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Six scenarios were analyzed and discussed last week. The three land use options modeled were both with and without the Stoneridge Drive extension and the City Council selected a preferred land use plan or the Consensus Preferred Plan, which locates the additional residential units at both BART stations, it counts some of the Staples Ranch senior units under the cap, includes units for East Pleasanton, adds some units to the Kottinger Place senior development and in the downtown. The Dispersed Growth Option was similar to the Consensus Preferred Plan, but puts more residential in the East Pleasanton area. For the Concentrated Residential/Transit Oriented Development (TOD) Mixed Use, most of the additional residential units are added at the existing BART station and at the new BART station. Ms. Stern said the assumptions for East Pleasanton are placeholders and actual development would be determined by a specific plan, per Council’s request. Staff also looked at a further variation for the Transit Oriented Development scenario. There have been a number of studies that have looked at traffic advantages of locating housing and jobs adjacent to transit. The model was run twice; first looking at it using the Institute of Transportation Engineers Generation Rates which are the standard rates and do not take into account any of the potential advantages of having that kind of mixed use development and have a higher estimate of trips. Then using Modified Traffic Generation Rates based on studies of similar types of development adjacent to transit. Staff found that generation rates are generally lower in those areas because if a person lives adjacent to transit or BART, they are more likely to take that. After running the model twice they found that citywide, because of the large total number of trips, there were no great differences in delay or traffic volumes between the two scenarios; however, they feel they could have an impact to the project level on a small scale. Mike Tassano, Deputy Director of Public Works/Transportation, said he received several questions at the conclusion of the joint workshop as well as several over the last week. He said many questions were very specific and were addressed immediately. He discussed and addressed the following general questions received last week: 1) What is the definition of cut-through traffic? Cut-through traffic is “any vehicle that does not start or end a trip in Pleasanton, but drives on Pleasanton streets.” Examples: A trip going from Fremont to Tracy driving on City streets is cut through traffic. If the same vehicle stops at a store in Pleasanton, it is not cut- through traffic because they have a destination within Pleasanton. Another example: A trip going from Hayward to Pleasanton for a person who lives near Santa Rita Road. If they take Santa Rita Road exit to get home, this is not cut-through traffic. If that same vehicle takes Foothill exit and drives along surface streets to get to their home on Santa Rita, this is not cut-through traffic. A Hacienda employee going home is not cut-through traffic. A Pleasanton resident leaves their home, gets on the arterial roadway network, gets off of it, drives through a residential street to get to a grocery store; this is not cut- through traffic. He said it does identify a problem within their arterial roadway network that they need to address, but they would not call it cut-through traffic. City Council Minutes 5 May 1, 2007