SR 05:240 - Laserfiche WebLink

· Retain the controlled gateways into the Th-Valley - without the regulating effects of the capacity constraints at the Altamont Pass, Vasco Road, 1-680, Dublin Grade, and Sunol Grade, any improvement to Tri-Valley road capacity would be negated. Tri-Valley projected growth by itself outpaces any planned regional network improvements. · Consider measures which foster through traffic movement on freeways rather than accommodation of local trips - this is a departure from past City traffic planning which used freeways for every local trip feasible. These measures may take the form of supporting ramp metering, creation of local routes for in-Tri-Valley trips, and elimination of merging bottlenecks which impede through traffic flow. · Consider measures which increase in-Tri-Valley capacity. Foremost among these would be widening Highway 84 southerly of Vineyard Ave. and providing sufficient merge capacity at 1-680 at the southerly end and 1-580 at the northerly end. Capacity increases for 1-580, 1-680, and the 1-580/1-680 interchange should also be considered. · Consider support for BART extension to Livermore and/or other transit options to move long-distance commuters off the freeways within the Th-Valley. · Consider supporting initiatives designed to encourage businesses to hire locally. · Consider support for local initiatives to encourage car-pooling, van-pooling, flexible work hours, parking management, and other such measures which reduce total peak hour freeway travel. · Consider support for a regional street network which avoids bottlenecks. Examples include the Vasco Rd-Highway 84 "jog" along 1-580 rather than linking these routes through North Livermore. · Consider land use measures locally and within the region which move jobs to housing growth areas and, where reasonable in areas with excess jobs, to add housing, in order to better balance jobs-housing ratios and reduce inter-region commutes. Any additional housing should be designed to match local worker needs, not long-distance commuters. Measures to increase delay on local arterials which serve as regional cut-through routes minimize the benefit of cutting-through and to return such drivers to the regional network. Pleasanton has experimented with these measures with mixed results. The Vineyard Ave. signal delay at westbound Vineyard Ave.-Ruby Hill has minimized morning cut-through using this route. Its success is no doubt related to the few city users of this portion of Vineyard Ave. (and somewhat by the improved traffic at the Sunol Grade). This artificial constraint has been retained in the modeling done for this update. Artificial delay on eastbound Sunol Blvd. had a different result, and it was discontinued after a trial run. It first caused interruption to flows on 1-680 due to off-ramp back-up, then caused delays for some local users which were found to be unacceptable. The concept, however, was shown to work, and cut-through traffic diminished. The Sunol metering took place on the most heavily used regional cut-through route, with about 65 percent of traffic being cut-through at the time. Only this route is projected to have this high a percentage of regional cut-through traffic in the future, so inducing delay on other routes would impact far more local traffic than regional cut-through. 16