connectivity and safety citywide.

Policy TC-12.3 Bicycle and Pedestrian Education. Support bicycle and pedestrian safety education in all Pleasant Hill schools. Continue to support Safe Routes to Schools programs to address pedestrian and bicycle safety.

Policy TC-12.4 Safe Routes to School (SR2S). Support Safe Routes to School infrastructure and education & encouragement programs to address and enhance pedestrian and bicycle safety. Develop Suggested Route to School maps for Pleasant Hill schools to help prioritize infrastructure improvements along routes supporting student commutes.