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Existing Transportation Con~tions - trip-msldng and encourage alternatives to. driving alone during peak hours. Typical incentives include ridesharing-matching services, preferential parkdng for carpools, and flexible or staggered work hours. - Existing Mode Split The mode split for commute trips in the Tri-Valley area in 1990 was estdmated using the Tri-Valley Transportation Model. The existing estimated mode split is 79 percent drive-alone trips, 17 percent carpools, and 4 percent tr_.nsit trips. This calculates to an average vehicle ridership of 1.15 persons per car for peak-hour commute trips. Driveway counts done by the City of Pleasanton in the Hacienda Business Park indicate an average vehicle occupancy of 1.12, which supports the calculations of the model. Existing Trovel Potterns The Tri-Valley presently has about 11,000 more employed residents than local jobs (see Table 2-5). Hence, it is an area of net out-commuting. However, even areas with a perfect job-housing balance experience out-commuting by some residents and in- commuting by others. Figure 2-6 shows that 58 percent of total PM peak-hour trips in Tri-Valley involve internal trips, 20 percent are external to internal (out-commuters returning home), 20 percent are internal to external (in-commuters leaving their jobs), and 2 percent are through trips. 'Internal" trips are defined as those with both trip ends in the Tri- Valley. For persons working in Tri-Valley but living elsewhere the m~jor residence locations are other Contra Costa County cities and other Alameda County cities. Also, 17 percent live in the Central Valley. For Tri-Valley residents that work elsewhere, the major destinations are again other Alameda County cities and other Contra Costa County dties. Table 2-5 Jobs-Housing Balance Employed Residents 122,882 Jobs 111,651 Source: ABAG 'Projections 90. - Barton-Aschman Associates, Inc. 36