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Home My WebLink About6.4 TIF &AdminGuidelines CITY CLERK File # AGENDA STATEMENT CITY COUNCIL MEETING DATE: October 19,2004 PUBLIC HEARING: Adoption of a Downtown Traffic Impact Fee (TIF) and Administrative Guidelines Report Prepared by: Ray Kuzbari, Traffic Engineer SUBJECT: Resolution Establishing a Traffic Impact Fee for Future Developments Within the Downtown Area of Dublin, including the following exhibits to the Resolution: ATTACHMENTS: 1. Exhibit A: Exhibit B: Exhibit C: Exhibit D: Downtown Traffic Impact Fee Area Map Downtown Dublin Traffic Impact Fee Study Update Memorandum, Prepared by the City of Dublin Public Works Department, September 2004 (Exhibit B), together with Roadway Improvement Cost Estimate Summary (Attachment B-1) and Downtown Dublin Traffic Impact Fee Study, prepared by TJKM Transportation Consultants, dated November 7, 2002 (Attachment B-2) Downtown Traffic Impact Fee Improvements, Cost Estimates and Diagrams, Prepared by City of Dublin, July 2004 Downtown Traffic Impact Fee Schedule 2. Resolution Establishing Administrative Guidelines Related to Downtown Traffic Impact Fees, together with Exhibit A: Downtown Traffic Impact Fee Administrative Guidelines BACKGROUND DOCUMENTS: The following documents will be available at the City Council Meeting: a. General Plan b. Downtown Core Specific Plan c. West Dublin BART Specific Plan d. Village Parkway Specific Plan e. City Council Resolution No. 226-00, Adopting a Negative Declaration for the West Dublin BART Specific Plan, COPIES TO: - - - - - - - - - - - - - -... - - - - - - - - - - - - -- - - - - - - - - - - - - -- - - - - --- - - - - - -- - - - - -- G:\Downtown TIF\2004 Downtown TlFîFinal\staffreportßnal.DOC \ at l D ITEM NO. 6.4 Downtown Core Specific Plan, and the Village Parkway Specific Plan P A 99-054, P A 99-055, and P A 99-056 f. City Council Resolution No. 183-01, Adopting Amendment to the West Dublin BART Specific Plan for PA 01-024 g. Consultant's Report of the Transportation Impacts for the Proposed Village Parkway, Downtown Core, and West BART Station Specific Plans, prepared by Omni-Means Engineers and Planners, September 25,2000 h. Summary of Transportation Methodologies Used To Determine the Minimum and Maximum FAR for the Enea and Crown Properties Related to the Dublin Specific Plans, prepared by Omni-Means Engineers and Planners, September 5,2001 1. Daily and Peak Hour Vehicle Trips Related to an FAR of 1.0 for the Enea and Crown Properties, prepared by Omni-Means Engineers and Planners, September 17, 2001 ¿s 5. Open Public Hearing Receive Staff presentation and public testimony Close Public Hearing and deliberate Adopt Resolution Establishing a Traffic Impact Fee for Future Developments Within the Downtown Area of Dublin Adopt Resolution Establishing Administrative Guidelines Related to Downtown Traffic Impact Fees RECOMMENDATION: 1. 2. 3. 4. FINANCIAL STATEMENT: The Downtown TIP will be used to finance public facilities and improvements needed to mitigate traffic-related impacts caused by new development in Downtown Dublin. The total estimated cost of the improvements is $8,711,298 and the Fee has been sized to collect the unfunded cost of $5,292,278 based on projected new land uses in the Downtown Area. DESCRIPTION: Existinl! Traffic Impact Fees The City of Dublin has three existing traffic impact fees. The Eastern Dublin Traffic Impact Fee applies to new development in the Eastern Dublin General Plan and Specific Plan area and funds improvements needed for development in this Plan area. The Freeway Interchange Fee also applies only to development in Eastern Dublin. The third traffic impact fee, the Tri-Valley Transportation Development Fee, funds regional traffic improvements and applies Citywide. Since the City's incorporation in 1982, development in the City not within the eastern Dublin area has paid for its share of impacts on local roads on a project-by-project basis, based on a traffic impact study for each particular development. The City has used this methodology to collect traffic mitigation contributions from developers to help finance future roadway improvements in order to accommodate development in Downtown Dublin. However, this approach does not offer a City-adopted program 2 tft! D designed to insure uniformity and adequacy of the fee to fund improvements without being challenged or negotiated by developers. It is recommended that a Downtown TIP program be adopted to accomplish the following: 1. Streamline the process (including time and cost) to identify traffic impacts for individual development projects by eliminating the need to conduct an extensive traffic study for each particular development. 2. Provide an equitable fee system that distributes the cost of improvements evenly among all developments based on adopted fee guidelines and trip generation rates. 3. Insure that the fee has been sized to collect the unfunded cost of the necessary improvements to support additional trips from new development. Authoritv to Adopt Fee The City may impose impact fees by virtue of its authority under Article XI, section 7 of the California Constitution, in the manner provided by Chapter 5 of Division 1 of the Government Code, commencing with section 66000 ("AB 1600"). In addition, Chapter 7.82 of the Dublin Municipal Code provides the authority for adoption of a traffic impact fee by resolution. These fees must have a reasonable connection (nexus) to the impacts created by new development. The City's General Plan contemplates that new development will pay for transportation infrastructure required to serve such new development (General Plan, Chapter 5.7 ("Financing Road Improvements"». Proposed Downtown TIF The Downtown TIP is proposed as a mechanism to fund roadway and other improvements needed to accommodate anticipated traffic increases due to growth in the Downtown Area. The Fee would be applied to new development in all areas west of Dougherty Road and the Iron Horse Trail referred to in this report as the "Downtown Area" (as shown on the map of the "Downtown Area" in Exhibit A to the Resolution establishing the Downtown TIP). New development will include both new construction and additions to existing buildings (e.g., building expansion), or changes in land uses without construction as long as a discretionary approval (Site Development Review, Conditional Use Permit, Tentative Map, Rezoning, Specific Plan Amendment, General Plan Amendment) is required and the proposed use will result in an increase in traffic over existing traffic conditions. However, there is a minimum threshold for the Fee to be applicable, discussed below. Use of Fee revenues will be restricted to specific improvements within the Downtown Area. The availability of existing or anticipated funds from other sources has been considered in determining the amount ofthe Fee. The City Council has adopted three specific plans for areas within the Downtown Area of Dublin: the Downtown Core Specific Plan, the West Dublin BART Specific Plan, and the Village Parkway Specific Plan. The City Council has also approved an amendment to the West Dublin BART Specific Plan to include the Enea Property and the Crown Chevrolet Property. Land uses allowed under these specific plans, and in other areas of the City west of Dougherty Road/Iron Horse Trail, will generate additional traffic that cannot be accommodated by the existing roadway system. A Downtown Dublin Traffic Impact Fee study ("TIP Study") was prepared by TJKM Transportation Consultants, dated November 7, 2002. The TIP Study calculates expected traffic increases, compares new traffic volumes against the capacity of the roadway system, and determines improvements necessary to 3tJblD provide sufficient increases in capacity and safety to accommodate the increased traffic in the Downtown Area. Because the TIP Study is two years old, Public Works Staff prepared a Study Update Memorandum ("Memorandum"), dated September 2004, to update the land use assumptions, daily trip estimates from potential developments, roadway improvement cost estimates, and Fee calculations of the TIP Study. The results of the Memorandum analysis and the TIP Study are attached as Exhibit B and Attachment B-2 to Exhibit B, respectively, to the Downtown TIP Resolution. The Memorandum lists specific development sites within the Downtown Area for which developments have been proposed (e.g., approved but unbuilt or pending developments), or for which future development is likely to occur, based on the adopted General Plan and Specific Plan land uses (Memorandum, Table B-2). Six sites or areas are listed that Staff believes are likely to develop within the next ten years. In addition, development could occur at other, unspecified locations within the Downtown Area under the General Plan and, hence, trips from these "unspecified locations" are included on Table B-2 of the Memorandum. Development on "unspecified locations" could occur in the form of new construction, additional construction or building expansion, or changes in existing land uses/tenants requiring discretionary action for approval. Staff estimates that development at unspecified locations could generate as much as 15% of the total estimated trips for the six specific development sites, based on commercial expansion potentials that exist in certain parts of the Downtown Area. This agenda statement includes a more detailed discussion of the application of the Fee to new development below ("Application of the TIP to Development"). The expected increase in traffic for each specific development site and for unspecified locations of development (until buildout) was then calculated. The expected traffic increase is listed in Table B-2 of the Memorandum. Two of the specific developments listed on Table B-2 (7197 Village Parkway and Valley Christian Center Expansion) have been approved and conditioned to pay the applicable Downtown Traffic Impact Fee at the time of issuance of the building permit(s). Net daily trips at buildout of all potential developments in the Downtown Area listed on Table B-2 are estimated at 38,885 trips per day. The Memorandum considers the incremental increase in traffic above traffic generated by existing uses. This net daily trip estimate from potential developments is higher than the TIP Study's estimate of27,712 daily trips due to reasons eXplained in the Memorandum. The TIP Study lists levels of service (LOS) at intersections within the Downtown Area, based on both existing traffic and increased traffic levels due to the new development in the area. LOS calculations are consistent with an analysis of downtown intersections contained in the Consultant's Report of the Transportation Impacts for the Proposed Village Parkway. Downtown Core. and West BART Station Specific Plans, prepared by Omni-Means Engineers and Planners, September 25, 2000, and the supplemental traffic analyses for the Amendment to the West Dublin BART Specific Plan, listed as items (h) and (i) in the Background Documents section of this report. The Memorandum provided an updated LOS analysis for buildout conditions at three critical intersections: Dublin Boulevard/Dougherty Road, Dublin Boulevard/Amador Plaza Road and Dublin Boulevard/San Ramon Road. A detailed discussion of this analysis update is provided in Exhibit B to the Downtown TIP Resolution. In order to maintain post-development LOS levels of "D" or better, as required by Guiding Policies E and F of the Circulation and Scenic Highways Element of the City's General Plan, it is necessary to implement six (6) roadway improvement projects (see the chart on Page 5 of this report). At buildout, the intersection of Dougherty Road/Dublin Boulevard is expected to operate worse than LOS D, even with the planned improvements. Additional improvements to reduce the intersection impacts to 4ðèHJ an acceptable LOS (D or better) would require adding a fourth northbound left-turn lane and other improvements. Allowing four lanes of traffic to perform a left-turn movement simultaneously would raise major safety concerns. In addition, these additional improvements to reduce this impact are not feasible given the physical constraints at the Dougherty Road/Dublin Boulevard intersection. Adjacent properties to the intersection are either built out or are approved by the City Council for development, and efforts are now being made to acquire additional right-of-way to implement the planned improvements in the near future as a Capital Improvement Program (CIP) project. The City will monitor the intersection of Dougherty Road/Dublin Boulevard for peak hour volumes on a periodic basis and continue to obtain updated volume forecasts for future horizon years (i.e., at 5-year intervals between Years 2010 and 2025). Such monitoring will be done to assist the City in complying with General Plan Policies requiring implementation of transportation measures to improve levels of service. In addition, current and future phases of the 1-580 Smart Corridor Project (i.e., state-of-the-art systems deployment for traffic monitoring, incident management, and regional traffic coordination among the cities of Dublin, Livermore and Pleasanton, Alameda County, and Caltrans) would likely relieve some congestion at the Dougherty Road/Dublin Boulevard intersection through ITS (Intelligent Transportation Systems) measures and discourage traffic from diverting off the freeway due to congestion or incidents. City Staff prepared a report entitled, "Downtown Traffic Impact Fee Improvements, Cost Estimates and Diagrams," dated July 2004 ("Report"), which is attached as Exhibit C to the Downtown TIP Resolution. The Report estimates the cost of constructing the traffic improvements in 2004 dollars. The six projects and corresponding cost ofthose improvements are summarized below. 1) St. Patrick Way Extension, Easterly 400' Segment 2) Golden Gate Drive Widening, Two to Four Lanes, Dublin Blvd. to West BART Station 3) Dublin Boulevard/Golden Gate Drive Intersection Improvements 4) Dublin Boulevard/Amador Plaza Road Intersection Improvements 5) Dublin Boulevard/Dougherty Road Intersection Improvements 6) San Ramon Road/Dublin Boulevard Intersection Improvements $1,587,921 $2,773,285 $520,546 $1,182,241 $1,593,885 $1,003,420 rrOTAL In addition to the above TIP improvement costs, it is estimated that the City's cost to update the Downtown TIP at the appropriate time in the future is $50,000 in 2004 dollars, which brings the total cost of improvements to $8,711,298. The City will incorporate the above Downtown TIP improvement projects into its annually-adopted long-term CIP. When those improvements are included in the CIP, residential development will be required to pay the TIP at the issuance of building permits. Under State law, until those improvements funded by the TIP are included in the CIP, residential development cannot be required to pay the TIP until the issuance of the Certificate of Occupancy. 