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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. He reviewed volume maps of the model, looked at some general flow characteristics, summarized some of the cut-through traffic and started to whittle down and look at volumes on some of the key roadways and compare the level of service and delay. The model was preformed for each land use at both AM and PM at build-out. The model ran each with everything but the Stoneridge Drive extension then connected it and ran each model again to include all four land uses with AM and PM with Stoneridge Drive connected. The result was a generation of 16 different maps showing all volumes on each roadway of the city and thickness of lines was a general representation of the volume on each roadway. It was clear that the maps did show Stoneridge Drive extension as changing traffic patterns and the land not changing patterns. He presented some general flow characteristics with and without the extension, AM and PM flow pattern changes, and areas of increased and decreased traffic. He said the map does not give a strong and complete overview or understanding of what the cut-through looks like, so staff looked at three different roadway segments to see what the external traffic or cut-through traffic was. They looked at Stoneridge west of El Charro, Valley east of Santa Rita Road and Stanley west of El Charro. They first started without Stoneridge Drive to see what the percentage of cut-through traffic was at build-out and found that the volume on Valley Avenue in the morning was 3,000 vehicles. About 7% of that 3,000 was cut-through traffic; in the PM there was 3,900 vehicles or 7.4% as cut-through traffic. For Stanley Boulevard, there were 4,600 vehicles in the AM; or 43% as cut- through traffic; in the PM there was 5,200 vehicles or 21% as cut-through traffic. He indicated with the Stoneridge Drive extension at build-out, the volumes on Stoneridge Drive; 2,300 vehicles in the AM or 13% as cut-through traffic; 3,370 vehicles in the PM or 7.92% as cut-through, totaling 5,600 vehicles with an average cut-through percentage of 10% AM/PM. The volume on Valley Avenue decreases some with about the same number of cut-through trips in the PM there are 3,340 vehicles or 5.2% as cut-through and the percentage essentially stays the same based on AM/PM. The volume on Stanley Boulevard increases slightly by about 50 vehicles as well as a percentage increase to 44%--in the PM there are 4,950 vehicles or 22% as cut-through, for a total of 9,600 vehicles with the percentage staying the same for AM/PM. He said the 10% they saw on Stoneridge Drive was at built-out conditions, assuming I-580 eastbound HOV and some other regional improvements have been completed. Mr. Tassano said they did not run their Pleasanton traffic model for an existing condition today. They have run the model in the past using the Triangle model which is slightly different in how it defines trips and demands, and they found that 50%, if built tomorrow, would be cut-through traffic on that roadway. So, in their presentation they have a range of 10% build-out under an ideal situation to 50% if built today. They also chose 12 roadway sections to look at the change in volume with and without Stoneridge Drive. They found in some locations AM volume differences they had significantly changed, but in other areas like Hopyard Road at I-580 had a change of only 20 vehicles with or Workshop Minutes 3 April 24, 2007