04 ATTACHMENT 3 - Laserfiche WebLink

DRAFT Future Traffic Model Runs 3. Circulation Element ..t T /lC Tl ___ ~e~r~ ,.L.,__ .. 'T'..1._l.. 2 v. ~~e'r In order to determine future traffic conditions, the traffic model integrated Lland_ use and transportation network changes proposed by the current General Plan T'I'able 3-7, above, shows the ~~•-'resulting levels of service~h~----- ~~ ''"°'~'~ 2 ^. Figure 3-7 illustrates tThe primary roadway improvements required to be added to the existing roadway network in order to maintain LOS D standards. Assuming these improvements are made prior to the generation of future traffic trips, all intersections within the Planning Area will be maintained within the City's standard of LOS D except for ~~the Downtown and gateway intersections , „~a ~~,... e__..~.... i,`T..,., c~......~ which are exempt from the LOS D standard. The traffic volumes and I/levels of Sservice resulting from buildout of all the land uses and improvement of all the roadway segments and intersections are discussed below. €u#ur~Buildout Traffic Conditions The Bay Area, especially the Tri-Valley and San ~oaquin Valley, is expected to grow substantially in the next ten years. Traffic volumes along I-580 and I-680 will increase substantially from a combination of development within Pleasanton and a greater increase in traffic from outlying areas. Figure 3-8 shows the morning and Figure 3-9 shows the evening buildout peak-hour traffic volumes. Year 2030 projections by the Metropolitan Transportation Commission indicate traffic will be near to exceeding capacity conditions along both the I-580 and I-680 freeways even with implementation of major planned improvements. To address the future traffic volume, the regional system will need to implement congestion-management tools and to make capacity enhancements that are not currently identified. Additional lanes such as High Occupancy Vehicle Lanes or High Occupancy Toll Lanes and auxiliary lanes will be required to meet the increase in demand. The region will need to continue the "gateway constraint" approach to limit the amount of through-traffic entering the Tri-Valley. "Gateway constraint" is similar to ramp metering, but on a regional level. The Altamont Pass currently serves as a constrained gateway limiting the number of vehicles that may enter the Tri-Valley from the San oaquin Valley. Without this constraint, increased congestion and more bottlenecks will form along the I-580 corridor in the Tri-Valley, Circulation Element 012908 redline 3-2I City Council Ol 29 OS