5(ÒlD The City has accumulated traffic mitigation contributions from a number of development projects, which will be utilized to construct certain portions of the above improvements. In addition, the current five-year CIP allocates outside funding sources to several of these projects. The specific sources of funds, which can be applied to the above list of projects, are shown below and also listed in Table B-3 of the Memorandum, based on information obtained from the City's Finance Division. The total available funding for the six projects is $3,419,020, which reduces the total unfunded cost of the projects from $8,711,298 to $5,292,278. The Fee is calculated to generate the unfunded portion ofthese costs. Exhibit D to the Downtown TIP Resolution lists the recommended weekday trip generation rates for non- residential land uses and Fee amounts for residential units at various density levels. The Director of Public Works shall determine the estimated weekday vehicle trip generation rate for any use not specifically listed on Exhibit D. The proposed Fee is $136 per daily trip as calculated in Table B-4 of the Memorandum. This Fee is approximately 25% of the Eastern Dublin TIP of $549 per daily trip. Adoption of the Fee is consistent with the General Plan and the applicable Specific Plans. The proposed Downtown TIP program will distribute the unfunded cost of roadway improvements evenly among all development projects by assessing a fair-share contribution of the cost in proportion to each project's daily trip generation. Application of the TIF to Development In order to comply with constitutional and statutory provisions applicable to development impact fees such as the Downtown TIP, all development within the Downtown Area that may result in a significant increase in traffic levels must be considered in the calculation of the amount of the proposed TIP. As such, in addition to calculating the increased traffic from the six sites that are specifically identified (see Memorandum, Table B-2), Staff estimated that there will also be development on other unspecified locations within the Downtown Area, which will create additional trips (identified as "unspecified locations" on Table B-2). All new development - whether on the six identified sites or on unspecified locations within the Downtown Area - that involve land use and/or tenant changes and require discretionary action for approval will be subject to the Downtown TIP, but only if the new use would result in a net increase of 100 trips or more during the AM or PM peak hour. This threshold is typically indicative of whether a proposed project is expected to have significant traffic impacts on adjacent intersections, and is commonly used by local and congestion management agencies in the Bay Area as a criterion for initial traffic review analysis. A detailed procedure for imposing the Downtown TIP on land use changes is listed in the next section of this report. In general, land use development - whether on the six identified sites or on the unspecified locations in the Downtown Area - can be classified into two separate categories. The following discussion explains 6 66't! how Staff would apply Exhibit D of the Downtown TIP Resolution to both categories of new development: (1) Stand-Alone Development consists of an individual building constructed on a separate parcel of land for utilization by a single use and designed with separate access and parking areas. Examples of this type of development include stand-alone restaurants, retail stores, recreational facilities, hotels, etc. The appropriate individual trip generation rate shall apply for the particular use, as listed on Exhibit D of the Downtown TIP Resolution, or as determined by the Public Works Director if the use is not specifically listed on Exhibit D. Staff recommends that any development involving land use/tenant changes on a stand-alone site, which is currently occupied or has been vacant for three years or less from the time a proposal is filed with the City to change the land use, receive trip "credit" for the trips associated with the existing or most recent use. In general, traffic volumes and patterns in urban or suburban areas where development potentials exist, such as in Dublin, tend to change significantly approximately every three years in response to new development and regional travel shifts. As a result, it is appropriate to use three years as the threshold for considering trip credit for vacant sites, as outlined in the Downtown TIP Resolution. (2) Integrated Development consists of multiple uses contained within shared building space or integrated commercial centers. Examples ofthis type of development include the following: (a) Standard Commercial Office. A standard commercial office building houses multiple tenants such as professional services, insurance companies, investment brokers, banks or savings & loan institutions, non-urgent care medical offices, restaurants or cafeterias, retail stores, and recreational facilities. A uniform trip generation rate for Standard Commercial Office shall apply to this type of development, except for uses not listed in the preceding sentence, which shall be subject to the appropriate individual trip rate. (b) Shopping Center. A shopping center is an integrated group of commercial establishments that is planned to function as a unit using common access driveways and inter-linked parking areas. The designation of a site as a Shopping Center does not depend on ownership. Shopping centers may contain restaurants, retail stores, movie theaters, a post office, banks, recreational facilities, and offices. A uniform trip generation rate for the appropriate type of Shopping Center shall apply, except for fast food restaurants with drive-through service, which shall be subject to an individual trip rate (see Exhibit D to the Downtown TIP Resolution for the different types of Shopping Centers and for fast food restaurants with drive-through services). The 3-year vacancy criterion for issuing trip "credit" shall also apply to projects involving land use/tenant changes within integrated development sites. The effect of the trip "credit" will be that the TIP will not be applicable to some development in stand-alone sites, standard commercial office buildings or shopping centers. Staff recommends that the 3-year vacancy criterion for issuing trip credit also apply to new construction development that replaces existing or vacant uses. Procedure for Imposine: the TIF on Land Use Chane:es The Downtown TIP shall be imposed on proposed development projects that involve land use and/or tenant changes together with discretionary action for approval (SDR or above), as described following. Daily trip estimates shall be based on the appropriate individual, standard commercial office, or shopping center trip rates, as listed on Exhibit D of the Downtown TIP Resolution. The Public Works Director 74JC shall determine the appropriate daily trip rate for any individual use that is not specifically listed on Exhibit D. AM or PM peak hour trips will be determined by the Public Works Director, based on the appropriate peak hour trip rates contained in ITE Trip Generation, SANDAG Traffic Generators, or other sources. Scenario 1: Project is not relocating from within the TIF area 1. Project site has been vacant for more than three years A proposed project shall pay the TIP if the condition listed below is met. No TIP credit for 'existing' trips shall be given for the most recent use on the site. Condition: Project is estimated to generate a total of 100 or more AM or PM peak hour trips. 2. Project site has been vacant for three years or less 2.1 Project is proposed on a stand-alone site A proposed project shall pay the TIP if the condition listed below is met. Trip credit for existing trips shall be given for any existing use or the most recent use on the site. Condition: Project is estimated to generate a net increase of 100 or more AM or PM peak hour trips. 2.2 Project is proposed within a standard commercial office building or a shoppin~ center A proposed project shall pay the TIP ifboth conditions listed below are met. Trip credit shall be given for any existing use or the most recent use. Conditions: a. The proposed use is not included on the TIP list of integrated uses for standard commercial office buildings or shopping centers shown on Exhibit D, including, but not limited to, such proposed uses as urgent care clinic and fast food restaurant with drive-through; and b. Project is estimated to generate a net increase of 100 or more AM or PM peak hour trips. Scenario 2: Project is relocating from within the TIF area A proposed project shall pay the TIP ifboth conditions listed below are met. Trip credit shall be given for any existing use or the most recent use, provided that the site has been vacant for three years or less. 8 t:bH;) Conditions: a. Project would result in a net size increase of 500 square feet or more compared to the size of the property being vacated (i.e., relocated from); and b. Project is estimated to generate a net increase of 100 or more AM or PM peak hour trips. Administrative Guidelines Exhibit A to the Resolution establishing administrative guidelines for the Downtown TIP provides procedures for calculation of the Fees, calculation of credits and reimbursements, and other administrative aspects of the Fees, similar to the Eastern Dublin TIP program. The Downtown TIP program is designed as a financing program to assure that traffic impacts from new development are appropriately addressed and that the cost of improvements to mitigate these impacts are distributed on an equitable basis among all development projects. The program also assures that the only source of offsetting the unfunded costs to mitigate the development traffic impacts is from impact fees collected from development projects, unless other unknown funding sources become available in the future. Although the recommended administrative guidelines spell out administrative procedures, such as how the Fee is calculated and collected, a significant portion of the document establishes procedures for the establishment and use of credits. The guidelines establish a credit that expires when all of the TIP improvements are completed. Any expired credits (i.e., credits which are not used before all of the TIP improvements are completed) automatically convert to a right of reimbursement. The value of the credit is established at the time the improvements and/or right-of-way are assured of being constructed. Unlike the Eastern Dublin TIF, it is not likely that developers will build the projects to be funded by the Downtown TIP, with possible exceptions as deemed appropriate by the City. Accordingly, the guidelines propose reimbursement only once all the projects are completed. Use of Fee Revenues The revenues raised by payment of the Fee will be placed in a separate Downtown TIP Fund ("Fund"). A Fund account will be used to account for such revenues, along with any interest earnings on the account. Any traffic mitigation contributions made previously or committed to be paid by approved development projects within Downtown Dublin will be combined into the Fund account, along with any interest earnings. The Fee revenues (and interest) will be used for the following purposes: (1) To pay for design, engineering, right-of-way acquisition and construction of the improvements and reasonable costs of outside consultant studies related thereto; (2) To reimburse developers who have designed and constructed improvements, the cost of which is greater than the applicable TIP; and (3) To pay for and/or reimburse costs of program development, program updates, and ongOIng administration of the Fee program. 9 ~\\f) Fees in the Fund account will be expended only for the improvements and only for the purpose for which the Fee was collected. Public Review Process A prior draft of this Staff Report (including the Attachments listed on page 1 of the Report) was sent to developers, businesses and affected property owners in Downtown Dublin, for review and comment. An informational meeting was also held on August 19, 2004, and was attended by one individual, representing See's Candies, Inc. This participant inquired how the TIP program would apply to a potential project to develop a See's store in the vicinity of the Dublin Boulevard/San Ramon Road intersection. Staff eXplained in detail the process by which the City would determine the developer's TIP obligations should the City Council adopt the proposed Downtown TIP program. A limited number of property and business owners also contacted the City by telephone with similar inquiries and obtained the necessary information from Staff. No written comments were received by the City on the Downtown TIP proposal during the public review process. Environmental Review Adoption of the Fee as it relates to development within the entire Downtown Area would obtain funds for capital projects necessary to maintain service within the existing service areas. The City's transportation system is currently adequate for the existing level of development in the Downtown Area, based on the General Plan level of service standard, and the Fee will be used to maintain acceptable service levels with additional traffic from new development. As such, the Fee as it relates to development within the Downtown Area is not a "project" within the meaning of CEQA (Public Resources Code section 21080(b)(8)(D». Conclusion In accordance with Government Code Sections 66016 and 66017, notice of this public hearing was mailed to those requesting such notice 14 days before this public hearing. Also in accordance with Government Code Sections 66016 and 66017, the Attachments to this Staff Report and the Background Documents (listed on page 1 of this Report) were made available for public review 1 0 days prior to this public hearing. The proposed Downtown TIP program will insure that new development in downtown Dublin will pay its fair share of the improvements needed to mitigate the resulting new traffic, and that those needed mitigations will be constructed. Recommendation Staff recommends that the City Council conduct the public hearing, deliberate, and adopt the proposed Resolution Establishing a Traffic Impact Fee for Future Developments Within the Downtown Area of Dublin. Staff further recommends that the City Council adopt the proposed Resolution Establishing Administrative Guidelines Related to Downtown Traffic Impact Fees. The Fee will become effective 60 days after adoption. 10~ iCJ lab~ RESOLUTION NO. - 04 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF DUBLIN ********* RESOLUTION ESTABLISHING A TRAFFIC IMPACT FEE FOR FUTURE DEVELOPMENTS WITHIN THE DOWNTOWN AREA OF DUBLIN WHEREAS, the City Council of the City of Dublin has adopted Chapter 7.82 of the Dublin Municipal Code which creates and establishes the authority for imposing and charging a Transportation Impact Fee; and WHEREAS, the areas within the City of Dublin located west of Dougherty Road and the Iron Horse Trail, as shown on Exhibit A hereto, are referred to in this resolution as the "Downtown Area"; and WHEREAS, the City Council has adopted a General Plan; and WHEREAS, the City Council has adopted three specific plans (the Downtown Core Specific Plan, the West Dublin BART Specific Plan, and the Village Parkway Specific Plan) for certain areas within the Downtown Area (the "Specific Plans"); and WHEREAS, the General Plan and Specific Plans provide specific detailed goals, policies and action programs for land within the Downtown Area, and show future uses in the Downtown Area; and WHEREAS, a Negative Declaration ("ND") was prepared for the Specific Plans and certified by the City Council on December 19, 2000, by Resolution No. 226-00 and has been considered by the City Council; and WHEREAS, the ND describes certain road improvements necessary for implementation of the Specific Plans; and WHEREAS, the ND assumes that certain traffic improvements would be made and that development within the Downtown Area would pay its proportionate share of such improvements; and WHEREAS, the ND describes the impacts of contemplated future development on existing public facilities in the areas of the Downtown Area included within the Specific Plans through the year 2010, and contains an analysis of the need for new public facilities and improvements required by future development within such areas of the Downtown Area; and WHEREAS, the purpose of the adoption of the fee program as it relates to development within the entire Downtown Area is to obtain funds for capital projects necessary to maintain service within the existing service areas; that the City's transportation system is currently adequate for the existing level of development in the Downtown Area, based on the General Plan level of service standard; that the fee will be used to maintain acceptable service levels with additional traffic from new development; and that no l..O - t" ~.... t.1 l- lÞ · '1 1 ATTACHMENT ._. 