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Table 1: Proposed Project Trip Generation Results <br /> Morning Peak Hou Evening Peak Hour <br /> Use Employees Daily <br /> In Out Total In Out Total <br /> Office' 735 2410 226 46 272 59 235 294 <br /> Research& 643 2.110 235 91 326 47 296 - <br /> Development <br /> Light Industrial3 43 1213 17 4 21 4 16 _C <br /> Truck Trip 20 2 2 4 - _ 4 <br /> Transit Reduction (140) (161 (3; :19) ;3) (16) (19) <br /> Total Project Trips 4.520 464 143 634 109 523 632 <br /> Less Existing Land Use` 1,840 (32: (24; ;56) (113) (119) (?17y <br /> Net-New Project Trips 3,680 432 116 548 -4 404 4011 <br /> Notes <br /> 1. Baser on mp Generocon 113'Edition)trip generation rates for lard use 710.General Office. <br /> a Based on Tri Generation(10'Edition)trip generation rates for lard use 760.Research and Development. <br /> 3. Based on Trip C-.eneracrn j1,7'Edition)trip generation rates for lard use 110.General Light Industrial <br /> 4. Based on Mode Split of Light Industrial Sites across California.Fehr&Peers 2020 <br /> 5. Based on driveway towns✓corducted corcidrrentty with intersection traffic counts in March 2019 <br /> Source:Fehr&Peers,2021 <br /> Proposed project trip distribution refers to the directions of approach and departure vehicles <br /> would take to access and leave the subject site. The proposed project trip distribution was <br /> estimated based on a select zone analysis using the City of Pleasanton traffic model, proposed <br /> project subject site access, existing traffic count data, existing travel patterns, and the location <br /> of complementary land uses. The resulting trip distribution is shown in Figure 13. Proposed <br /> project trip assignment refers to proposed project trip loading on specific roadway segments <br /> and intersection turning movements in the study area. Sixteen intersections were analyzed as <br /> they provide access to the subject site and are likely to be affected by the proposed project <br /> based on the number of trips the project adds to the intersections. <br /> To assess the proposed project's consistency with the City's General Plan policies, level of <br /> service and queuing assessments were undertaken. While the proposed project would not <br /> degrade any intersection beyond established levels of service standards (LOS D or better) <br /> operating at prior to the addition of proposed project traffic, the traffic study and staff are <br /> recommending conditions of approval/mitigation measures requiring the applicant to construct <br /> the following off-site improvements to ensure the local roadway network continues to operate <br /> at acceptable levels of service as prescribed by the General Plan: <br /> Phase 1 <br /> • Construct a westbound bike facility along the property frontage adjacent to Stoneridge <br /> Drive. <br /> • Construct a Class IV facility along the property frontage adjacent to Stoneridge Mall Road <br /> (north).4 <br /> • Construct a mixed-use path along the east side of the property. <br /> i As noted,the site plan shows a shared bicycle/pedestrian path to the north side of Building I; it remains the City's <br /> preference to construct a Class IV cycle-track(on-street, two-way bicycle facility)along the project frontage. However,the <br /> City Traffic Engineer has determined the applicant's proposal would be an acceptable alternative(subject to approval of <br /> detailed design)if site conditions are determined to make construction of the cycle track infeasible. <br /> PUD-139 and P20-0973, 10x Genomics, Inc. Planning Commission <br /> 22 of 32 <br />20 of 32 <br /> Traffic and Circulation <br /> Vehicular access to the subject site would be provided from three existing driveways (one on <br /> Stoneridge Mall Road (Phases 2/3), one on Stoneridge Mall Road (ring road) (Phase I), and <br /> one on Springdale Avenue (Phase I and primary)). <br /> PUD-139 and P20-0973, 10x Genomics, Inc. Planning Commission <br /> 19 of 32 <br /><br />