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Pleasanton Commuter Trip Distribution 2003 Pleasanton Commute Survey as well as the Census Journey to work has been incorporated into the traffic forecast model. This data is used to ensure that the forecasting model route the appropriate proportion of Pleasanton resident commuters to the job locations in and outside of Pleasanton as well as those commuters to Pleasanton as identified in the surveys. Use of this survey data better guides the traffic forecast model in projecting Pleasanton Gateway traffic patterns. In previous versions of the City of Pleasant on travel demand model, all TAZs within the City of Pleasanton were factored to reflect similar commute patterns, regardless of where the TAZ was located. This current version of the travel demand model factors commute trips by Census Tract as well as overall to more accurately reflect travel to and from different parts of the City. The results of the model distribution validation are shown in the following tables. Overall Citvwide Work Trio Distribution Baseline Baseline Baseline Employee 2006 Model Resident 2006 Model All Work Trios 2006 Model Survey Attractions Survey Productions Pleasanton 1 18.2% 20.8% 28.2% 32.4% Dublin 2 3.4% 5.1% 5.5% 5.0% Livermore 3,9 20.0% 24.1% 6.0% 13.0% 1-580 West 4 20.7% 17.5% 18.8% 15.6% 1-580 East 5,8 14.0% 10.7% 0.8% 0.7% 1-680 North 6,10,11 15.8% 15.2% 14.2% 10.1% 1-680 South 7,12 7.9% 6.7% 22.5% 18.2% BART 13 0.0% 0.0% 4.0% 5.0% 100.0% 100.0% 100.0% 100.0% H 'nd B' PrkWrkT' aCIe a uSlness a 0 nps Baseline Hacienda CTPP Tract 2006 Model Business Park 450722 Attractions P1easanton 16.4% 17.5% Dublin 4.6% 5.8% Livermore 10.0% 14.4% 1-580 West 31.4% 27.3% 1-580 East 9.4% 7.2% 1-680 North 23.0% 23.2% 1-680 South 5.3% 4.5% BART NA NA 100.0% 100.0% Turning Movement Forecasts The approach volume estimates produced by the traffic forecasting model are saved for each study intersection in the City. Working from existing traffic counts and turning movement patterns, a "Furness" process is then used to growth factor existing turning movement counts at each intersection to produce future turning movements at each intersection. This procedure first adjusts the model predicted intersection approach volumes for any remaining differences between the validated model and the actual Year 2000 turning counts. The corrected approach volume forecasts are then used to growth factor up the Year 2000 turning count. A Furness balancing process is then used to make sure that the model predicted approach volumes (after correction) are preserved in the new turning movement forecast. The analyst reviews these forecasts and manually intervenes where the Furness process yields unrealistic results (manual intervention is typically required where the street configuration has changed between when the actual count was made and the future year of the model run). City of Pleasanton Travel Demand Forecasting and Micro-Simulation Models Page 13 January 23,2007