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Tri-Valley Tramportation Plan/Action Plan Update velopment pattern is impossible to serve thoroughly with transit, given realistic funding expectations. Plan Overview The TVT AC used the policy direction to create a set of actions comprising an integrated plan. The transportation plan comprises enhancement to roadway capacity coupled with increased transit service, control of demand (growth management and TDM), and accep- tance of congestion in locations where it cannot be avoided. The plan is financially con- strained in that it includes only elements that are already funded, likely to be funded given extension of federal and State programs. or fundable by new development at an affordable level. Chapter 8 describes the financing plan. The following sections provide an overview of the plan. ROAD IMPROVEMENTS The plan includes many improvement projects for freeways, interchanges, arterials, and intersections. These are all based on the reality of gateway constraints. Gateway Constraints Analysis of alternatives through the planning process showed that the TVTC's best interests would not be served by widening any of the gateways for single- occupant vehicles leading into the area. The gateways include 1-680 north and south, 1-580 east and west, Crow Canyon Road to Castro Valley, and Vasco Road. Widening of these gateways would leave the freeways congested, lead to more through traffic, and increase traffic volumes on other Tri.valley roads. This is true because of the Tri-Valley's strategic location between San Joaquin County and the Bay Area and also between Central and Eastern Contra Costa County and Santa Clara County. The implication of gateway constraints for roadway planning is that the interior freeways and arterials should be sized to handle only what traffic can get through the gateways. Thus, the plan recognizes that congestion will occur for several hours each weekday at the gateways, but this will have the positive effect of metering single-occupant vehicle travel to and from the area. Within the Tri-Valley area, the road system is designed to function with these gateways constrained to minimize congestion. The roadway plan, when combined with a balance between jobs and housing and given expected financial constraints and fore- cast travel demands, produces the best conditions to be reasonably expected. The reasons behind the gateway constraint concept are different for different gateways, as discussed below. Page 14 18 April 2000