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Table 15 <br />Ci ,tywide Change in Vehicle Miles Traveled if the Dublin Canyon Road Widening <br /> <br />Were Removed from the General Plan Roadway Network <br /> <br /> Evening Peak Hour Traffic <br /> Local Collector Minor Major <br />Trip Purpose Streets Streets Arterials Arterials Total <br /> <br />Home / Work 0 0 0 -16 -16 <br />Home / School 0 0 0 0 0 <br />Home / Shop / Social / Recreation 0 0 9 -10 0 <br />Not to / from Home 0 0 6 -7 -2 <br /> <br />Miles Traveled <br />Miles Traveled <br />Miles Traveled <br />Miles Traveled <br /> <br />Total 0 0 15 -33 - 18 Miles Traveled <br />Evening Cut-through traffic 0 0 -8 1 -7 Miles Traveled <br /> <br />Evening Peak Hour Cut-through Traffic <br />The 1996 General Plan Roadway Network Model projects that about 240 cut-through vehicles <br />use this roadway during the evening peak hour. Most of this traffic is westbound out of the <br />City. Since the total change in traffic volume on Dublin Canyon Road west of Laurel Creek <br />Drive is only 10 cars with the road widening, this roadway widening would have an <br />insignificant impact on the number of cut-through vehicles in the City. <br /> <br />Evening Peak Hour Congestion Levels <br />At the 135 study intersections, traffic volumes collectively decrease by about 73 vehicles per <br />hour (VPH) during the evening peak hour when the Dublin Canyon Road widening is removed <br />from the 1996 General Plan Roadway Network. Traffic collectively decreases by about 17 VPH <br />at the 37 intersections in the City with 35 seconds or more of average delay, and decreases by <br />about 55 VPH at the 98 other study intersections when the road widening is removed from the <br />network. <br /> <br />Due to the number of possible roadway alternative combinations, the resulting LOS calculations <br />will be performed based on future traffic model runs based on a more refined roadway network <br />alternatives combination. The above traffic increases or decreases may occur on non-critical <br />approaches to many intersections and have little impact on congestion at the intersections. <br /> <br />5. Vineyard Avenue Widenin~ (StriDing) East of Bernal Avenue <br /> <br />Proposed Widening/History <br /> <br />The 1996 General Plan Roadway Network assumed that Vineyard Avenue would be a 4-lane <br />divided road from Bernal Avenue to a point 4,000 feet east of Bernal Avenue. The General <br />Plan also assumed significant widening of Bernal Avenue at Vineyard Avenue that would <br />increase the capacity of the intersection. The City has re-striped this wide section of Vineyard <br /> <br />SR 05:027 <br />Page 49 <br /> <br /> <br />