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Page 4 of 7 o With 30 cycles in an hour, the project is anticipated to add one vehicle per cycle. The addition of one vehicle to the EB left turn does not alter the intersection’s level of service. The same conclusion is reached for all other turning movements. This intersection currently operates at LOS B, and with the addition of the project’s traffic, would continue to operate at LOS B. Similar evaluations were completed at each of the study intersections, and in all cases the increment of project-related traffic had negligible effects on intersection operating conditions and delay, such that the Level of Service would not be altered or reduced below the General Plan’s acceptable LOS D. Traffic Queue Analysis: While not identified as a standard in the City’s General Plan, staff reviews if an impact will occur with the change in vehicle queues. The approximate length of space occupied per vehicle waiting at a traffic signal is 25 feet. Using the previous example of 3-4 vehicles queuing to make an eastbound left turn. South Valley Trails eastbound left turn experiences an average queue during the peak hour of 75 to 100 feet. The proposed driveway nearest to Hopyard Road is located 110 feet from the intersection. With the added volume from the proposed development, there could be short periods of time where the driveway closest to Hopyard Road is blocked. The queue would restrict access into the first driveway. It is important to note that the 3 to 4 vehicle queue is present during the AM peak; at this time there would only be a small number of vehicles wanting to enter the proposed development (10 entering vehicles in the AM peak hour); and, some of these vehicles could choose to enter the site via the westerly driveway. It is not anticipated that the queues will impede traffic flow; however, a “keep clear” legend and/or left turn restriction into the proposed development could be used to address any queue related Issue. Access to/from Hopyard Road. In response to public comments, the Planning Commission asked if consideration could be given to providing an access from the project directly on to Hopyard Road, versus having both driveways exit onto South Valley Trails. In short, this option cannot be considered because Program 3.2 of the City of Pleasanton’s General Plan prohibits the addition of private driveways on arterials. In this context a private driveway is considered any direct access from private property onto an arterial street. The reason for this prohibition is to limit the number of uncontrolled conflict points along the arterial roadway network. Allowing access directly from the proposed development onto Hopyard Road would create a situation where project vehicles leaving in the peak hour would need to find an acceptable gap in traffic with an average southbound volume of more than 1800 vehicles per hour. This volume of traffic provides very few acceptable gaps to make a right turn.