'Zøt) 1")6 existing deficiencies have been found to exist in the study area. As such, the fee as it relates to development within the Downtown Area is not a "project" within the meaning of CEQA (Public Resources Code section 21080(b)(8)(D»; and WHEREAS, a study was prepared for the City of Dublin by TJKM Transportation Consultants in a document dated November 7, 2002, entitled "Downtown Dublin Traffic Impact Fee" (hereafter "Study"), which is attached hereto as Attachment B-2 to Exhibit B; and WHEREAS, an update memorandum to the Study (hereafter "Memorandum"), attached hereto as Exhibit B, calculated a Downtown Dublin Traffic Impact Fee (hereafter "Downtown TIP" or "Fee") per daily trip to be imposed on developers, based on the expected traffic growth within the Downtown Area due to future development and the estimated cost of roadway improvements to accommodate this traffic growth; and WHEREAS, a report was prepared by the City of Dublin in a document dated July 2004 entitled "Downtown Traffic Impact Fee Improvements, Cost Estimates and Diagrams" (hereafter "Report") which is attached hereto as Exhibit C; and WHEREAS, the Memorandum, Study and Report set forth the relationship between future development in the Downtown Area, the needed improvements and facilities, and the estimated costs of those improvements and facilities; and WHEREAS, the Memorandum, Study and Report were available for public inspection and review for ten (10) days prior to this public hearing; and WHEREAS, the City Council finds as follows: A. The purpose of the Fee is to finance public improvements and facilities needed to mitigate the traffic-related impacts caused by future development in the Downtown Area. The public improvements and facilities are listed in Table B-3 of the Memorandum and are hereafter defined and referred to as "Improvements". The Improvements are needed to accommodate new development projected within the Downtown Area and development within the Downtown Area will pay its fair and proportional share of such Improvements with the implementation of this Fee. The Improvements are all necessary to accommodate new development projected within the region, including potential developments within the Downtown Area, as listed on Table B-2 of the Memorandum. However, if there are later changes in the projections and development in the region, one or more of the Improvements may not be necessary and alternative Improvements may be required. Such alternative Improvements are included in the definition of Improvements to the extent development in the Downtown Area contributes to the need for such Improvements, and the proceeds of the Fee may be used to fund such alternate Improvements. B. The fees collected pursuant to this resolution shall be used to finance the Improvements. C. After considering the Memorandum, the Study, the Report, the Agenda Statement (including Background Documents), the ND, General Plan, Specific Plans, all correspondence received and the testimony received at the noticed public hearing held on October 19,2004 (hereafter the "record"), 2 31rÕ! ;6 the City Council approves and adopts the Memorandum, the Study and the Report and incorporates each herein, and further finds that future development in the Downtown Area will generate the need for the Improvements and the Improvements are consistent with the Specific Plans, and the City's General Plan. D. Adoption of the Fee as it relates to development within the Downtown Area is to obtain funds for capital projects necessary to maintain service within the existing service areas; that the City's transportation system is currently adequate for the existing level of development in the Downtown Area, based on the General Plan level of service standard; that the Fee will be used to maintain acceptable service levels with additional traffic from new development; and that no existing deficiencies have been found to exist by the Study (see Study, Table 1). As such, the Fee as it relates to development within the Downtown Area is not a "project" within the meaning of CEQA (Public Resources Code section 21080(b)(8)(D»; and E. The record establishes: 1. That there is a reasonable relationship between the need for the Improvements and the impacts of the types of development for which the corresponding Fee is charged in that new development in the Downtown Area, both residential and non-residential, will generate traffic which contributes to the need for the Improvements; and 2. That there is a reasonable relationship between the Fee's use (to pay for the cost of the Improvements) and the type of development for which the Fee is charged in that all development in Downtown Area, both residential and non-residential, generates or contributes to the need for the Improvements; and 3. That there is a reasonable relationship between the amount of the Fee and the cost of the Improvements or portion thereof attributable to development in the Downtown Area in that the Fee is calculated based on the number of trips projected to be generated by specific types of land uses in excess of the number of existing trips, the total cost to construct the Improvements, and the percentage by which development within the Downtown Area contributes to the need for the Improvements; and 4. That the cost estimates set forth in the Memorandum and Report are reasonable cost estimates for constructing the Improvements and the Fees expected to be generated by future development will not exceed the projected costs of constructing the Improvements; and 5. The method of allocation of the Fee to a particular development bears a fair and reasonable relationship to each development's burden on, and benefit from, the Improvements to be funded by the Fee, in that the Fee is calculated based on the number of vehicle trips each particular development will generate. NOW, THEREFORE, the City Council of the City of Dublin DOES RESOLVE as follows: 1. Definitions a. "Downtown Area" shall mean all property in the City of Dublin located west of Dougherty Road and the Iron Horse Trail, as shown on Exhibit A hereto. 3 t..\~ \~ß b. "Improvements" shall include those transportation improvements as described in Table B-3 of the Memorandum. "Improvements" shall also include comparable alternative improvements and facilities should later changes in projections of development in the region necessitate construction of such alternative improvements; provided that the City Council later determines (1) that there is a reasonable relationship between development within the Downtown Area and the need for the alternative improvements, (2) that the alternative improvements are comparable to the improvements in the Memorandum and Report, and (3) that the revenue from the Fee will be used only to pay the Downtown Area development's fair and proportional share of the alternative improvements. c. "Low Density Dwelling Unit" shall mean a dwelling unit, as defined in the Uniform Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed on property designated by the General Plan or applicable Specific Plan for up to 6 units per acre. d. "Medium Density Dwelling Unit" shall mean a dwelling unit, as defined in the Uniform Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed on property designated by the General Plan or applicable Specific Plan for 6.1 units per acre to 14 units per acre. e. "MediumlHigh Density Dwelling Unit" shall mean a dwelling unit, as defined in the Uniform Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed on property designated by the General Plan or applicable Specific Plan for 14.1 units per acre to 25 units per acre. f. "High Density Dwelling Unit" shall mean a dwelling unit, as defined in the Uniform Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed on property designated by the General Plan or applicable Specific Plan for over 25 units per acre. g. "Second Dwelling Unit" shall mean a dwelling unit, as defined in the Uniform Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed as specified in Chapter 8.80 (Second Units Regulations) of the City of Dublin Zoning Ordinance. 2. Traffic Impact Fee Imposed a. A Downtown Traffic Impact Fee ("Fee") shall be charged and paid for construction of each Low Density Dwelling Unit, Medium Density Dwelling Unit, Medium/High Density Dwelling Unit, High Density Dwelling Unit, and Second Dwelling Unit within the Downtown Area when the Certificate of Occupancy for the unit is issued, except that, from and after the date the City Council approves a Capital Improvement Program for the Improvements, the Fee shall be paid by the date that the building permit is issued for any such unit. b. A Fee shall be charged and paid for additions to existing residential buildings or structures that result in an increase in the number of dwelling units. c. A Fee shall be charged and paid for construction of new non-residential buildings or structures within the Downtown Area by the date that the building permit is issued for such building or structure, except where the building or structure will require a later stage of discretionary approval by the 4 ~rJôl~ß City before it can be occupied, in which case, with the approval of the Public Works Director, the Fee for that building or structure may be deferred for payment to the date the City makes the last discretionary approval which is required prior to occupancy. d. A Fee shall be charged and paid for additions to existing non-residential buildings or structures that result in an increase of 500 square feet of operational space or more to the building or structure. The Fee shall be paid at the time of issuance of the building permit for such additions. e. A Fee shall be charged and paid for changes to existing land uses, businesses and/or tenants that require discretionary approval by the City (i.e., Site Development Review, Conditional Use Permit, Tentative Map, Rezoning, Specific Plan Amendment or adoption, General Plan Amendment), if the new use is expected to create a net increase of 100 trips or more during the AM or PM peak hour. AM and PM peak hour trips for existing and proposed land uses will be based upon the appropriate trip generation rate as determined by the City of Dublin Public Works Director. 3. Amount of Fee The amount of the Fee shall be as set forth on Exhibit D (Downtown Traffic Impact Fee Schedule) attached hereto and incorporated by reference. The Director of Public Works shall determine the estimated weekday vehicle trip generation rate for any use not specifically listed on Exhibit D. 4. Minimum Trips Required for Fee and Credit for Existing Trips Notwithstanding Section '2.e.', no Fee will be imposed unless the development will generate 100 or more AM or PM peak hour trips. The Public Works Director will determine peak hour trips based upon trip generation rates obtained from ITE Trip Generation, SANDAG Traffic Generators, or other sources, as deemed appropriate. In calculating whether the development will generate 100 or more AM or PM peak hour trips, credit will be given for daily trips generated by an existing land use, or by the most recent land use if the site has been vacant for a period of three years or less prior to the date when a project application is filed with the City. 5. Exemptions From Fee a. Total Exemption. The following types of development will be exempt from payment of Fees: (1) Any alteration or addition to a residential building or structure, except when a second dwelling unit is added to a single-family unit, or an additional unit is added to an existing multi- family building. (2) Any alteration or addition to a non-residential building or structure, except when the project results in an increase of 500 square feet of operational space or more to the building or structure. 5 lß'Ô 13"6 (3) Any replacement or reconstruction of an existing residential building or structure that has been destroyed or demolished, provided that the building permit for reconstruction is obtained within three (3) years after the building was destroyed or demolished, unless the replacement or reconstruction increases the number of units. (4) Any replacement or reconstruction of an existing non-residential building or structure that has been destroyed or demolished, provided that the building permit for new reconstruction is obtained within three (3) years after the building was destroyed or demolished and the reconstructed building would not increase the destroyed or demolished building's trips based on the "Estimated Weekday Vehicle Trip Generation Rate" listed on Exhibit D to this Resolution as applied to the original building. (5) Any residential or non-residential building or structure constructed on property on which a building or structure was demolished for which the Fee or a traffic mitigation contribution has been paid within the prior twenty year period, provided the exemption shall be in the amount of the previously-paid Fee or traffic mitigation contribution only, and the applicant shall pay any additional amount based on the then-current Fee. The new development shall not accrue any unused credit or reimbursement rights, in the event that the replacement project would result in a lower Fee. b. Partial Exemption. A partial exemption will be granted based on prior Fees or a traffic mitigation contribution paid in the situation of a change in the type of use as described below: If within 20 years of paying the Fees or a traffic mitigation contribution for a specific development project, the project is demolished and replaced by a new type of development, an exemption from payment of the Fee will be given for up to the amount which was paid by the prior development project. The new development shall not accrue any unused credit or reimbursement rights, in the event that the replacement project results in a lower Fee. 6. Use of Fee Revenues a. The revenues raised by payment of the Fee shall be placed in a separate Downtown TIP Fund ("Fund"). A Fund account shall be used to account for such revenues, along with any interest earnings on the account. Any traffic mitigation contributions made previously or committed to be paid by approved development projects within Downtown Dublin will be combined into the Fund account, along with any interest earnings. The Fee revenues (and interest) will be used for the following purposes: (1) To pay for design, engineering, right-of-way acquisition and construction of the Improvements and reasonable costs of outside consultant studies related thereto; (2) To reimburse developers who have designed and constructed Improvements, the cost of which is greater than their applicable TIP; and (3) To pay for and/or reimburse costs of program development, program updates, and ongoing administration of the Fee program. b. Fees in the Fund account shall be expended only for the Improvements and only for the purpose for which the Fee was collected. 6 Î~I¿ß 7. Standards The standards upon which the needs for the Improvements are based are the standards of the City of Dublin, including the standards contained in the General Plan and Specific Plans. 