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without Stoneridge. Hacienda also had a change of only 20 vehicles; Santa Rita Road shows 500 increased vehicles; Stoneridge Drive west of El Charro had 1,670 additional vehicles. Stanley Boulevard west of El Charro had 50 additional vehicles. Also presented were minimal changes involving Valley west of Busch, Santa Rita north of Valley, Sunol east of I-680, Bernal east of I-680, West Las Positas east of I-680, Stoneridge east of I-680, and others which were contained in the staff report. He said Hacienda in the PM has a reduction of 630 vehicles with Stoneridge Drive extension at build-out; Santa Rita south of I-580 had a reduction of 530 vehicles; increase of 2,300 vehicles on Stoneridge Drive; Stanley Boulevard west of El Charro decreased by 270 vehicles; Valley Avenue west of Busch decreased by 550 vehicles; and the remainder were minor changes. They took the intersection level of service for each of the volume maps and included in attachments. It was clear that there were some small variations when changing the land use, but they were very minor. There were more significant changes with the Stoneridge Drive extension compared to without the extension. Overall, they found 21 different intersections where the level of service fell below Level of Service D at build-out. Nine of them were downtown exempt and 12 of the same intersections required additional mitigations with or without Stoneridge Drive. The Stoneridge Drive extension also includes the need for 3 new traffic signals on Stoneridge Drive at Newton, at Guzman and at Trevor. In summary, Mr. Tassano noted the same five broad conclusions as stated previously; 1) at build-out there is very little difference in traffic volume in looking at the three land use plans; 2) there is little difference in traffic volumes and delay between the transit oriented development scenarios; 3) they found that the extension at build-out does result in a re-distribution of traffic; 4) the extension increases the number of vehicles on Stoneridge Drive; and 5) it reduces peak hour volumes and cut-through trips on various routes at build-out. Mayor Hosterman requested comments from the Planning Commissioners and Councilmembers. Planning Commissioner Anne Fox, said her questions were general and did not relate to Stoneridge Drive, noting her conflict of interest due to the location of her residence. She said the latest MTC PDM I-580 report has Hopyard to El Charro as having 4,320 hours of delay per thth day during the PM hour. In 2000, it was ranked 13 worst for gridlock, in 2001, the 5 worst, and ndrd during the last 3 years, it has been 2 and 3. She noted that the EIR prepared for the old IKEA in Dublin showed that if Dublin and Pleasanton built arterials to the north and to the south of that, I-580 would decrease from Service Level F to E. So, asked what the actual volume of vehicles was that go through that particular segment of I-580 in the PM, and depending upon what roadway interchange is built or not, what additional traffic would come off of I-580 through Pleasanton or Dublin and what proportion would each get. Mr. Tassano said at build-out, given proposed improvements in the model, they are experiencing Service Level F conditions on the freeway. In fact, they are worse than what is seen now, there are longer segments, there is an increase in the westbound direction in the PM that extends back to Hopyard, making it very difficult to get on the freeway and head toward Castro Valley. The congestion is more significant at those locations. They now have a fixed ramp metering rate so that whoever comes off, when they get back on, they are only allowing those 600 or 450 vehicles per hour to get back on the freeway system. So, more people are not Workshop Minutes 4 April 24, 2007