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Plan Alternatives The reduced growth scenario was shown, however, to have a profound effect on tr~c levels on the arterial system. The TAC concluded that congestion on the arterial system could be controlled through growth management, even though congestion on the freeway system could not. Plan Evolution The TVTAC oudlned four alternatives for consideration by the TVTC (see Table 64). These were combinations of various elements discussed and tested throughout the plan evolution. These four alternatives were presented to the individual coun~]s of each city and the boards of the two counties. These elected representatives provided input as to which plan elements should be pursued further. Table 6-5 shows the composite of positions taken by each body. The TVTAC interpretation of the policy direction was as follows: 1. Road Improvements. Pursue the mn~im,m nmount of improvement within the limits of physical feasibility, but keep the regional impact fee within the $1,000- $2,000 per dwelling ,mlt range. Thi-~ was thought to be the highest politically feasible subregional tm~c impact fee. 2. Transit Improvements. Provide tr-n-~it options in the well-travelled corridors, but recognize that trnn~it c~nnot carry a significant mode share given the suburban land use pattern of the area. 3. Higher Densities. The benefit of higher densities from a trnn~portation perspective is that trnn-~it can be a more effective alternative to driving. There was some interest in changing development patterns to increase overall densities, especially in transit corridors. Recently approved sped_ '6c p]~n.~ for East Dublin and North Livemore create some higher-density areas. Densities necessary to suppert significant tr~n-~it usage need to be at least 15 dwe11ing units per acre. 4. Growth Management. The TVTC agreed to proceed with a specific growth man- agement study to resolve projected TSO deficiencies at 11 intersections and to define equitable sharing of the burden. 5. Reduced LOS Standards. These were considered c.n!~- for the freeway system in locations where through tr~fSc made achievement of TSOs impossible for the TVTC to achieve. V~hile demand vol-,~es could not be accommodated, r~mp metefig would allow a~-hlevement of CMP-m~,~dated levels of service on the freeways. Reduced LOS sf_.nndnrcls were also c~n..idered for arterials as part of the strategy for resolving TSO violations, as discussed on page 237 of the Plan. 6. TDM Measures. The need for re~ll.tically achievable ridesharing goals was reco~,ni~ecL However, the TVTC is not in favor of simply assuming away problems. They also are not in favor of aggressive program-- such as paid paring. Barton-Aschman Associates, inc. 119