8. No Existing Deficiencies The City Council determines that there are no existing deficiencies within the Downtown Area and that the need for the Improvements in the Memorandum, Study and Report is generated entirely by new development within the Downtown Area, and therefore, the Memorandum has determined the proportionate share of the cost of the Improvements for which development within the Downtown Area is responsible. 9. Periodic Review a. During each fiscal year, the City Manager shall prepare a report for the City Council, pursuant to Government Code Section 66006, identifying the balance of fees in each account. b. Pursuant to Government Code Section 66002, the City Council shall also review, as part of any adopted Capital Improvement Program each year, the approximate location, size, time of availability and estimates of cost for all Improvements to be financed with the Fee. The estimated costs shall be adjusted in accordance with appropriate indices of inflation. The City Council shall make findings identifying the purpose to which the existing Fee balances are to be put and demonstrating a reasonable relationship between the Fee and the purpose for which it is charged. 10. Subsequent Analvsis ofthe Fee The Fee established herein is adopted and implemented by the City Council in reliance on the record identified above. The City will continue to conduct further study and analysis to determine whether the Fee should be revised. When additional information is available, the City Council shall review the Fee to determine that the amounts are reasonably related to the impacts of development within the Downtown Area. The City Council may revise the Fee to incorporate the findings and conclusions of further studies and any standards in the Specific Plans and General Plan, as well as increase due to inflation and increased construction costs. The City will evaluate land values through an appraisal at least every three (3) years. 11. Automatic Increase in Fees The purpose of this Section is to provide for annual adjustments of the Fee for inflation, beginning July 1, 2005 and each July thereafter. The Fee shall be adjusted based on the change in construction costs and land acquisition costs, using the percentage increase/decrease in the two indicators described in subsections (a) and (b) below. Those adjustments shall be applied to the Fee rate based on the relative allocation among the cost estimate for construction of improvements and acquisition of land included in the Report. Based on the information contained in Table C-l (Cost Allocation Summary for TIP Improvement Projects) of the Report, 72.5% of the cost estimate is attributable to construction, and 27.5% to land acquisition. Accordingly, the construction cost indicator shall be weighted 72.5% and the land cost indicator 27.5%. 7 cg~ì ~.g a. Construction Cost. Annually each July, the City Manager shall adjust the cost of construction of the Improvements, as shown on Table C-l of the Report, by increasing/decreasing such construction cost by the annual percentage increase/decrease reached by comparing the Engineering News Record Construction Cost Index (20-city average) for the prior March or April over the same Construction Cost Index for the same month for the prior year. The City Manager may round the adjusted Improvements construction cost to whole dollars. b. Land Acquisition Cost. Annually each July 1, the City Manager shall adjust the cost of acquiring real property interests for the Improvements, as shown on Table C-l of the Report, by calculating the percentage change in land cost per acre within the City, based on a comparison of the most recent appraisal (prepared for the City for the purpose of adjusting development impact fees) and the immediately preceding appraisal (prepared for the City for the purpose of adjusting the Fee and using the same methodology). The City Manager may round the adjusted Improvements land acquisition cost to whole dollars. c. Total Annual Fee Adjustment. Annually each July 1, the City Manager shall adjust the Fee by applying the total annual Fee adjustment for that year to the prior year's Fee. The total annual Fee adjustment shall be reached by apportioning the adjustment in construction cost and land acquisition cost calculated according to this Section according to the percentage each cost comprises of the whole Fee. 12. Administrative Guidelines The City Council may, by resolution, adopt administrative guidelines to provide procedures for credit, reimbursement, or other administrative aspects of the Fee. The amount of any credit or reimbursement shall be detennined by the Public Works Director using the costs of construction and value of right-of-way used by the City in calculating and establishing the Fee. The amount of any credit or reimbursement, once established, shall not be increased for inflation nor shall interest accrue on such amount. No credit or reimbursement shall be given unless the improvements constructed are the Improvements described herein. Reimbursement shall only be from revenues raised by payment of the Fee. 13. Effective Date This resolution shall become effective immediately. The Fee provided in Sections 2 and 3 of this resolution shall be effective sixty (60) days from the effective date of the resolution. 14. Severability Each component of the Fee and all portions of this resolution are severable. Should any individual component of the Fee or other provision of this resolution be adjudged to be invalid and unenforceable, the remaining provisions shall be and continue to be fully effective, and the Fee shall be fully effective except as to that portion that has been judged to be invalid. 8 t:t otJ 13g PASSED, APPROVED AND ADOPTED this 19th day of October, 2004. AYES: NOES: ABSENT: ABSTAIN: Mayor ATTEST: City Clerk G: \Downtown TIF\2004 Downtown TIFIFinalltif reso Ynal.DOC 9 « I- - m - I: r:i w W LL b ~ ~ oc.. -<C tl:~ «« a:w I-a: z« S o I- Z S o o o c:J o <.0 0 ~ D C> D 0 D \, { '" ''''' II ,. 0 ..- <::) ~ L.<..J 0 ---.J en <[ "" (.) D - en XHI IT -A<~ leéSO'£'UTIOA.) ro ES'7'1't4L1.sH ~N'7'ðwAJ T1 ¡:- \ \rä I~ß Exhibit B City of Dublin Downtown Dublin Traffic Impact Fee Study Update Memorandum Prepared by Public Works Department September 2004 In 2002, the City of Dublin commissioned the consulting firm of TJKM Transportation Consultants to prepare a Downtown Dublin Traffic Impact Fee study ("TIF Study") for the purpose of establishing a funding program that will enable the City to construct roadway improvements in a timely manner to support traffic growth due to new development in downtown Dublin. The traffic study was completed in November 2002. The traffic study analyzed AM and PM peak hour levels of service at key intersections in the Downtown Area under existing and buildout traffic conditions. This analysis was conducted in a manner consistent with a previous comprehensive traffic study for the Village Parkway. Downtown Core. and West Dublin BART Specific Plans, which was completed in September 2000 by the consulting fiffil of Omni-Means Engineers and Planners. The TIF Study evaluated traffic impacts associated with potential future development based on the City of Dublin General Plan and the Downtown Specific Plans. The study also identified roadway improvement projects that are needed to mitigate traffic impacts from such new development in downtown Dublin. These improvements are consistent with the improvements identified in the Downtown Specific Plans traffic study and other recent traffic studies for proposed development projects in the Downtown Area. A Downtown TIF rate was also calculated, as part of the TIF Study, by dividing the estimated number of trips associated with potential development in the study area into the unfunded cost of the proposed improvements. The purpose of this update memorandum is to report the findings of the City of Dublin Traffic Engineer who reviewed the TIP Study along with other recent traffic studies in the Downtown Area. Adequacy of the TIF Study No changed circumstances that could potentially result in new significant impacts or additional mitigation improvements have occurred in the study area since the TIF Study was completed in November 2002. In general, the intersection level of service analysis EXHI IT 8. ~7ID,v ~- .,._.~ Æ,s714ß/'¡S/f 1JOW/f)7ÞtJ)N yp:r 12~1.3t and roadway improvements listed in this study remain consistent with the findings of other recent traffic studies in the Downtown Area, and no additional downtown improvements, other than those described in the TIP Study, have been identified to date by the City. Table 4 of the TIP Study listed the intersections of Dublin Boulevard/Dougherty Road, Dublin Boulevard/Amador Plaza Road, and Dublin Boulevard/San Ramon Road as operating worse than LOS D during the AM/PM peak hours under buildout conditions, despite all of the planned improvements possible at these intersections. LOS was re- analyzed at these locations as part of a recent traffic study for the proposed Scarlett Court Specific Plan, draft report prepared by Omni-Means, July 12, 2004, using new traffic counts and an updated land use/traffic model. This traffic study was based upon the same land use assumptions that were used for the TIF Study Update presented below. The City Traffic Engineer reviewed the Omni-Means study and, in his professional judgment, it is appropriate to use this study as the basis for updating the LOS analysis at Dublin Boulevard/Dougherty Road, Dublin Boulevard/Amador Plaza Road, and Dublin Boulevard/San Ramon Road. The updated LOS calculations from the Omni-Means study are reported in Table B-1 of this memorandum and suggest that the intersections of Dublin Boulevard/Amador Plaza Road and Dublin Boulevard/San Ramon Road would operate at acceptable levels of service at buildout with the planned intersection improvements. The TIF Study projected the Dublin Boulevard/Dougherty Road intersection to operate at LOS F during both the AM and PM peak hours under buildout conditions, with a volume- to-capacity (V/C) ratio of 1.05 and 1.18, respectively (see Table 4 of the TIF Study). However, the updated buildout LOS analysis (Omni-Means, July 12, 2004) shows this intersection operating at an unacceptable level of service (LOS F with a 1.02 V/C ratio) only during the PM peak hour, assuming the Scarlett Court Specific Plan area is redeveloped to accommodate auto-related uses. During the AM peak hour, the Dublin Boulevard/Dougherty Road intersection would operate at an acceptable level of service according to the updated analysis, as shown in Table B-1 ofthis memorandum. Additional improvements to reduce the Dublin Boulevard/Dougherty Road intersection, impacts to an acceptable LOS (D or better) would require adding a fourth northbound left turn lane and other improvements. Allowing four lanes of traffic to perform a left turn movement simultaneously would raise major concerns regarding the safety of such an operation. In addition, these additional improvements to reduce this impact are not feasible given the physical constraints at the Dublin Boulevard/Dougherty Road intersection. Adjacent properties to the intersection are either built out or approved by the City Council for development, and efforts are now being made to acquire additional right-of-way to implement the planned improvements in the near future as a Capital Improvement Program (CIP) project. The City will monitor the intersection of Dublin Boulevard/Dougherty for peak hour volumes on a periodic basis and continue to obtain updated volume forecasts for future 2 t 3 rö 1 ~«& horizon years (i.e., Year 2025). Such monitoring will be done to assist the City in complying with General Plan Policies requiring implementation of transportation measures to improve levels of service. In addition, current and future phases of the 1-580 Smart Corridor Project (i.e., state-of-the-art systems deployment for traffic monitoring, incident management, and regional traffic coordination among the cities of Dublin, Livermore and Pleasanton, Alameda County, and Caltrans) would likely relieve some congestion at the Dougherty Road/Dublin Boulevard intersection through ITS (Intelligent Transportation Systems) measures and discourage traffic from diverting off the freeway due to congestion or incidents. Levels of service at all other intersections covered by the TIF Study would remain acceptable under buildout conditions according to recent traffic studies. Therefore, since the City has identified no additional impacts in the Downtown Area beyond those described in the TIF Study, traffic impacts and mitigation measures discussed in the TIP Study are still adequate, and no additional analysis is required. Most of the approved development projects listed on Tables 2A and 3A of the TIP Study have been constructed and occupied since the TIF Study was completed in November 2002. Field observations suggest that actual peak hour trip generation from these projects appears to be consistent with the forecasts listed on Tables 2A and 3A. Therefore, no need exists to update these tables since no additional peak hour traffic impacts have been identified in the Downtown Area beyond those described in the TIP Study. While the level of service analysis conducted in the TIP Study remains adequate, the TIF calculations presented in the TIF Study should be updated to reflect current City projections regarding potential development projects in downtown Dublin and up-to-date cost estimates to implement the recommended improvements. A discussion of the TIP Study update follows. TIF Study Update Table B-2 of this memorandum replaces Table 2 (Description of Potential Development Projects: TIF Related Trip Generation) and Table 3 (Potential Development Projects - Land Use Assumptions & Trip Calculations) of the TIF Study and reflects the anticipated net increase in downtown trips based on current land use projections for buildout conditions in downtown Dublin. As shown in Table B-2, the total number of daily trips that will be subject to the Downtown TIF is estimated to be 38,885 trips. These trips were calculated based on trip generation rates listed for various land use categories in Exhibit D to the Downtown TIF Resolution. This memorandum lists specific development sites within the Downtown Area forwhich developments have been proposed (e.g., approved but unbuilt or pending developments), or for which future development is likely to occur, based on the adopted General Plan and Specific Plan land uses. (Table B-2.) The six sites or areas are those that the City staff believes are likely to develop within the next 10 years. In addition, development could occur at other, unspecified locations within the Downtown Area under the General Plan 3 1140-0 \~i and, hence, trips from this "unspecified locations" development are included on Table B- 2. Development on "unspecified locations" could occur in the form of new construction, additional construction or building expansion, or changes in existing land uses/tenants requiring discretionary action for approval. The City staff estimate that unspecified locations development could generate as much as 15% of the total estimated trips for the specific development sites, based on commercial expansion potentials that exist in certain parts of the Downtown Area. The expected increase in traffic for each specific development site and for unspecified locations development (until buildout) was then calculated. These developments and the expected incremental traffic increase (above traffic generated by existing uses in the Downtown Area) are listed in Table B-2. Two of the specific developments listed on Table B-2 (7197 Village Parkway and Valley Christian Center Expansion) have been approved and conditioned to pay the applicable Downtown traffic impact fee at the time of issuance ofthe building permit(s), if it is in