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Page 3 of 7 In addition to existing traffic volumes, and contribution of project-specific traffic, the study also evaluates two future time-frames. The approximate future times include 5 years (denoted as “approved”) and 20 years (often called the “buildout” or “cumulative” scenario). The Approved time frame takes into future growth in the City and surrounding community, adding vehicle trips to the traffic model that will be produced by projects that have received approval but are not yet constructed. The buildout time frame uses the assumed future buildout of the general plan and adds vehicle trips associated with those future developments. As such the model accounts both for existing uses, and uses not constructed at the time traffic counts were taken, but expected to come on line and be operating. Traffic signal evaluation: The traffic study evaluated conditions with the addition of project traffic for existing traffic volumes, approved traffic volumes and buildout traffic volumes at five intersections in the vicinity of the project site. • Hopyard Road at Valley Avenue • Hopyard Road & South Valley Trails Drive • Hopyard Road & North Valley Trails Drive • Hopyard Road & West Las Positas Boulevard • South Valley Trails Drive at the project Site Entrance Of these intersections, the closest intersection to the project, South Valley Trails at Hopyard, had the greatest potential for project-related impacts. Within the intersection, the critical movement on South Valley Trails is the eastbound (EB) left turn with approximately 100 total left turns from Valley Trails Drive onto Hopyard Road in the busiest hour (AM peak hour). Traffic signals in the City of Pleasanton run on a 2-minute cycle. A 2-minute cycle means that all traffic movements are served in 2 minutes. There are 30 2-minute cycles in 1 hour. Pre-pandemic there were about 100 eastbound left turns from Valley Trails South in the AM peak hour. This averages to 3.33 vehicles per cycle – in “real” terms, 3-4 left turns made per cycle. To evaluate the impact of the development, a traffic micro-simulation model is used. The model uses existing traffic volumes and existing signal timing to calculate baseline intersection levels of service. The proposed development traffic volumes are then added to the micro- simulation model and the levels of service are recalculated with the new traffic volumes. Using the critical EB left turn as an example, the modeling reflects the following key inputs and outputs: • The eastbound left turn from South Valley Trails averages 3 to 4 vehicles per cycle. • 31 vehicles are projected to leave the development in the AM peak. o The 31 vehicles are added to the eastbound lanes of the intersection. (this is a conservative evaluation, as not all of the exiting vehicles will want to make a left turn onto northbound Hopyard).