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• Scenario 5: Far-Term (Cumulative) No Proposed Project Conditions — Projected traffic volumes and the projected roadway system using the City of Pleasanton Travel Demand Model. The traffic forecasts include approved projects from Scenario 3, in addition to build out of land uses consistent with the General Plan and adopted Housing Element. This scenario also includes the assumption of a redeveloped site consistent with the General Plan and as reflected in the City's travel demand model (164,000 square feet of retail). • Scenario 6: Far-Term (Cumulative) Proposed Project Conditions — Traffic volumes from Scenario 5 plus changes from development of the proposed project. To estimate the level of traffic that could be generated by the proposed project, trip generation estimates were developed based on trip generation rates presented in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition for general office, research and development and industrial uses. This is a standard reference used by jurisdictions throughout the country and is based on actual trip generation studies at numerous locations in areas of various populations. Rates based on square-footage and employees were reviewed, and trip generation rates based on the expected number of employees yielded a higher level of trip generation. To reflect the proposed project's proximity to the West Dublin/Pleasanton Bay Area Rapid Transit (BART) station, a transit trip reduction of three (3) percent was applied to account for trips that could be made to the subject site primarily by transit. While the ITE trip generation rates reflect some level of transit use, most of the trip generation studies were conducted in suburban locations with limited transit service, and the projects proximity (approximately a half mile) to high quality transit and the observed transit use of other major employers in the area is supportive of a three (3) percent transit reduction. This reflects the expected transit mode share without the implementation of transportation or parking demand management strategies. Additionally, the vehicle trips generated by existing uses on the subject site, eliminated with the proposed project, were factored into the trip generation for the analysis of the proposed project's effect on the existing transportation system as those trips were on the roadway network at the time traffic counts were collected for the site. Table 1 shows the trip generation results. At buildout, the proposed project is expected to generate approximately 4,520 daily vehicle trips, including 604 morning peak hour and 632 evening peak hour trips. However, not all these trips would be new to the roadway system. Accounting for the existing active uses (former commercial retail center) on the subject site at the time traffic counts were collected, the net- increase in vehicle traffic to the roadway system is expected to be 3,680 daily trips, including 548 morning peak hour and 400 evening peak hour trips. PUD-139 and P20-0973, 10x Genomics, Inc. Planning Commission 21 of 32 ns when it is determined that such improvements are necessary and are consistent with maintaining visual character, landscaping, and pedestrian amenities. PUD-139 and P20-0973, 10x Genomics, Inc. Planning Commission 20 of 32 Traffic and Circulation Vehicular access to the subject site would be provided from three existing driveways (one on Stoneridge Mall Road (Phases 2/3), one on Stoneridge Mall Road (ring road) (Phase I), and one on Springdale Avenue (Phase I and primary)). PUD-139 and P20-0973, 10x Genomics, Inc. Planning Commission 19 of 32