effect. The TIP Study used trip generation rates from Institute of Transportation Engineers (IT E) Trip Generation, 6th Edition, for the AM and PM peak hour LOS analysis. ITE Trip Generation is widely used in the United States as a valuable resource to estimate typical trip generation from various land uses during the AM and PM peak commute hours. The TIF Study also used ITE Trip Generation to estimate daily trips that would be subject to the TIF (see Tables 2 and 3 of the TIF Study) mainly for the purpose of maintaining consistency with ITE standards when estimating daily trip generation. In contrast, Table B-2 of this memorandum, which supersedes Tables 2 and 3 of the TIP Study, utilizes, for the most part, daily trip rates from San Diego Association of Governments (SANDAG) Traffic Generators to estimate net daily trips from potential development in the Downtown Area. ITE trip rates are used in Table B-2 on a limited basis only to supplement SANDAG trip rates as appropriate. In general, even though SANDAG may yield higher daily trip generation estimates than ITE, it is appropriate in the judgment of the City Traffic Engineer to use SANDAG trip rates as the basis for estimating net daily trips that would be subject to the TIF. This is because SANDAG trip generation data are strictly based on surveys conducted at traffic generators within the San Diego County area and, therefore, are representative of daily trip-making characteristics found in urban and suburban areas in California, including the San Francisco Bay Area. In addition, it is important to maintain consistency with the Eastern Dublin TIP program, which also utilizes, for the most part, SANDAG Traffic Generators to estimate TIP related daily trips, in addition to supplementary ITE trip rates, which are used on a limited basis only. It should be noted that in the Fee schedule for the Eastern Dublin TIF, non-fast food restaurants, bar/tavern, and bank/savings & loan uses were designated to pay the Fee at the appropriate shopping center trip rate and not the individual trip rate for each use. This is because, to date, the development of such uses in Eastern Dublin has been included as part of a larger shopping center or retail/strip commercial development, and future development of such uses in this area are expected to continue to occur in the same 4 1;~13Z> manner. In other words, these uses are not expected to be developed as stand-alone sites in Eastern Dublin based on planned commercial development in this area. In contrast, in the case of the Downtown TIP, it is proposed that the above uses pay at the individual trip rate if the site is a stand-alone use, or at the appropriate shopping center trip rate if the land use is part of a larger shopping center, as shown on Exhibit D to the Downtown TIF Resolution. This is because, in some cases, these uses already exist in the Downtown Area as stand-alone sites, and such uses may continue to develop on existing stand-alone sites in this area. As a result of updating the list of potential developments taken from the TIF Study (Tables 2 and 3) and using SANDAG trip generation rates for the study update analysis, the net daily trips that will be subject to the TIP have increased from the TIP Study's estimate of 27,712 daily trips to 38,885 daily trips, as shown on Table B-2 of this memorandum. Similarly, Table B-3 of this memorandum replaces Table 5 (Description and Cost of Downtown TIF Improvements) and Table 6 (Downtown Dublin Traffic Impact Fee, Existing Funding Sources) of the TIP Study and reflects up-to-date cost estimates for the proposed roadway improvements. As shown in Table B-3, the estimated total cost of improvements is $8,711,298, including $3,419,020 that will be funded using available funding sources, based on information obtained from the Finance Division. This will leave $5,292,278 (i.e., $8,711,298 - $3,419,020) in improvement costs, to be funded by the Downtown TIF. It is noted that the total cost estimate of improvements has dropped from $10,139,480 in the TIF Study (Table 5) to $8,711,298 in the Memorandum (Table B-3) even though the estimated costs for individual projects have risen in most cases since 2002. The main reason for this drop in the total cost estimate is that the entire segment of St. Patrick Way Extension (1,200') between Golden Gate Drive and Regional Street was assumed to be a TIP improvement in the TIP Study, while the limits ofthis improvement were reduced in the Memorandum to only include the easterly 400' portion of the extension near Golden Gate Drive. The remaining westerly 800' segment of the St. Patrick Way Extension will be constructed as part of project mitigation improvements specified in a development agreement for an approved mixed-use development in the area. A cost estimate summary report for the proposed improvements is included herein as Attachment B-1. Detailed cost estimates for the improvements are also provided in Exhibit C to the Downtown TIF Resolution. The cost estimates were prepared by City Staff in July 2004. TIF Calculation The downtown TIF amount per trip was determined by dividing the total unfunded cost of roadway improvement projects by the trips associated with growth in the study area (see Table B-4 of this memorandum). As shown in Table B-4, it is proposed that the TIP 5 IlDðb' ?;$ amount be equivalent to $136 per daily trip. The Downtown TIP for a prospective development is calculated by multiplying the expected daily trip generation by $136, using the appropriate trip generation rate(s) from Exhibit D to the Downtown TIP Resolution. In general, it is common practice to use projected AM and PM peak hour trips from potential development to size roadway improvements, such as the number of lanes for particular movements and stacking capacity for turn lanes at intersections, as needed to support additional traffic demand from the new development. AM/PM peak commute periods (i.e., 7:00--9:00 a.m. and 4:00-6:00 p.m.) typically represent the highest traffic volume periods and are most appropriate for purposes of conducting LOS analysis and determining future roadway improvements. On the other hand, it is appropriate to use projected daily trips from potential development to charge the Fee, because daily trips would accurately reflect additional traffic from land uses, which might peak during the day at times other than the typical AM/PM peak commute periods. Daily trips would insure that the Fee is distributed equitably among all development projects based on trip generation on a typical weekday. G:\Downtown TIF\2004 Downtown TIFIFinal\study update memoßnal.DOC 6 f Î l1() ?J' Table B-1 Peak Hour Intersection Level of Service Update - Buildout Conditions Dublin BoulevardIDougherty Road Dublin Boulevard/Amador Plaza Road Dublin Boulevard/San Ramon Road D (0.84) A (0.49) B (0.69) F (1.02) C (0.72) D (0.84) Source: Onmi-Means Engineers & Planners, Transportation and Circulation Imoacts for the Prouosed Scarlett Court Specific Plan, City of Dublin, Draft Report, July 12, 2004. 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Patrick Way Extension $1,587,921 $2,773,285 2 Golden Gate Drive Widening 3 Dublin Bl/Golden Gate Dr Intersection Improvements $520,546 4 Dublin Bl/ Amador Plaza Rd Intersection Improvements $1,182,241 5 Dublin BlIDougherty Rd Intersection Improvements $1,593,885 6 San Ramon Rd/Dublin Bl Intersection Improvements $1,003,420 TIF Report Update $50,000 TOTAL IMPROVEMENT COST $8,711,298 :::::::¡tt¡¡¡m¡rjiiii¡lii¡i¡~¡~¡¡~ ,:,:,);:;:;:;:i¡¡~¡¡rrrjjiHt~it¡¡¡ . ... ...... . ...... .................. ':':.:':.:':.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.;.:.:.:.:.:.:.:,:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:. '-'---v,-----·--------·-----------------v.-------~:·-----------------,i:f:;;------------------------- , "'" )\ai;¡-jI5bü)i~Ji"¡jnulnø6ûütcêi ¡¡¡¡~¡¡¡¡¡¡¡¡ ::::::;:::;:;::::::::::::::::::::::::::::::::~;::;:::::::~:::::::::;:::::::::;:::::::::::~::::::::::::::::::::::::::::::::::::::::::::::: .... ..... ... . ...................................... ...................................... ...................................." ................"..................,. .................,..................,. ................",................." ................,..................,., ................"..................., ...........,...,...,...............", .....................,.............." ................,..................,., ..................... ............... ... . ........" ."""........."",,, ".""."...., ... ~:~:U~ätij:.nj$tl¥áli.lè """"",....."""",."""..,.,..."............ ."""""".....",."""",.,.........,............ """"..,.."...""""",. . ............. ...... .. :.:.:.:.:.: .:.:.:.:.:.:.~.:. :.:.:.:. :.;.~. :.~ .;.;. ::::~;~:::::::;:::::::: Developer Contributions as of 6/30/04 (including Interest) I-580/I-680 Interchange Reimbursement (including Interest) ($1,749,708) ($1,396,312) ($273,000) BART TOTAL FUNDS AVMLABLE ($3,419,020) It::~:I~:::~::: ::~:::~:::~:::~:::~:::~:::::::::::::::~:::~:~:]:::~:',~,',:,::~::::::,:: ~U:~::~¡:~~~~:~:I~~~~:~~~~œ:b~~ltl:ûk~:l~b~N~:!=::liñêõŠT. ,:,:,:,;.;,:.:,:,:.:.:,:.:.:.:.:.¡,:,;,:!:.:,:,:,:.:,:,:,:,:·:·:·:·:,:·:·:,:,m,:,:,:,:,:,:,:~}:·:,:~¡I:·:,:,:':':':.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:...... "",:",("".','"]""".".'.'.'...'......................'.' '.' '.'....' '....,'..........,..... .................................................... ................... H..l'......'.... ....".., ,L ,r'II~"HI ':~:~::!:i :i:i:::i:::::~::~::::i:i:,:,~::i:::::i:::~:::i:'~::,:::i:l~i!~ii'l. .......... ...."."""". lL ... . ................. ................... · . . . . . . . . . . . . . . . . . . ................... ................... ................... · . . . . . . . . . . . . . . . . . . ................... ................... ................... ................... · . . . . . . . . . . . . . . . . . . ................... ................... 10/4/2004 G:\Downtown TtF\2004 Downtown TtFIFina/ITab/e B-3 TlF improvement costs ~ttl¥ Table B-4 Downtown Traffic Impact Fee Calculation Total Unfunded Cost ofImprovements Associated with Downtown Traffic Growth $5,292,278 Total Number of Daily Trips Added by Downtown Growth 38,885 G:\Downtown TlFI2004 Downtown TlFiFinal\Table B-4 TIF calculation 10/4/2004 Attachment B-1 Roadway Improvement Cost Estimate Summary ~IOb I~' Downtown TIF - Cost Estimate Summary ~ J't:> I;ß Totals for TIF Share $ 807,000 Subtotal $ 807,000 $ 522,130 Subtotal $ 522,130 $ 258,791 $ 1.587,921 Totals for TIF Share $ 1.543,060 Subtotal $ 1,543,060 $ 513,249 $ 76,987 Subtotal $ 590,236 $ 426.659 $ 213,330 2,773,285 uisition. 20.0% Totals for TIF Share $ 263,800 Subtotal $ 263,800 $ 118.800 15% $ 17,820 Subtotal $ 136,620 $ 80,084 $ 40,042 Total 520,546 G:\Downtown TIF\2004 Downtown TIAFina/\Cost Estimate Summary Page 1 of 3, 10/4/2004 ;;? 3rfb t :, ~ Totals for TIF Share Subtotal $ 701,830 $ 180,510 $ 27.077 Subtotal $ 207.587 uisition. 20% $ 181,883 $ 90.942 Total 1.182.241 Totals for TIF Share $ 343.850 $ 2.528.300 $ 1,990.700 $ 948.620 Subtotal $ 5.811,470 $ 138.690 $ 2,957,420 $ 935,639 $ Subtotal $ 4,031.749 $ 1,168,390 Subtotal $ 11,011,609 Zone 7 Fees $ 89,011 Subtotal $ 11.100.621 Dougherty Valley Fees Applied to Intersection Costs Total Cost to Downtown TIF and Eastern Dublin TIF 9,961.782 % of Intersection Costs Assi ned to Downtown TIF Based On Traffic Volumes 16% Total Cost to Downtown TIF 1,593.885 G:IDowntown T/F\2004 Downtown T/FIFina/ICost Est/mate Summary Page 2 of 3, 10/4/2004 ~t4DbI;.g Totals for TIF Share Intersection Northbound San Ramon Road· Add 3rd Left Turn Lane Dublin Boulevard Eastbound Dublin Boulevard· Modi to One Left Turn Lane San Ramon Road Subtotal $ 733.400 1m rovements are Within Existin Ci and Caltrans RfW $ Subtotal $ $ $ 146,680 73,340 50,000 Total 1,003,420 f Totals for TIF Share Total $ 50,000 G:\Downtown TIF\2004 Downtown TIFIFinal\Cost Estimate Summary Page 3 of 3. 10/4/2004 251Sb1;ß 'Of o o ~ .- oeo as eo 0 10 10 III ,.....CO CO ..... 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CCSi) '§ o L.. m (,) 1:1 "t: Q. cc (,) > c:( (J) .~ '" ~Ë Q) CD ~ .9 õ.. at ro ..co (,) 1:1 ~ ::... :::I co .!: .~ Jg 0 010 C) (,) l- I :::I õ.. cc ~ III ai:: 0 ~ .9 € 't) .~ 1:1 0 C L.. co IJ'J IJ'J Q) o 0 .s::: :::J (,)(,)(,)(,)::::D:: C (,) (,) i LL. (,) (,) .!:.!:.!:.!:(,)c 0 LL. LL. LL. >- o)c)c)o)-c 0 '§ IJ'J ¡:: .!! :::J :; :::I :::I ~- - >. >. 0000 m (,) IJ'J .!!! .!!! ~ (J) 0 s::: C OOOO(J)LL. _0 ~ ~ ~ 3: ~ 0 C 0 C 0 >. >. ¡::: o:¡::¡ 't: t: ¡ - Cþ m .- u (,) (,) C J: .......NC"')'<:t(:;:¡ 00 õ t: (,) J: .c .s ~ C) N o IJ'J 0) C) I- CoL.. § :::s o (,) :::I :::I C 0 L.. - 0 0 8 c a.....E 0 0 8 a: ¡::: ¡ .9 ¡ 0 9 0 Dublin Boulevardl Dougherty Road Intersection Apportionment of Costs Between Downtown TIFand Eastern Dublin TIF Downtown TIF Eastern Dublin TIF Total Trips Trl Generation 57,528 296,836 354,364 1 $tAl 84% G:\Downtown T/A2004 Downtown T1FIFina/IDublin-Dougherty Intersection Fee Apportionment 2toOb 13>' 10/4/2004 Attachment B-2 Downtown Dublin Traffic Impact Fee Study 21CJb I ~ß Z~ðbl~g Downtown Dublin Traffic Impact Fee For the City of Dublin November 7,2002 Prepared by: T JKM Transportation Consultants 4234 Hacienda Drive, Suite 101 Pleasanton CA 94588..2721 Tel: 925.463.0611 Fax: 925.463.3690 :\urisdictlon\d\dublln\157.001 til\110702 comments\r110702 city comments.doc 2&tDbt~~ TABLE OF CONTENTS INTR 0 D U CTI ON AND SUMMARY .... ........ ............................ ........ ........................... ...... ..................... ......... 1 INTRODUCTION............. ..................... .................................. ................................................. .................. ........... 1 SUMMARY... .......... ...... ................................................. .......... ....... ....................................................... ....... ....... 1 EXISTIN G CONDIT! 0 NS .................... ..... ........... ..................... ........................... ......... ...... ..................... ......... 5 ROADWAY NETWORK .................................... ......... .......................................................................... ................. 5 RESULTS OF LEVEL OF SERVICE ANALYSIS ........ ................................................................................................ 6 POTENTIAl., PROJECTS .... ............ ......... ..................... ............. ............ .................. ............................ ............. 7 DESCRIPTION OF POTENTIAL PROJECTS ............................................................................................................. 7 PROPOSED STREET ThIPROVEMENT PROJECTS ................................................................................. 10 FUTURE INTERSECTION LEVELS OF SERVICE................................................................··.......·.......................... 10 PROPOSED IMPROVEMENT PROJECTS ...................... ......................................................................................... 11 TRAFFIC Il\1P ACT FEE CALCULATION ................................................................................................... 