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Stoneridge Drive interchanges on 1-680; the Hopyard Road and Hacienda Drive <br />interchanges on 1-580; and Foothill Road in the afternoon peak hour. In the <br />morning, regional cut-through traffic most heavily impacts westbound to <br />southbound routes, including Stanley to Sunol, 1-680, Pleasanton-Sunol Road, and <br />Foothill Road southbound; Santa Rita Road to Bernal Avenue; and Hacienda Drive <br />to Stoneridge Drive. Eastbound morning cra-through traft~c is generally limited to <br />Sunol-First-Stanley and Dublin Canyon-Foothill to reach 1-580. Options for <br />dealing with regional cut-through focus on improving regional facility capacity (e.g. <br />1-580, 1-680, Highway 84), limiting entry, and adding delay on cut-through routes. <br /> <br />City-based arterial cut through traffic is mainly due to traffic leaving 1-580 earlier <br />than desirable and using local arteries to reach destinations in the City. Measures to <br />deter this type of cut-through would focus on increasing freeway capacity or <br />providing auxiliary lanes for local traffic entering or leaving the freeway. <br /> <br />Neighborhood cut-through traffic is not easily identified by the traffic model but <br />has previously been identified on: Tawny-Touriga, Junipero-Independence, <br />Mohr/Morganfield-Kolln, Mohr-Greenwood, Black between Hopyard Road and <br />Santa Rita Road, Muirwood (South), and Pleasanton-West Angela/St. Mary, as well <br />as other routes. Policies to discourage neighborhood cut-through would include a <br />variety of neighborhood traffic calming measures and measures to keep traffic <br />moving on arterials. <br /> <br />The following page provides a brief overview of the traffic circulation conditions <br />that would occur in the Year 2025 for each Roadway Network Alternative, <br />assuming the "Existing Plus Approved" land use with regional buildout. The <br />findings for each Roadway Network Alternative would need to be recalculated if <br />additional development beyond this is added, or changes to the intersection and <br />roadway networks described in Appendices A and B are made. This information is <br />provided for use in comparing existing conditions to the circulation network <br />alternatives prepared. <br /> <br />2 <br /> <br /> <br />