URBAN HABITAT - Laserfiche WebLink

2. Work Program • The inability to segregate transportation emissions into through vehicle trips compared to more localized trips. This issue is particularly important when there are nearby roadways that carry high numbers of long- distance commute trips such as lnterstates 580 and 680. A recent study conducted by Fehr & Peers also documented the amount of through traffic on commute corridors through the City, which can be a significant portion of the total traffic for some routes. Inclusion of through vehicle trips in a community's greenhouse gas (GHG) inventory unfairly captures carbon emissions for which that community is not responsible. • Current inventory methods for transportation GHG, such as ICLEI, may not identify all of the prospective strategies that communities might choose from to address their reduction goals. • The inability to test alternative strategies using analytical tools. For example, many CAPs indicate that land use strategies (increasing density, increasing mixed -use development, etc.) can be an effective tool for addressing GHG. However, this determination is often based on a cursory assessment without using local data. • The lack of reasonableness checks to determine if the analysis tool is providing appropriate VMT estimates. For example, we would recommend that the CAP documentation provide some information on the Countywide or Regional VMT estimates to determine if the citywide estimate (regardless of the source) is at an appropriate level of magnitude. The ICLEI Inventory for Pleasanton relies on a generalized model with data Information developed through traffic demand provided by CalTrans and the MTC for VMT data, and vehicle type modeling can also be used by percentages provided by the BAAQMD. For the City of Pleasanton, ESA Pleasanton to apply for recommends pursuing an approach that uses as much quantitative data and Proposition 84 Grant Funds. analysis as possible. In this particular case, there are two options: the City of These funds can be used Pleasanton travel model or the Alameda County Congestion Management towards the refinement of the transportation assessment Agency Travel Demand Model (ACCMA Model). Early in the project, the included in the CAP, as the ESA team will discuss with the City the modeling options available and intent of Proposition 84 collaborate with them in deciding whether the local or regional model would funding is to support the data be preferable for this particular application. Fehr & Peers will use the gathering and model selected model to develop transportation- related data, particularly estimates development necessary to comply with SB 375 and of vehicle miles traveled (VMT) for existing conditions and compare the promote the objectives of the results to the baseline data already developed for the City by others. VMT is Strategic Growth Council. an important value since most transportation emissions are calculated based Applications for local on the VMT generated. govemments are expected to be available in early 2010, Fehr & Peers will conduct preliminary diagnostic testing of the selected with funds allocated by July - _ 2010. forecasting tool to determine the model's sensitivity to various potential changes. We anticipate that no more than 5 model runs would be required to 2-6 City of Pleasanton Climate Action Plan