13 ATTACHMENT 11 - Laserfiche WebLink

Josh Pack F P November 10, 2009 Page2of8 FINK & PIERS ,RANSPOk!M OX (GM5Ul,.x,S north and left-in /right -in /left- out/right -out access to the site); signalization of the Bernal Avenue /I- 680 SB Ramp, and conversion of the eastbound right -turn only lane to a shared through -right lane at the Bernal Avenue/Valley Avenue intersection. No modifications to the Bernal Avenue /I- 680 NB Ramp intersection were assumed. As the Proposed Project would generate significantly less traffic than the combined retail /office project, the need for the second receiving lane on the 1 -680 northbound on -ramp would be eliminated based on the intersection levels of service results. However, there would be some periodic vehicle queue spillback on Bernal Avenue. The effects of vehicle queue spillback and lane changing maneuvers can be partially mitigated through signal timing and additional signage to direct vehicles to the proper lane; however, the construction of a second receiving lane on the northbound 1 -680 on -ramp and conversion of a westbound through lane to a through -right shared lane would minimize many of the Bernal Avenue corridor operational deficiencies. Although this improvement is not required on opening day of the Gateway Retail Center, the Project Applicant and the City should begin discussions with Caltrans to implement this improvement. The remainder of this memorandum presents the updated trip generation, trip distribution, analysis method and results, and conclusions. TRIP GENERATION Trip generation was calculated for the Proposed Project using the same trip generation rates and equations as presented in the June 2009 report. After accounting for pass -by trips, the Proposed Project is expected to generate 6,990 daily trips, 320 AM peak -hour and 683 PM peak -hour trips, which is a significant reduction over the project analyzed in the June 2009 Study, representing a 74% reduction in AM peak hour trip generation and a 58% reduction in PM peak hour trip generation. TRIP DISTRIBUTION AND TRAFFIC FORECASTS Updated project trip distribution was' determined through a select zone analysis of the City of Pleasanton Travel Demand Model. Similar to the June 2009 Study, separate AM and PM peak - hour trip distribution percentages were developed to reflect the different routes and trip ends at varying times of day. The updated project distribution is shown graphically on Figure 1, and compared to the trip generation presented in the June 2009 Study in Table 2. As shown in Table 2, the Proposed Project trip distribution does not vary by more than 2 percent for most locations, although a shift from regional trips to local trips was observed. These variations are consistent with the land use changes, which would indicate that a retail development would serve more local needs than regional needs; therefore a greater proportion of traffic would be local traffic. The office portion of the prior project was anticipated to draw employees from the tri- valley region and beyond, as Pleasanton is a regional employment center, and removal of this land use significantly decreases project traffic on Stanley Boulevard and 1- 680, both regional commuter routes.