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Mr. Swift said one can actually count the number of cars for existing development. In existing plus approved models, there is a combination of data to determine traffic volumes. Ms. McGovern noted staff was using an estimate of 93% occupancy, yet the current figures are 83%. That is a ten percent difference and she was unclear how the traffic model is configured. Mr. Swift said the occupancy figure has changed over the years, but the 93% was determined to be the best figure to use. In the future if the occupancy were reduced to 85%, then the traffic model would be adjusted accordingly and it would show less traffic to and from the city during peak hours. Ms. Roberts referred to the new Table 10 and felt it was a better illustration of what is built and approved but not built. 3. Meetin,q Open to the Public Brad Hirst, 1811 Santa Rita Road, said when cimulation is increased, congestion is decreased. Conversely, when you restrict circulation, congestion is increased. The greatest example of that was in the early 1980s, eastbound traffic used Old Stanley Road to go east to Livermore and then Valley Avenue was extended to Stanley. Traffic on Old Stanley was about 28,000 cars per day and when Valley Avenue was extended it was estimated that traffic would drop 50%. In fact, it dropped over 65%. In the early 1980s there was traffic southbound on Santa Rita trying to go east on Old Stanley backed up past Amador Valley High School. That is a classic example of what happens when circulation is increased. Also by increasing circulation when Valley Avenue was extended westward from Hopyard to Bernal, then the traffic that wanted to go southbound to 1-680 did not have to go through downtown anymore. That is another example where increased circulation reduced congestion. He previously requested a definition of cut through traffic and still hoped that would occur soon. He also requested that landscaping be preserved on the major arteries such as Santa Rita, Hopyard, Valley and Bernal Avenue. He also requested that the West Las Positas interchange and the Stoneridge Drive extension be kept in the General Plan. He believed that if Stoneridge were extended to El Charro and El Charro were extended to Stanley Boulevard; the traffic congestion at Santa Rita and Valley would be reduced substantially. He noted it is 1.3 miles from Santa Rita to the east end of Stoneridge. That is a cul-de-sac that serves the homes, the schools and a park. If a developer wanted to create a 1.3-mile cul-de-sac, the Planning Director would not accept it. Regarding the West Las Positas interchange, the city started a study in 1996 and no better alternative was found. The city has never looked at an interchange design for that area where freeway traffic could not access the neighborhoods. He felt that was worth reviewing. There is an opportunity for a win/win/win. First, the city could not build the Stoneridge extension and the West Las Positas interchange. Second, it could be left in the General Plan for the future. In the year 2025, he felt all the possible traffic circulation methods would be needed. Third, Council can work with the state legislators Joint Workshop City Council and Planning Commission 8 03/22/05