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Wayne Rasmussen July 25, 2013 Page 5 of 11 Option 6 would generate the most daily external vehicle trips and would result in the most trips with origins and destinations in EPSP (internal trips). This high number of internal trips and corresponding transit/walk/bike trips is due to the high number of dwelling units on site and adjacent office/industrial land use. This option (and Option 4) would likely have the highest impact to off-site intersections and roadway segment operations. Option 4 would generate the most peak hour trips and has the most non-residential development of the four land use options. With the large amount of industrial land area, truck traffic through the EPSP area could be the highest with Option 4 depending on the types of industrial land uses that are permitted. This option would likely have similar impacts to intersections and roadway segment operations external to the site as Option 6. Options 1 and 5 have similar trip generating characteristics, and would both generate fewer external trips than Options 4 and 6. Option 5 would generate a higher percentage of internal trips than Option 1 due to its more balanced land use plan between residential and non- residential uses. COMPARISON TO HOUSING ELEMENT ANALYSIS The level of development in the EPSP area contemplated in the HE EIR analysis included approximately 900 dwelling units, and over 3,500,000 square-feet of non-residential development, including research and development, retail and industrial park development. Daily trip generation for the EPSP area under the HE analysis was approximately 35,000 daily trips, including 5,000 morning peak hour trips and 4,900 PM peak hour trips. This level of daily and peak hour trip generation is higher than the four EPSP alternatives currently under consideration, as shown on Table 2. The HE transportation analysis evaluated morning and evening peak hour operations at 33 intersections in Pleasanton, including roadway connections from the EPSP area to the regional roadway system and numerous intersections on Santa Rita Road and Valley Avenue. Results of that analysis indicate that with planned development and roadway improvements, intersections