04 ATTACHMENT 2 - Laserfiche WebLink

DRAFT local roadways by discouraging exiting and re-entering from the regional system as well as by improving flow on the regional system. Even with ramp metering, several of the intersections adjacent to local interchanges are approaching capacity. Several non-interchange intersections are also approaching or are at capacity. The increase in traffic at these locations is not due solely to regional traffic on the Pleasanton street network, but instead is at least partially the result of growth and development within the City. Roadway improvements which would increase capacity are planned and should generally be constructed concurrently with development to properly support the increased traffic demand. Project developers would typically be required to improve intersections in proximity to their developments which become congested due to project traffic, and would pay Traffic Impact Fees to the City to help fund other roadway improvements for intersections needing mitigation. In some cases, the City may require a developer to construct an improvement and establish a reimbursement mechanism for subsequent development which would benefit from that improvement. The reimbursement would be based on the developers pro rata share of evening peak hour trips. Traffic volumes are measured in terms of Average Daily Traffic (ADT) and peak-hour volumes. Average Daily Traffic is defined as the total number of cars passing over a segment of roadway, in both directions, on an average day. Peak-hour traffic is defined as the total number of cars passing over a roadway segment during the busiest hour of the morning or afternoon on an average day. Regional roadway congestion has extended the peak periods in Pleasanton beyond one hour and they now occur from 7:30 a.m. to 9 a.m. and from 4 p.m. to 6 p.m. Peak periods typically constitute eight to twelve percent of Average Daily Traffic (ADT) volume, as listed on Table 3-6. Table 3-3, above, defines the range of levels of service and describes the resulting effects on traffic congestion. As can be seen from Table 3-6, the largest volume roadway segments in Pleasanton are on the major arterials approaching the interstate freeway system. Figure 3-3 and Figure 3-4 show existing morning and evening peak-hour traffic volumes, respectively. Approximately 80 percent of Pleasanton jobs are performed by workers who reside outside of Pleasanton.2 Conversely, approximately 70 percent of Pleasanton residents work outside of Pleasanton. This dynamic results in the majority of Pleasanton's workforce leaving the City in the morning, and being replaced by the working population. This is reversed ui the afternoon commute, creating significant trips on the arterial system going to and from the freeways. 2 City of Pleasanton, 2006 Employee and Resident Transportation Survey, November 2006. Circvlalion Element 012908 clean 3- ~ 2 City Council 012908