17 , .. ðD~ \ ~~ INTRODUcrION AND SUMMARY Introduction The purpose of the City of Dublin's Downtown Traffic Impact Fee (TIF) Study is to establish a funding program that will enable the City to construct roadway improvements in a timely manner to support growth in the downtown area. The Downtown TIF would include all of the area within the incorporated portion of Dublin, west of a line beginning at the northerly City limit and Dougherty Road, south along Dougherty Road to the northern line of the old Southern Pacific Railroad right-of- way line, then southeast of Dougherty Road along the Southern Pacific Railroad right-of-way to Interstate 580. Most of the area east of this boundary is included in the Eastern Dublin Traffic Impact Fee. The improvements included in the downtown TIP include both the construction of new roadway facilities and the upgrade and improvement of existing facilities. The City of Dublin Downtown TIP funding program will augment funds that are planned or programmed from other sources that will be used to upgrade the City's 1ransportation infrastructure to serve future travel demands. The Downtown TIP applies only to the potential development and associated transportation infrastructure in the designated study area. Other traffic impact fees for regional facilities are also applicable. The features of this TIP study are as follows: · Existing conditions, in the form of existing levels of service at key study intersections, are examined. · All potential future developmeµt or future redevelopment projects in the study area are identified. . · The impacts and mitigation measures associated with these developments are determined. · The cost of cons1ructing the future improvements that are needed to support the future growth is detennined. · The per trip cost of the TIP is established by dividing the number of future trips into the total costs of the improvements that are not funded by other sources. The study area for the City of Dublin Downtown TIP is shown in Figure 1. Summary Existing Conditions The existing traffic conditions at the major study area intersections were evaluated to see if they operate within the City's minimum standards. The City of Dublin has established Level of Service D as its goal for acceptable traffic conditions. It was found that all of the existing study intersections operate at LOS D or better which is consistent with the City's performance goal. Many of the intersections operate at LOS A or B, in many cases because of improvements made within the City in the recent past. City of Dublin Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 1 November 7, 2002 31Ø{)f~ The level of service analysis was based on Year 2000 traffic conditions consistent with the Omni- Means traffic study for the Downtown Specific Plans. Intersection LOS has not changed significantly despite the 1-680 ramp opening, and the opening of the Safeway and Home Depot. Each ofthese projects was anticipated in the Omni-Means studies and the predicted traffic was included as a part of the growth traffic. In addition, future LOS analyses in this study reflect not only the additional trips, but also the now-installed street improvements ftom these projects. Future Conditions The study evaluated traffic impacts associated with 11 specific potential development projects anticipated in the study area by the Year 2010, based on the City of Dublin General Plan and the Downtown Specific Plans. Approximately 27,700 trips per day will be generated by those projects. As a result of these projects, Level of Service conditions will degrade at most of the study intersections. With the planned improvements, however,future conditions at all study intersections will be at the City's LOS D standard, or better, except for the intersections of Dublin Blvd./Dougherty Road, San Ramon Road/Dublin Blvd. and Amador Plaza Road/Dublin Blvd. Recommended TIF Improvements The future roadway improvement projects through 2010 consist of six specific projects having an estimated cost of $10.1 million. The unfunded portion of these costs totals approximately $8.0 million. The projects are as follows: 1. St. Patrick Way Extension (ftom Golden Gate Drive to Regional Street) 2. Golden Gate Drive Widening (ftom Dublin Boulevard to the West BART Station) 3. New Right Turn Lane - Eastbound Dublin Boulevard at Golden Gate Drive 4. Dublin Blvd.! Amador Plaza Road Intersection Improvements 5. Dublin Boulevard/Dougherty Road Intersection Improvements 6. San Ramon RoadlDublin Boulevard Impr?vements Traffic Impact Fee Approximately 27,700 trips per day will be generated in the study area by 11 development projects which will be subject to the future TIP. The $8.0 million in unfunded improvements divided by the associated 27,700 future daily trips yields a TIF fee of $290 per daily trip. The Downtown Traffic Impact Fee for a prospective development is calculated by multiplying the expected daily trip generation by the TIF rate of $290. City of Dublin Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 2 November 7, 2002 ~2Gb!~ ~ CD (=~~ õ z ~ z ::; CD a '01::1 J..Uj3HÐnOO ~-à> \ !S.COACH !'la, 'Ö"I"G ~ z ~ g¡ a: '" VILLAGE PKWY. rr Q c:o ... ui c o := .8- ... Co) 1/1 G) 'C 1:) G) 'e- o.. ... o - (f') 'C C ca ('II 1/1 G) :ë ~ i VJ ! ::s,.. tn i.ï: CI) ..... C (1) E CDQ. CD 0 U-- t5 ~ ct1 G) ~Q "c3 G) .- (/) 1ã:) 10.. r-"'C .f: c: :ë CCS c:: ::::::I ~ :=0_ .c....CCS ::s .... -- O~~ -...... G) Ot:...., þ;1: 0 ü8c.. ö , ~ ~ I- ~ " ~ z ¡¡¡ ::> C d) (.~~ .00 Z - Õ z '01::1 A..L1::13Hl:moa "'" "'" "'" "'" "'" , "'" "'" "'" "'" "'" "'" ~~ .p:!' ~#"'" ;,.; ,; ~ ~ <!I æ en VILLAGE PKWY, ~3"b1 ?1t ~ ~<C C) ¡¡:T- ui c o :g, 'I: (,) g¡ 'C 'S ,) 'ë Q, 10. oS C( CO) 't:I s:: CI ~ II) ,) :E ~ III III tJ) C/) ..... C Q) E 0. w 0 LfCi) t) :> ~ ø o..C E (1) () C/) ==> ~"C c: C .- CO ..c..J c: :J ~ .- 0 .... ..c c Q) cS ~ 6 ~ '+- ......... ~ cCo. ;f þ~ Co ~ ._ 0...,. '" 'ü C! '""'" - :.:: (J 3'f~ l~t EXISTING CONDITIONS Roadway Network The roadway network in the study area consists of the following important streets: Dublin Boulevard is a major east-west arterial. It is a six-lane road fronted largely by retail and commercial uses between San Ramon Road and Village Parkway, and four lanes between Village Parkway and Dougherty Road. Dublin Boulevard is a six-lane road between Dougherty Road and Tassajara Road. Dublin Boulevard is currently being widened to six lanes between Village Parkway and Sierra Court. Amador VaUev Boulevard is a major east-west arterial street that runs between Cronin Circle and Dougherty Road. It is four lanes within the project vicinity and is fronted by commercial/retail uses. St. Patrick Wav is a new two-lane roadway that connects Amador Plaza Road and Golden Gate Drive. A new signal was recently installed at the intersection of Amador Plaza Road/St. Patrick WaylI-680 southbound hook ramps. The intersection of Golden Gate Drive/St. Patrick Way is four-way stop- controlled. There are sidewalks on both sides of the street with on-street parking prohibited. San Ramon Road is a major north-south arterial roadway that extends north from 1-580. San Ramon Road becomes Foothill Boulevard south ofI-580. This roadway has a median and is between four and six lanes. San Ramon Road provides access from 1-580 to residential neighborhoods and retail areas of Dublin. No on-street parking is allowed. Regional Street is Ii north-south roadway that extends from Amador Valley Boulevard to south of Dublin Boulevard. South of Dublin Boulevard, Regional Street is a wide, two-lane roadway and north of Dublin Boulevard, this roadway has two lanes with a two-way left-turn lane. This roadway provides access to commercial/retail uses. Golden Gate Drive currently extends south from Dublin Boulevard. It is a two-lane roadway that provides access to commercial/retail and light industrial uses. It would serve as the primary access to the West Dublin BART Station area. There are sidewalks and on-street parking on both sides of the street. Amador Plaza Road is a north-south street that extends from Amador Valley Boulevard to south of Dublin Boulevard. Amador Plaza Road has two travel lanes and a two way left-turn lane between Amador Valley Boulevard and Dublin Boulevard. South of Dublin Boulevard, this roadway has four travel lanes and provides access to commercial/retail development. The southern terminus of Amador Plaza Road provides a connection to the new 1-680 southbound on and off ramps. On-street parking along Amador Plaza Road is prohibited, except at the southern end of the road in the court. There are sidewalks on both sides of the street. VillaJ?;e Parkwav is a north-south roadway that extends from Dublin Boulevard to A1costa Boulevard in San Ramon. North of Amador Valley Boulevard, it is a four-lane, divided roadway with bike lanes and sidewalks on both sides of the street. On this segment, on-street parking is prohibited on both sides of the street. South of Amador Valley Boulevard, Village Parkway provides access to retail and office uses and on-street parking is generally permitted. North of Amador Valley Boulevard, Village Parkway provides access to residential neighborhoods. City of Dublin Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 5 November 7. 2002 a5ð(,)I~~ DoulZhertv Road is a four-lane arterial between the Alameda/Contra Costa County border and Dublin Boulevard, and six lanes between Dublin Boulevard and 1-580. South ofI-580, it continues with six lanes as Hopyard Road in the City of Pleasanton. Results of Level of Service Analysis TABLE 1: PEAK HOUR INTERSECTION LEVELS OF SERVICE - EXISTING CONDITIONS . Ex/stina Conditions ID Intersection A.M. Peak Hour P.M. Peak Hour vie LOS vlc LOS San Ramon/ Amador Valley 0.47 A 0.59 A 2 Regional/Amador Valley 0.32 A 0,54 A 3 Donohue/Amador Valley 0.37 A 0040 A 4 Amador Plaza/Amador Valley 0.30 A 0.54 A 5 Village Parkway/Amador Valley 0.60 A 0.69 B 6 San Ramon/Dublin 0,63 B 0,58 A 7 Regional/Dublin 0.32 A 0048 A 8 Golden Gate/Dublin 0.23 A 0.40 A 9 Amador Plaza/Dublin 0.24 A 0.48 A 10 Village Parkway/Dublin 0.36 A 0.49 A 11 Dougherty/Dublin 0.58 A 0.86 D 12 San Ramon Rd.l1-580 WB 13 Golden Gate/St. Patrick 14 Amador PlazafSt. Patrick 15 Starward/Amador Valley· 17.5* C 22.8* C 16 Clark/Dublin 0.41 A 0.55 A 17 SierrafDublin 0.34 A 0.55 A 18 Dublin Ct./Dublin 0.29 A 0.54 A 19 1·580 WB/Dougherty 0.58 A 0.50 A 20 1-580 EB/Hopyard 0.56 A 0.62 B *Unsignalized intersection, for which average delay (in seconds) per vehicle for stopping movements is reported (instead of vlc ratio) with the corresponding level of service. It is noted that all intersections are currently operating at acceptable conditions in both the a.m. and p.m. peak hours. City of Dublin Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 6 November 7, 2002 3l.Þo:t, \ 36 POTENTIAL PROJECTS Description of Potential Projects Table 2 lists 11 potential projects in the downtown area. These potential projects have been identified by the Dublin staff as likely future development projects based on the City's General Plan and the downtown Specific Plans. New daily trips :fi:om these projects are subject to the future TIP and are listed in Table 2. Table 2A lists 21 approved development projects that have paid or committed to pay traffic mitigation contributions, and thus are not subject to the future TJF. Tables 3 and 3A provide a greater level of detail for all approved and potential projects in the downtown area, including existing land uses and their hip generating characteristics. Trip generation rates were obtained from Trip Generation, 6th Edition, published by the Institute of Transportation Engineers. TABLE 2: DESCRIPTION OF POTENTIAL DEVELOPMENT PROJECTS: TIF RELATED TRIP GENERA TlON No. Project* Size Trip Rate.... Net Trips TlF Trips KSF/DU Daily P.M. Daily P,M, Dailv 1. Ralph's/Longs Center Redevelopment 30 83.63 8.63 171 18 171 2. New retail in vacant parcel near Dublin BI/San 15 32.19 2.81 483 42 483 Ramon Rd. 3. Plumbery - add 90 KSF 90 11.01 1.49 991 134 991 4. Clark Avenue Redevelopment 148 11.01 1.49 1,630 221 1,630 5. Scarlett Ct. area: 40 KSF retail, 20 KSF office 60 19.83 2.07 1,190 124 1,190 6. Corrie (automotive/retail)" 20 61.91 5.98 1,238 120 1 ,238 7. Village Parkway office/retail 20 21.6 2.15 432 43 432 8. Downtown Core w/o Home Depot, Safeway+ 178/100 12.04/3.0 1.26/0.32 2,443 256 2,443 9. West BART Specific Plan without Corrie'" 454.1/491 25,214.5 2.30/0.42 13,637 1,258 13,637 10. Valley Christian Center Expansion (Parcel 1 ).. 187 3.25 0.32 608 59 608 11. Amendment to West BART Specific Plan+,a 290 16.85 2.18 4,889 633 4,889 Totals 27,712 2,908 27,712 * Refer to Figure 1 for project location. ** Source: Trip Generatioll. 61U Edition by the Institute of Transportation Engineers, 25% pass-by trips are assumed for retail. + Trips are based on project traffic impact study, a Approved in October 2001 by Dublin City Council; Amendment included the Enea and Crown Chevro}et Properties. Table 2 is superseded by Table 82 of the Study Update Memo City of Dub/in Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 7 November 7, 2002 ~ 16lJ ,,06 TABLE 2A: DESCRIPTION OF APPROVED DEVELOPMENT PROJECTS: NON-TIF TRIP GENERATION No. Project* Size Trip Rate** Net Trips TIF Trips KSF/DU Dail P,M. Dail P.M. Dail 1. Shamrock Village Center'" 25.85 26.62 5.96 688 154 2. Popeye's fast food 2,23 496.12 33.48 1,107 75 3, Chrysler Auto Sales 24.89 37,5 2.8 933 70 4, Dublin Toyota Expansion 1.4 37.5 2.8 53 4 5, Archstone Apartments" 177 6,63 0.62 1,174 110 6. Scarlett Place (previouslyTrumark Homes") 60 6.63 0.62 398 37 7. Park Sierra Apts. .. 285 6.63 0.62 1,890 177 8, 7-11 Convenience Store" 2.80 634.2 45.46 1,776 127 9. Dublin Nissan 23 37,5 2.8 863 64 10, Dublin Volkswagen 20 37,5 2,8 750 56 11. Arlen Ness Office and Sales" 68.4 40,0 2,8 2,052 192 12, Kindercare 180a 3.2 0.63 576 114 13. Palace Auto 4.09 37.5 2.8 154 12 14. Hexcel+ 150b 4.12 0.58 618 87 15. Home Depot Expo" 93.13 33.8 2.9 3,150 270 16. Safeway" 66 66.6 6.9 4,395 455 17. Corrie Center Expansion" 46.4 10.37 1.12 481 52 18. Valley Center: 5 KSF retail, 3 KSF office 8 29.6 3 237 24 19. Schaefer Ranch" 474 17.44 1.9 8,267 902 20, Armstrong Garden Center'" 6.4 36.1 3.9 231 25 21, Tar et Ex ansion 9.6 56.67 4·..27 544 41 Totals 30,337 3,048 .. Refer to Figure 1 A for proj eet location, .... Source: Trip Generation, 6111 Edition by the Institute of Transportation Engineers. 25% pass-by trips are assumed for retail. + Trips are based on project traffic impact study, a Number of students, b Number of employees. City of Dublin Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 8 November 7,2002 '. ~I ;::!2 - i is! i 18 ¡¡ p !:2 .... !12 g ~ ...j .....;r g: ; i ;êCS~ 1 1..... C\I. 'II!' ~. ~. ùS ã!í. "":. ~¡ i ! i""" i j..... - N t2 ~ ~ oo¡~ ~ ~ ~ . I ¡~ ¡ I !~ ~ ~ ~ ~ m ª ~ ~ ~I~i...... E ¡i·,¡......j.....·I~ .....L+..j,!,~ ~ : ; ~ ¡¡¡ ; I.e!!! ,;- I 1- - N ri ..¡,..: ; i ! - N !!!i2 m ~ ~ N:mllt(j~!:!I ! ì i~ ¡;P;¡ ¡g ~ m !2 1'J -I:L, ("I, - NI ¡è'1 \ ' ~.,......... N "'!.: «S"5 = i¡.,,^~~,..., __,....,:.,..,.~..:...~,)._..L..L,'" ~ ~Ii S Ui ~.';I~i~ ; . Iª ~; ~.£H¡. u"jQ N <r-;, I -N ~ ¡ ¡.,........ N!;! 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'?; PROPOSED STREET IMPROVEMENT PROJECTS Future Intersection Levels of Service The City of Dublin General Plan states that development and road improvements should be phased so that the operating Level of Service (LOS) for intersections in Dublin is not worse than LOS D (see Guiding Policy F, Circulation and Scenic Highways Element). In addition, Guiding Policy E requires a good faith effort to maintain LOS D (v/c<O.9l) on Routes of Regional Significance, which include Dublin Boulevard, Dougherty Road, and San Ramon Road. A.M. and P.M. peak hour levels of service (LOS) at the study intersections under future traffic conditions (with buildout of approved and potential development projects listed in Tables 2 and 2A) are shown in Table 4, along with the LOS for current traffic conditions. Calculation sheets are included in the Appendix. Mitigation measures are required at several intersections, and these mitigation measures constitute the improvement projects described below. All intersections are expected to operate at LOS D or better, the City's standard, under future 1raffic conditions, except the intersections of Dublin BoulevardIDougherty Road (LOS F), San Ramon Road/Dublin Blvd.