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Plan Alternatives The reduced growth scenario was shown, however, to have a profound effect on tmmc levels on the ar~rial system. The TAC concluded that congestion on the arterial system could be controlled through growth management, even though congestion on the freeway system could not. Plan Evolution The TVTAC outlined four alternatives for consideration by the TVTC (see Table 6-4). These were combinations of various elements discussed and tested throughout the plan evolution. These four alternatives were presented to the individual councils of each city and the boards of the two counties. These elected representatives provided input as to which plan elements should be pursued further. Table 6-5 shows the composite of positions taken by each body. The TVTAC interpretation of the policy direction was as follows: 1. Road Improvements. Pursue the maxlrn,rn amount of improvement within the limits of physical feasibility, but keep the regional impact fee within the $1,000- $2,000 per dwelling unit range. This was thought to be the highest politically feasible subregional traffic impact fee. 2. Transit Improvements. Provide transit options in the well-travelled corridors, but recognize that transit cennot carry a significant mode share given the suburban land use pattern of the area. 3. Higher Densities. The benefit of higher densities from a transportation perspective is that transit can be a more effective alternative to driving. There was some interest in changing development patterns to increase overall densities, especially in transit corridorS. Recently approved specific plans for East Dublin and North Livemore create some higher-density areas. Densities necessary to support significant transit usage need to be at least 15 dwelling units per acre. 4 Growth Management ~^J"^';^-- ~ ..... .,~..n~^~ +~, .....~. on1 n ........:J^.^J ,^ ~,^ ~ 1~+ ..... + ~ .... x,:^,~_,, m~n,; ..... :n^ 1^^^~ ...... t, ...... ,1,^, C~iC: WaG c':^,,fi=5!c. The TVTC agreed to proceed with a specific growth management study to resolve prQiected TSO deficiencies at ~1 i~tersections and to define equitable sharing of the burden. 5. Reduced LOS Standards. These were considered only for the freeway system in locations where through traffic made achievement of TSOs impossible for the TVTC to achieve. While demand vol,mes could not be accommodated, r~mp metefig would allow achievement of CMP-mandated levels of service on the freeways. Barton-Aschman Associates, Inc. 119