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<br /> Brian Swift referred to the question about traffic fees that have been collected. He indicated <br /> there is a long list of projects for which fees are collected. The funds are generally spent as they are <br /> collected. If the circulation is changed to included new projects or remove old plans, there would be a <br /> recalculation of fees, but most likely there would not be any refunds. <br /> Mr. Arkin believed the Stone ridge extension was completely funded with development fees. <br /> Mr. Swift said the Stone ridge Drive Specific Plan contemplated that developers would build a <br /> four-lane road with improvements to EI Charro and then to 1-580. If the road were ever required to be <br /> expanded to six lanes, that would be a city-funded project. Traffic fees include the cost of widening <br /> Stone ridge from four to six lanes only. The development fees for the Specific Plan are for a number of <br /> things, not just the road extension. It includes a park among other things. <br /> Ann Fox questioned the definitions of cut-through traffic. Does regional cut-through traffic mean <br /> someone drives through Pleasanton and out, even if they stop for gas or other quick purchase? <br /> Mr. Iserson said that was correct. <br /> There was then discussion about what is local cut-through traffic. Basically, it is someone who <br /> drives to a destination in the city from another point in the city. Mr. Knowles explained how the model <br /> tracks traffic and how it can be used to view residential areas as well as regional traffic. <br /> Philip Blank asked what is split phasing, and why is it advantageous to eliminate it? <br /> Mr. Knowles cited the example of Stone ridge and Springdale, where northbound traffic goes <br /> then southbound traffic moves. At no time do they move at the same time. That is very inefficient, <br /> especially if there are pedestrians crossing separately in north and south crosswalks. Eliminating split <br /> phasing would be to provide left-turn traffic separately from through traffic moving concurrently, thus <br /> freeing more green time for the main street. <br /> Mr. Blank then asked about the large difference between AM regional cut-through traffic <br /> westbound and PM eastbound on figure 3 and figure 6. <br /> Mr. Knowles explained that these reflect what will be happening on Route 84 and 1-580 in the <br /> year 2025. Freeway volumes cannot get much more busy in peak directions, but when one looks at <br /> planned development, it is possible to get more clogged in the other direction. It is likely cut-through <br /> will begin in the opposite directions. This is important when talking about gateway constraints, <br /> metering, and other tools to deal with expected conditions. He also explained how the traffic model <br /> calculates travel speeds and times to determine whether traffic would go down First Street or up Bernal <br /> Avenue. <br /> Trish Maas asked for a review of EI Charro's role in alternatives A, B, and C and whether the <br /> widening was different. <br /> Mr. Iserson stated that in Alternative A, there is no extension of EI Charro. The EI Charro <br /> extension to Stanley is in both Alternatives Band C. <br /> Joint Workshop <br /> City Council/Planning Commission 2 08/30/05 <br />