(LOS E), and Amador Plaza Rd.lDublin Blvd.(LOS E). These three intersections will operate worse than LOS D despite all of the planned improvements possible at these intersections as described below. Dougherty Road/Dublin Blvd., San Ramon Road/Dublin Blvd., and Amador plaza RdjDublin Blvd. Additional roadway improvements, beyond those described below undet the heading "Proposed Improvement Projects", to improve future levels of service at the intersections of Dougherty Road/Dublin Boulevard, San Ramon Road/Dublin Boulevard and Amador Plaza Road/Dublin Boulevard to acceptable levels would not be feasible due to physical constraints and/or traffic safety reasons. For example, at Dougherty RoadlDublin Boulevard, full mitigation of future traffic impacts would require major improvements, including the addition of a fourth lane to the northbound and westbound left-turn movements, which is not recommended due to safety considerations. Similarly, to mitigate the San Ramon Road/Dublin Boulevard intersection, a fourth westbound left-turn lane would need to be added to mitigate impacts to an acceptable level but are not proposed because of safety concerns with four turn lanes. At Amador Plaza RoadlDublin Boulevard, full mitigation of future traffic impacts would require widening eastbound Dublin Boulevard to four through lanes, which is physically infeasible due to all four comers of the intersection being fully developed. It should be noted that the unacceptable levels of service at the above intersections could be attributed, in part, to the additional future trips ITom the approved development projects listed in Table 2A of this study. However, the implementation of some of these projects is uncertain at this point, including the Schaefer Ranch Development, the Shamrock Village Center and possibly others. Nevertheless, it is appropriate to include the trips ITom all of the approved projects in the future LOS analysis because they are approved projects. However, it is anticipated that one or more of the approved development projects on Table 2A will not occur during the time horizon of this study. The absence of trips from such non-implemented projects would, however, likely be offset by additional net trips from other miscellaneous infill development within the proposed TIF area. An example of such miscellaneous infill development would include projects involving changing businesses/tenants within existing office, commercial, retail or industrial space in a manner consistent with the City of Dublin General Plan and the Downtown Specific Plan. These miscellaneous infill projects would City of Dublin Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 10 November 7,2002 Lfö 6b \ 3tõ contribute to the overall growth in background traffic within the TIP area and would be subject to the TIF. Proposed Improvement Projects A total of six roadway improvement projects have been identified to make up the Downtown Dublin TIF program. These projects are required because of safety and capacity issues arising from the development of the proposed land use projects identified in Table 2 of this study. A description of the six projects is listed below. The location ofthe projects is shown in Figure 2 and the description and costs are listed in Table 5. Table 6 lists each of the six projects and the details of existing funding sources. Description of Pro; ects 1. St. Patrick Wav Extension: St. Patrick Way would be extended westward from its current terminus at Golden Gate Drive to Regional Street. This project provides circulation in the BART Specific Plan area and serves planned new uses in the area. It enables traffic to travel directly to and from the new I~680 hook ramps. It will be a two-lane collector with a center two-way turn lane. The City established a precise plan line for the widening several years ago. New right of way will be required 2. Golden Gate Drive Widening; Due to planned projects in the BART Specific Plan Area, Golden Gate Drive will require widening from its current two lanes to four lanes plus a second northbound left turn lane at Dublin Boulevard. This roadway will be the primary access point for uses in the BART complex. The project will require the acquisition of some right of way along the street. In addition, this project will install traffic signals at Golden Gate Drive and S1. Patrick Way. These signals are needed because of growth in the BART Specific Plan area. 3. New Right turn lane ~ Eastbound Dublin Boulevard at Golden Gate Drive: This project is necessitated by futuie traffic growth serving uses in the BART Specific Plan Area. The project will require the acquisition of some right of way on Dublin Boulevard. 4. Dublin Blvd.! Amador Plaza Road Intersection ImDrovements: A new right turn lane for the eastbound lanes of Dublin Boulevard is necessitated by future traffic growth serving uses in the BART Specific Plan Area. The proj ect will require the acquisition of some right of way on Dublin Boulevard. This improvement will also include restriping the northbound Amador Plaza Road approach at Dublin Boulevard to accommodate an exclusive right-turn lane. For the westbound lanes, growth in traffic volumes in the downtown area will require both a double left turn lane and three through lanes on westbound Dublin Boulevard at this intersection. This will require widening the street on the north side. It will not require the removal or modification of any buildings but will require the acquisition of some right of way on Dublin Boulevard. For the southbound lanes, future traffic growth will require widening this approach to accommodate two left~ turn lanes, one through lane, and one right-turn lane. This improvement will require the acquisition of right of way on the west side of Amador Plaza Road. 5. Dublin Boulevard/Doueherty Road Intersection Improvements: Growth in traffic in the study area requires that the eastbound direction of Dublin Boulevard at Dougherty Road be increased from two to three through lanes and from one to two right-turn lanes. This will help to mitigate growth-related level of service problems at the DublinlDougherty City of Dublin Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 11 November 7, 2002 41D1;)\3'Ø intersection. Some right of way will be required. Growth in traffic in the study area also requires that the northbound left turn lanes on Dougherty Road at Dublin Boulevard be increased from two lanes to three lanes. This will help to mitigate growth-related level of service problems at the intersection. Some right of way will be required. 6. San Ramon RoadJDublin Boulevard Improvements: This project will add a third northbound left~turn lane on San Ramon Road to accommodate this heavy traffic movement during the .AM and PM peak hours. The project will also modify the traffic signal at this intersection, relocate the median island on Dublin Boulevard between Donlon Way and San Ramon Road, and widen San Ramon Road on the west side between Dublin Boulevard and 1-580 westbound on-ramp. In addition, three other roadway improvement projects within downtown Dublin are currently included as part of the City's Capital Improvement Program (CJP) and are fully funded using various sources of funding. These projects are not included in the Downtown Dublin TIF program, but are assumed as planned improvements for the intersection LOS analysis under future conditions. The three projects are: a. New Right turn lane - Eastbound Dublin Boulevard at Village Parkwav b. Dublin Boulevard Widening to six lanes between Village Parkway and Sierra Court c. Len¢1en the northbound Left Turn Lane on Villae:e Parkwav at Lewis Avenue For additional documentation on the justifications of the above roadway improvement projects, please refer to the City's CJP and the following traffic studies: Omni~Means Engineers and Planners, Consultant's Report of the Transportation Impacts For the Proposed VillalZe Parkwav. Downtown Core, and West BART Station Specific Plans. City of Dublin, September 25, 2000. Omni-Means Engineers and Planners, Consultant's Report: Transportation Impacts for the Proposed Dublin Transit Center, City of Dublin, April 27, 2001. Omni~Means Engineers and Planners, Consultant's Report on the Transportation Impacts for the Proposed Dublin Safewav Center, Final Report, City of Dublin, March, 2001. TJKM Transportation Consultants, Draft Supplemental Environmental Impact Report for the West DublinIPleasanton BART Station and Transit VillalZe Project. Sections 4.5 and 6.1, EDA W, November 30, 2000. Fehr & Peers Associates Inc., Final Report, Valley Christian Center Proposed Expansion Traffic hnpact Study. City of Dublin, May 2001. City of Dublin Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 12 November 7, 2002 4¿ðbl~ v:J Z o ¡: :=; z o U "" Q:: ~ ;:¡ ¡;;,;.¡ = ~ c,:¡ ~ ~ ~ I "" U ~ "" rJ:i "" o v:J ...¡ "" ¡:¡ ~ z o 8 "" g¡ ~ z - CI: ;:¡ o ~ ::=: .( ~ .;,r "" ...¡ CQ .( ¡... ... ~ ü ce < aJ CJ 1..1.... LiJ 0 1..1....0 1..1.... LiJ ü · . . 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E c:>ãJ ü.$ as § :::> 6 d) ctl16 t:: t::~ 016 c¡¡ & t::ë;j ~ ~ Oë;j ~~ .S; J~ UJ e:::: ..c: ().~ () ~ 0 16 ~ ~~ .9 ]f ~ ~~ :g,g. t:i 0 26 æ ~ t:: g> 32= ffi ctI :B= ~ 0 E c3 .~ 8 O' ~ tlj ro·- (). ð'~ ~ C/) 0 <: 5: C,I)~ a:: 5 C/) c:>9 B9 ü59 9 ..... N "" ...,.. U') (D I"- co 0> 0 ..... N ~ ...,.. ~ (D ~ ~ 0> 0 ..... ..... ..... ..... ..... ..... N ~ Ë ~ ;> ...... o '"g ., 1;; é ~ u 't 0) '" ...... o 11 ~ /:I1J ,8 "'0 8- § <lJ £ £ '§: "'0 ., "t: o @' .~ '" "E ~ ;> o E /:I1J ;: '6, ê' Vi .... <.8 ., ü ~ .... ., p,. ""' "'0 ¡:; o á5 '" ¿, ~ ~ "'0 : ~ ..<:: OJ :.E :: , .... .!!Jc.8 ::; , I!) 0 5 ..8 ~ á5 .... ~ 62 ........5 1313 § .t;¡ ,.!ëQ p., 6h ..c .- ~~ ... ... ... ~5ðÕ13'8 TABLE 5: DESCRIPTION AND COST OF DOWNTOWN TIF IMPROVEMENTS No, Project and Description* Total Cost"" Existing Unfunded (In thousands) funding costs sources*** (In thousands) (In thousands) 4,915.39 1,830.98 3,084.41 1,844.45 ° 1,844.45 539.63 3.83 535.80 919.26 42.57 876.69 1,314.23 240.64 1,073.59 606.52 ° 606.52 10,139.48 2,118.02 8,021.46 1. St. Patrick Extension 2. Golden Gate Drive Widening 3. New Right turn lane· EB Dublin at Golden Gate 4. Dublin Blvd.lAmador Plaza Way Intersection Improvement 5. Dublin Blvd.lDougherty Rd. Intersection Improvement 6, San Ramon Rd.lDublin Blvd. Improvement Total "Refer to Figure 2 for project location ....Based on cost estimates prepared by City of Dublin Public Works Staff, including design, right·of·way and construction costs, Calculation sheets are available at the City of Dublin. .......Refer to Table 6 for detailed information. Table 5 is superseded by Table 83 of the Study Update Memo City of Dublin Downtown Traffic Improvement Fee T JKM Transportation Consultants Page 14 November 7, 2002 .... ~ ~ þ¡ .. ~6b\~~' ~ , .. "" co ..r ~ :[ ]I '" ~ :- ;:¡ '" 8 .... ~ § ~ ~ ~& f,:!' < '" ¡g .... ¡æ ~ ~ :is ~ Ë š1 ~. "i' ¡:; .. :§i!~ Ø> '" .. <:;) 1:1...... e -1!.§ - .. Þ:: .... iii) ""'~ § ~ :e ..- «,- ~. - 0:> .§1Î "" '" CI,) ;Ií~ ..... .... <a QO §j 3 " .... ä (õ Q, ë>] ",' æ '" ::;) ~! ::... .... .š 1E: ~ '" '" 't:) ð co ::;: ;;:; :3 ",. ",' ..n ~. ..... Q,) ~ U) (J u. ~ .... +J '" CI,) = Œ. ~ (.) CI) 0 i i' .c::: etI (J ¡:: ~ ~ ~ :::> ..... 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Q . ~s@J¡ @¡~t'f5 Jã ~.¡! ~§å~ æ~f@f@ ~ æ ~ j ~ ..,.; I.,ó 5 .ã S"I ~ .S ..c ~",s::::a= - ... = Q Q.ooQ@J -¡; §3 ... "d @¡ .~~~~"ª! í5~ ~j §b¡':'~@¡.s.. ~ '<t' ._ (§) Q.o 0 .9S1.ã@J.:â.g~ ~~~~~~~~ ¡¡~~~~~~~ ~~~ã1jjæj ï'~~"';;;~~;f@ ..s:::<:':';!I-<¡;;¡~V,)c<"> .~¡,:,øB.ac<">~ 0 c:airJirJ-i.ë.9.s; 1 ~ ~ :s .~ .~ ~ åJ :å £' V,)¡,:,sææ!:i:s! á3 ....; . ~ === N ~...,. t45 g ...J CD ~ !!! c / / / / / / / / C1I ~.:E~ .00 z- õ z #.4/ ,l'7 ~~/ / / / / / / /' /' /' /' / IIILLAGE p\<ll'f'(, C"'871 ILIAN FlD. '!:IO 3.1.'\I()\:I;lI\ÎIS \~, ~ e 6,("\1 ü: Q) 'E "C C. =:I Q) Q) LL - ~ c.. E en ...... u c: ¡¡: CJ.) ~ ~ .5 > .c 0 c: = J.. :.=Oc.. -§c: E 1:5 o s: - ~ _0;;0: 0-- .... >-~ ~ ~ ~ 0...... 8 Ü 0 UJ ~ /..l(o tsb \ ~ <l; TRAFFIC IMP ACf FEE CALCULATION The Downtown Traffic Impact Fee was determined by dividing the total unfunded cost of roadway improvement projects by the trips associated with growth in the study area. The increase in trips in the study area includes expected new traffic from existing development sites that are modified or otherwise occupied at higher densities, as well as new development on vacant or under-utilized parcels. The calculation of the Downtown Dublin TIP involves taking the cost of improvements required by growth in the study area and dividing it by the number of new trips associated with that growth. In this case the calculation is as follows: Total Unfunded Costs Associated with Downtown Traffic Growth $8,021,460 Total Number of Daily Trips Added by Downtown Growth 27,712 Cost per Daily Trip $290 The Downtown Traffic Impact Fee should be applied to various development proposals by multiplying the unit TIF cost by the number of daily trips generated. The TIF will apply to new developments as well as the re-use of existing buildings. In the case ofre-use, the net change in daily trip generation will be multiplied by the unit cost. 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Q. 00( U UI o -' m < ... ð en c -' HCS: Unsignalized Intersections Release 3.1a uP5b \;;ß TWO·WAY STOP CONTROL (TWSC) ANALYSIS Analys t: TJKM ED Intersection: Starward/Arnador Valley ~ \5 Count Date: Time period: am peak ßQ.S ~ è .,....ð-t t; Q"VOo j Intersection Orientation: East-West Major St. Vehicle Volume Data: Movements: 1 2 3 4 5 6 7 8 9 10 11 12 ...... --.. ~.....................".. -_......................- --.......... ......-- --.................... --.......... --............ --...................................... Volume: 18 722 4 4 786 23 5 0 2 59 0 50 HFR: 19 760 4 4 827 24 5 0 2 62 0 53 PHF: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHV: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 ... ... .. ... .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. " .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. - .. - .. ... .. .. .. .. .. .. .. .. .. .. .. Pedestrian Volume Data: Movements: .. .. .. .. .. .. .. .. .. .. .. .. .. .. - .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. - .. - .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. II .. .. .. .. .. .. .. .. .. Flow: Lane width: Walk speed: .. Blockage: Median Type: Raised Curb # of vehicles: 4 Flared approach Movements: # of vehicles: Northbound # of vehicles: Southbound Lane usage for movements 1,2&3 Lane 1 L T R 0 0 approach: Lane 2 Lane 3 L T R L T R - .. .. .. - + .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. - - .. - - .. .. .. .. .. .. .. .. - - .. .. .. .. .. .. .. .. - .. - .. .. .. .. .. .. .. .. .. - - .. .. II .. . .. .. _ .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. .. .. - y N N N Y N N Y Y Channelized: N Grade: 0.00 Lane usage for movements 4,5&6 approach: Lane 1 Lane 2 Lane 3 L T R L T R L T R .. .. .. . .. .,. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... ..... .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. y N N N Y N N y y Channelized: N Grade: 0.00 Lane usage for movements 7,8&9 approach: Lane 1 Lane 2 Lane 3 L T R ¡, T R L 'I' R ...... _....... ~.... __.... _"............. __......................_.................... __...... It........ __................ ---.. --....... -- --..............-............. y Y Y N N N N N N Channeliz ed: N Grade: 0.00 Lane usage for movements 10,11&12 approach: Lane 1 Lane 2 Lane 3 L T R L T R L T R ..................... -.......... --........ ----.. ................... ".; -............ -............. -- -".... .....-.... -_.........- --....... .-,..