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11 ATTACHMENTS 02-04
City of Pleasanton
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CITY CLERK
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2013
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101513
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11 ATTACHMENTS 02-04
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10/9/2013 4:21:34 PM
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10/9/2013 4:21:18 PM
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CITY CLERK
CITY CLERK - TYPE
AGENDA REPORT
DOCUMENT DATE
10/15/2013
DESTRUCT DATE
15Y
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Wayne Rasmussen <br /> July 25, 2013 <br /> /Jr <br /> Page 2 of 11 <br /> TABLE 1 <br /> LAND USE COMPARISON <br /> yam ,. r-. . 000yr, <br /> Single Family Households 500 641 715 1,352 <br /> (in dwelling units) <br /> Multi-Family Households <br /> 500 642 715 802 <br /> (in dwelling units) <br /> Retail(in square feet) 91,000 91,000 91,000 91,000 <br /> Office(in square feet) 442,000 442,000 442,000 442,000 <br /> Industrial On square feet) 1,442,000 2,296,000 1,148,000 1,148,000 <br /> Source: Comparative Land Use Inventory and Roadway Layout,East Pleasanton Specific Plan,lune 27,2013 <br /> TRIP GENERATION COMPARISON <br /> Traditional analysis methods commonly used by traffic engineers to quantify the vehicle trip <br /> making characteristics of development can overestimate vehicle trip generation of mixed-use <br /> development. This is due to an inability of traditional tools to accurately reflect the amount of <br /> internal trip linking or the level of trips made by transit, biking, and/or walking within and to a <br /> mixed-use site. This can result in increased development costs due to oversized infrastructure, <br /> and skewed public perception of the likely impacts of mixed-use development. The most <br /> common method used is outlined in the Institute of Transportation Engineers (ITE) Trip <br /> Generation Manual (9th Edition). This method contains data primarily collected at suburban, <br /> single-use, freestanding sites. This limits their applicability to mixed-use development, such as <br /> that proposed in the Specific Plan. This method does not adequately account for key variables <br /> that influence travel such as development density and scale, location efficiency, land use mix, <br /> urban design and transit orientation. <br />
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