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In mornings with this interchange, traffic shifts from Stoneridge, Hopyard, Valley, Bernal, and Foothill to the West Las Positas - 1-680 route. Total miles traveled on City streets would decrease, as would total hours traveled, particularly if ramp metering's desired goal of fixing ramp capacity to local-originating trips is achieved. The westbound to southbound cnt-through routes from Hacienda and Santa Rita at 1-580 which are projected to exit the City at Bernal could switch to the West Las Positas interchange. If Stoneridge were extended, regional cut-through trips would likely increase in total, and some would be attracted to this interchange. In afternoons, the interchange would function in the reverse as for morning traffic. The impact of regional cut-through traffic at this interchange and on local City streets leading to and from it is a function of future street network assumptions as well as assumed ramp metering. A 1-580 / 1-680 westbound-to-southbound fly-over could eliminate much of the cut-through traffic found in North Pleasanton, and a West Las Positas interchange makes likely modifications at the Stoneridge interchange which are likely to accompany such a fly-over project more palatable. The Stoneridge extension is a key variable, with both its design and timing vis h vis any improvements on Hwy. 84 key to how regional cut-through traffic may use the West Las Positas interchange. The effects of an interchange at West Las Positas are found throughout the City; their magnitudes are a function of many other factors acting in concert with the interchange. The Alternative C model run shows volumes and intersection LOS for this one variation. To identify the individual effects on different routes would require analysis of this model run which has not yet been done. Staff suggests this type of analysis be performed on subsequent model runs when the rest of the circulation network has been tentatively decided upon. 7