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TABLE 1 <br /> ASSUMPTIONS OF TRAFFIC MODEL RUNS <br /> <br /> Existing Plus Approved Existing Plus Approved <br /> 2010 2025 <br />Pleasanton Existing development plus projects with Existing development plus projects with <br />Land Use development approval development approval <br /> Buildout according to existing General Plan <br />Dublin/Livermore MTC-projected Year 2010 development <br />Land Use intensities <br />Regional Traffic MTC-approved Year 2010 development/traffic MTC-projected Year 2025 development/traffic <br />Pleasanton Existing plus new streets built by new Existing plus new streets built by new <br />Street Network development and CIP-fundcd development and CIP-funded <br />Valley Dublin Boulevard extended to El Charro Road Dublin Boulevard extended to Livermore; Lack <br />Street Network London Boulevard extended to El Charro Road <br /> Existing 1-580; Existing 1-680; widened <br /> El Charro interchange at 1-580, Isabel Avenue In addition to 2010 improvements, a new <br /> widened to four lanes from 1-580 to Ruby Hill eastbound 1-580 high-occupancy <br />Highway Drive, and new Isabel Avenue interchange at vehicle (HOV) lane from Santa Rita Road to <br />Street Network 1-580; Highway 84, still two lanes south of Greenville Road is assumed. <br /> Vineyard Avenue, but with Pigeon Pass <br /> improvements including truck climbing lanes <br /> <br /> All of the traffic expected during the morning and evening hours does not fit on to the <br /> regional and local street network assumed to be in place. As a result, motorists change their <br /> driving habits and travel before or after the peak hour and, as a result, the peak hours extend <br /> or spread. The traffic model takes this peak-hour spreading into account. <br /> <br /> Table 2 shows the assumed peak-hour spreading. The Demand-Based Trips in the Table is <br /> the amount of trips expected on the roadways if there were no constraints such as regional <br /> bottlenecks like the Altamont Pass and the Sunol Grade, and the Model-Run Trips are the <br /> trips expected with traffic constraints. The difference between the two numbers is the <br /> amount of trips which are "spread" outside the peak hours. The Table shows that 23 percent <br /> of the anticipated trips from Non-Pleasanton to Pleasanton destinations move to non-peak <br /> hours in the morning. <br /> <br /> SR05:135 <br /> Page 3 <br /> <br /> <br />