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04 ATTACHMENT 3
City of Pleasanton
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04 ATTACHMENT 3
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1/23/2008 4:56:38 PM
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CITY CLERK
CITY CLERK - TYPE
STAFF REPORTS
DOCUMENT DATE
1/29/2008
DESTRUCT DATE
15 Y
DOCUMENT NO
04 ATTACHMENT 3
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DRAFT 3. Circulation Element <br />In February 2002, Caltrans completed the I-680 to I-580 southbound to eastbound flyover, which <br />alleviated a previous bottleneck and safety concern. Its construction increased the capacity through <br />the interchange but also has created additional vehicular demand on I-580. In the evening~eak hour, <br />the existing four-lane eastbound I-580 is unable to accommodate this additional traffic, resulting in <br />more congestion throughout the corridor. This congestion has started to spill back onto the I-680 <br />corridor to a point where the congestion now extends both the morning and evening commute <br />periods well beyond one hour. <br />The congestion of the regional traffic system impacts Pleasanton's local roadway circulation. As the <br />freeway system becomes congested, motorists search for faster routes, such as using local roadways to <br />bypass the freeway congestion. The result is additional vehicles in the Pleasanton circulation network <br />with non-Pleasanton destinations and origins. This is most readily apparent at the local freeway <br />interchanges. In ~une 2003, the City of Pleasanton in conjunction with Caltrans and the City of <br />Dublin installed eastbound ramp metering at the Hopyard Road, Hacienda Drive, and Santa Rita Road <br />interchanges. Metering of vehicles attempts to limit the number of vehicles taking regional trips on <br />local roadways by discouraging exiting and re-entering from the regional system as well as by <br />improving flow on the regional system. Even with ramp metering, several of the intersections adjacent <br />to local interchanges are approaching capac~ty. <br />Several non-interchange intersections are also approaching or are at capacity. The increase in traffic at <br />these locations is not due solely to regional traffic on the Pleasanton street network, but instead is at <br />least partially the result of growth and development within the City. Roadway improvements which <br />would increase capacity are planned and should generally be constructed concurrently with <br />development to properly support the increased traffic demand. Project developers would typically be <br />reduired to improve intersections in proximity to their developments which become congested due to <br />project traffic, and would pay Traffic Impact Fees to the City to help fund other roadway <br />improvements for intersections needing mitigation. In some cases, the City may reduire a developer to <br />construct an improvement and establish a reimbursement mechanism for subseduent development <br />which would benefit from that improvement. The reimbursement would be based on the developers <br />pro rata share of eveningpeak hour trips. <br />Traffic volumes are measured in terms of Average Daily Traffic (ADT) and peak=hour volumes. <br />Average Daily Traffic is defined as the total number of cars passing over a segment of roadway, in <br />both directions, on an average day. Peak-hour traffic is defined as the total number of cars passing <br />over a roadway segment during the busiest hour of the morning or afternoon on an average day. <br />Regional roadway congestion has extended the peak periods in Pleasanton beyond one hour and they <br />now occur from 7:30 a.m. to 9 a.m. and from 4 p.m. to 6 p.m. <br />Circulation Element 012908 redline .~- I ~ City Council Ol 29 08 <br />
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