- --.. -......... -- --- y y y N N N N N N Channelized: N Grade: 0.00 Data for Computing Effect of Delay to Major Street Vehicles: .. --..................................... --............ --.... --.......... --- --.........-........ --....-.. --.. "'-_.......... -_......- ---.. --...................- Shared ln volume, major th vehicles: Shared ln volume, major rt vehicles: Sat flow rate. major th vehicles: Sat flow rate, major rt vehicles: Number of major street through lanes: Eastbound o o 1700 1700 2 Westbound o o 1700 1700 2 Length of study period, hrs: 1.00 ........ .....-..............- -.....-............ ..-................ -- ---......... --.. --................. ---.... --...... ......... --........ -~........... --..-.... Worksheet 4 Critical Gap and FollOw-up time calculation. Critical Gap Calculations: Movement 1 4 7 8 9 10 11 12 - - .. ... ~ .. .. .. - .. .. .. .. .. .... .. .. .. .. - - - .. ... .. .. .. ... - .. - - .. .. . .. ... ... .. .. .. .. .. - . .. .. .. .. .. .. .. .. - - .. .. ... ... .. .. .. - - . .. .. .. .. .. .. .. - . .. .. .. .. .. .. .. .. - - . .. .. .. - .. - .. .. .. t c.base 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 &; lCO \~, t c,hv 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 1? hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t c,g .0.2 0.2 0.1 0.2 0.2 0.1 G 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t 3,lt 0.0 0.0 0.0 0.0 0.0 0,0 0.0 0.0 t c.T, 1 stage 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2 stage 0.00 0.00 1.00 1. 00 0.00 1.00 1.00 0.00 t c 1 stage 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 2 stage 4.1 4.1 6.5 5.5 6.9 6.5 5.5 6.9 FOllow Up Time Calculations: Movement 1 4 7 8 9 10 11 12 ........ --... ___.. --.. ----- -...... --....... ...-.. -- -_o..........- ___.... ,,_.. .---........ ........,._.. ----........- --.. ---..........-.... ----- t f,base 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 t f,HV 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t f 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 ...... __.......... __........ .... __.......... II........... __........... __ __....... ....__.. __ - ....- ...-_.. -.. ...-.. ----.. _01 .... ..---.. --............ Worksheet 6 Impedance and capacity equations Step 1, RT from Minot St. .. _........_ __......... _........ __ __.. It,._.... __...... II........... --......... ---- --............ ---.. ................... ...- ----- -.. _.........-- 9 12 Conflicting Flows Potential Capacity Pedestrian Impedance Factor Movement Capacity Probability of Queue free St. 382 622 1. 00 622 1. 00 426 583 1. 00 583 0.91 Step 2, LT from Major St. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. " .. .. .. .. .. - .. .. .. .. .. .. - .. .. - .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. - .. .. - .. .. 4 1 .. _........... _.. _..... __.......... - _...... __.. __ _II v_"" ___ _.............. --- _........,... -- _.........- - - -.. _.....:.. -- - -..-.. -............ - - ---.. Conflicting Flows potential capacity Pedestrian Impedance Factor Movement Capacity probability of Queue free St. 764 858 1.00 858 1. 00 852 796 1.00 796 0.98 - - _.......... - - - _....... _. ___ - _......" _. - - - ........ ,,_ - - - - - - _..... ___ _. _.. ..__ - __..... __ ___ - - II".... _ ___.. _..........._ ---- Step 3, TN from Minor St. part 1- First Stage Worksheet 7a . Computation of the effect of TwO'stage gap acceptance 8 11 __ __ _..... __ - _....._.... _.. - - __.. ..... - - __ _...... .__ _.. _.. _. ..._ ___ _........_ __ - II..... _.. _ _ _."'.. - - - - - --....... -- - - - - -.. Conflicting Flows Potential Capacity pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvrnnt Movement Capacity Probability of Queue free St. 800 400 1.00 0.98 391 1. 00 848 380 1.00 1. 00 379 1. 00 part 2· Second Stage -.... -- -- -..... -- - -- -............ - -- - ........- - - -........ -- - -.. -.. .....- --.. -... .--_...... -- - - -..... - - --............ - - - -........ -- - -.. - ...-- --.o-...-... __ - - __....... --- - --..... - - - - --...... - - - --....... - -- -.. .... - - - - - ....... - - -. .....-.. - - -...... ....-- -- Conflicting Flows potential Capacity pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvrnnt Movement Capacity . 860 376 1.00 1. 00 374 802 399 1.00 0.98 390 part 3- Single Stage . - -.. -- -_....- - -- _.....-. ~ ...-- - -.. ........ - --.......... -- - -.... ..-- -- -.. -.. --- ...... - - - -...... - - - - ......... -- - --........ - --- ..... -.. - .--- -.... ~.. - -- -- - - -...... - - -- -.. -- - - -... ....." - - -........ - - - -...... ---oO..... - - __...o. - - -- -.. _.....- - --.. .....- Conflicting Flows Potential Capacity Pedestrian Impedance FaCtOr Cap. Adj. factor due to Impeding mvrnnt Movement Capacity 1660 98 1.00 0.97 96 1650 100 1. 00 0.97 97 Result for 2 stage proceSs, - -- ......- -- -...... -- --.- - - --.... - - -..... .....- -_..- ...- -- - -... ..-- _...- - - - --...... --_...-.... - ......... -- - .....-- - -- --. .... --- -.... ....-- --........ -... -- --......... - -... ...... - - -.. ....... -.... -..... - - -... ..-_..... ..--- -.. - - - - -...... ..-- - -...... --- a y C t Probability of Queue free St. 0.98 1.14 308 1.00 0.98 0.98 317 1. 00 - - - .. . .. . .. .. - - - - . .. .. - .. - - - .. .. .. - - - - ... .. . - - - .. .. . . .. - .. .. - ..... ... - - - - .. .... .. - - - . . . .. - - - .. .. - - - -. . .. .. - - - .. ... ... - - - - - .. .. . .. - - - - .. . Step 4: LT from Minor St. Part 1- First Stage Worksheet 7b . Computation of the effect of Two' stage gap acceptance 7 10 - - .. '" .. . .. - - - - - .. .. .. - .. .. .. - - .. .. .. - - - - .. . . .. - - - .. .. .. .. - - - - - . .. . ... - - - - - .. - - - - - .. . . . - - .. .. .. .. - - - .. . . - - - - - .. - ... - - - - .. - .. ... - - - - Conflicting Flows potential Capacity Pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvrnnt Movement capacity 800 349 1.00 0.98 341 848 327 1. 00 1. 00 325 part 2- Second Stage - - - - --. .--..- - - - -.. -. -- -- -.... ...--- -.. ..-- -...... ..... - - - --....... -........ - --_....- --_..- -- --...... -.. -- - ........ -......... -..........".. --.... - --.... -- - -.... ...- - - - _...- --- - .......-- -- - -.... - -- -........ --..... .--- -..... ...-.............. --......... - - - -... Conflicting Flows potential Capacity pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvrnnt Movement Capacity 422 585 1.00 0.91 530 418 589 1.00 0.97 573 ~art 3· Single Stage ...".. __...... __ _oo............. __ __......... __............ __.............. ___........_.. ---- --........-........ wOo.......... ---.. .............. --...... -.... 1tf6lf[) \~g ........._..........._ ___ ................. __ __...._.... __................... __.... __.........._........ _............ __.. _............... __.. __iO.............. Conflicting Flows ~otential capacity pedestrian Impedance Factor Maj. L. Min T Impedance factor Maj. L. Min T Adj. Imp Factor. Cap. Adj. factor due to Impeding mvmnt Movement Capacity 1222 138 1. 00 0.97 0.98 0.89 123 1266 128 1. 00 0.97 0.98 0.97 125 Result for 2 stage process: ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. ~ .. .................... 'Ow...... __ __.. __........ -.. ----.... --................ -- --.... --.... ~_.. --.. --..... --.... --......... -- --............................... a y C t 0.98 0.56 323 0.98 0.45 313 ...... .......... .... .. -...... ".. ...... .. -................ .. ,,'. "..... .... ........ .... .. .... .. - - - - -............... - -................. -........... ...... -.............. -.. ...... . .. Worksheet 8 Shared Lane Calculations Shared Lane Calculations Movement 7 9 ..................... __............ ~... __.............. ___.........._........ __.. ~...... __ __ __...... __.... __ it......... ___...... ~............ --............ ...--.... 10 11 12 v (vph) Movement Capacity Shared Lane Capacity 8 5 323 374 2 622 I . . . . . . . . . . .. . . . . . . . II . . . . . . . - " . . . . . . . . . . I I II I I II I o 317 o 308 62 313 397 53 583 Worksheet 10 de1ay,queue length. and LOS .. --.. --........... --........ --................ --...o-.......................... -.... ................. --................... ............... -.. ..-.......................... Movement 1 .......... ---........................ --..................... --............... ........... --.. --.. -.................. ....... --.......................... --.... --...... -....... 11 v (vph) C m (vph) vlc 95' queue lenqth Control Delay LOS Approach Delay Approach LOS 19 796 0.02 9.6 A 4 858 0.00 9.2 A 4 7 9 10 12 8 1···················11···················1 I II I I II I 7 115 374 397 0.02 0.29 14.8 B 14.8 B 17.7 C 'S~C!. C........ð.< ~ eMf'- ~ .. .. .. .. .. It .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... - .. .. .. .. .. .. .. .. .. .. .. .. .. .. .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. 17.7 C HCS: Unsiqnalizeó Intersections Release 3.1a 1¿)4 O'b \ :"'6 TWO·WAY STOP CONTROL(TWSC) ANALYSIS Analyst: TJKM Intersection: Starward/Amador Valley Count Date: Time Perioó: pm peak Intersection Orientation: East-West Major St. @ ß6..~ C4-ð.-~ h~ Vehicle Volume Data: Movements: 1 2 3 4 5 7 8 9 10 11 12 ....... __........ __........................... ___....... ._.._...... __ __ _........ ..__ ___.... __ _......_........ _................. ..__...... <0_.... ............. ____.. volume: 107 915 18 31 962 80 10 1 5 47 0 60 Hl'R: 113 963 19 33 1013 84 11 1 5 49 0 63 PHF: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHV: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 -+_" __ __....................... __OlIO... __...... _......_.. .---.. -................. ----........... --.. --- --...................................... ---.... -..-- Pedestrian Volume Data: Movements: ...... --..-.. *'.................. -"'.. -... --...... ..... --.......... --......-...... .........- -- --............... --............'O-... ___.. .........-..--- Flow: Lane width: Walk speed: \ 'Slockage: Median Type: Raiseó Curb # of vehicles: 4 Flared approach Movements: # of vehicles: Northbound # of vehicles: Southbound Lane usage for movements 1,2&3 Lane 1 L T R 0 0 approach: Lane 2 Lane 3 L '1' R L T R ..-.... -_.......- --........ _..~....-...... --...-.......... _....,..... -- -.. -..... ..~... --.. --........-.. ---.............-.... --... -......- - - - - -......... y N N N Y N N y y Channelized, N Grade, 0.00 Lane usage for movements 4,5&6 approach: Lane 1 Lane 2 Lane 3 L T R L T R L T R - - -.......... - - - - - -.... ....-- - - - - --..... .....- - - - - - -.. ---- - - -..... ..-- --.... -.-- - -......... - - - -.... - - - - - - -- ....... --- - - ---..... y N N N Y N N Y Y Channelized: N Grade, 0.00 Lane usage for movements 7,8&9 approach: Lane 1 Lane 2 Lane 3 L T R L '1' R L '1' R .... - - -- - - -....... - - - - --.... -- -..... - - - - - -.. ...---_.. ..........- - ---- _......- - - --_.....- ---... ........ -- ...- ....---- - - -........ -- --- y Y Y N N N N N N Channelized, N Grade: 0_00 Lane usage for movements 10,11&12 approach: "f Lane 1 Lane 2 Lane 3 L T R L or R L T R ..... -.. - -- -.... _..- - - - -- -.... - --........ - - -...... ---- -... - - -- .... ..... ..... _...- - - -_...- -- --.... .-- -............ ---... ........- y Y Y N N N N N N Channelized: N Grade: 0.00 Data for Computing Effect of Delay to Major Street vehicles: __ - - __ II.... _ _ _ __ _ _ _ _....... _.. ...... __ - _. ..____......_ - _....... -- - ---'" ..- - -..... .." -- -.... 11---- - .... -. - - -....... - - --- Shared ln volume. major th vehicles: Shared ln volume. major rt vehicles: Sat flow rate. major th vehicles: Sat flow rate, major rt vehicles: Number of major street through lanes: Eastoound o o 1700 1700 2 Westbound o o 1700 1700 2 Length of study perio4. hrs: 1.00 - - -.. --.... -. - - - -- - -.. -.. -- - --......... -- _.......- -- -- -.. ..... - --- .... --- -.. ....- - - -_..- -- --...... -...-- _.........- - -- -_....- Worksheet 4 Critical Gap and Follow'up time calculation. critical Gap Calculations: Movement 1 4 - -.......-...- - -... - - - - -...... - - - - --..... ... -- --_..- -- - - -- .... -- --. ... -.. --..... --- --.... -- ---... ...- -- - -. ...- --.. ...... 7 a 9 10 11 12 t c,base 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 ÎOCb\~' I: c,hv 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t C,Q 0.2 0.2 0.1 0.2 0.2 0.1 G 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t 3,11: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 I: c,T: 1 stage 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2 staQe 0.00 0.00 1. 00 1. 00 0.00 1.00 1.00 0.00 t c 1 sl:aQe 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 2 stage 4.1 4.1 6.5 5.5 6.9 6.5 5.5 6.9 Follow Up Time Calculations: Movement 1 4 7 8 9 10 11 12 ... _.. ___..................................... a.......... __..... _"...................... .......... -- -- --- -.............-.. --.... --.......... ..--.......... --........... t f,base 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 t f,HV 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t f 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 ...... _..................................... __ .......... _... __.... _+ ..._.... __................. __............................ __............... ....11'........ __.... _to.... Worksheet 6 Impedance and capacity equations Step 1: RT fram Minor St. --............................ --.................... -- --.................. --................ --..-.................. -. --...... --....... ...--- --.......................... 9 12 Conflicting Flows Potential Capacity Pedestrian Impedance Factor Movement Capacity Probability of Queue free St. 491 529 1. 00 529 0.99 548 485 1. 00 485 0.87 Step 2: LT from Major St. .... --........ +............. --......................... --.....-.......... -........................ -.................. -- --........-................ -....-............ ..~_.. 4 1 .......... --.............. --...... -.................. --.......... --................-.. --.. -- -....... ~...... --- -- -.. ~...~. - - - - -..-............- -- - - -...." Conflicting Flows potential Capacity pedestrian Impedance Factor Movement Capacity Probability of Queue free St. 982 711 1.00 711 0.95 1097 644 1.00 644 0.83 -- - -.......... - - - -- -........ - - - - - - - -............. --- - -..... - - - - - - - -........ - -- - - - - -.... -- -- - --- - -........ - - - -. -.. _.......- - - - - -..... Step 3, TH from Minor St. part 1- First Staqe Worksheet 7a - Computation of the effect of Two-staQe qap acceptance 8 11 - - - _..... - - __ - _.......... _.._ - - - _.OO _.......... - - - - - - ~_ - - - - - - - _.......... - - __ - - __....._ - - - -. - -..... II' .....- _ _ _ _ _ _ ......- - - - -oO.... Conflictinq Flows Potential Capacity Pedestrian Impedance Factor Cap. Adj. factor due to Impedinq mvrnnt Movement Capacity probability of Queue free St. 1198 261 1.00 0.83 215 1. 00 1120 284 1. 00 0.95 271 1.00 Part 2- second Stage - - - .. ... - - - - - - .. .. .. It _ _ _ _ _ .. _ .. .. .. .. .. . '.. .. .. - - - - - .. .. - - - - . . .. .. .. . .. - - - - - - - .. .. .. - - - . - .. .. .. . .. .. .. .. - - .. .. .. .. - - - - - - - - - .. .. ... .. - - - - - - - . .. .. .. - - - - - - - .. .. .. .. .. - - - - - - - - - .. - . ... ... - - - - - .. . .. .. - - - - - - - ... ... - .. .. - - - - .. ... .. - - - - - - - - .. - .. .. - - - - - - .. ... .. .. ... - - - - - - - - . - - conflicting Flows potential Capacity Pedestrian Impedance Factor Cap. Adj. factor due to Impedinq mvrnnt Movement Capacity 1162 272 1. 00 0.95 259 1207 258 1.00 0.83 213 part 3- Single StaQe --.......... -- -- - -..... - - - -- - - -- - -........... - - -- -.'" ,,- - -- -"'........- - -... -.... -- - - --_.........- - - -..-.. -- - - --_.........--- -... ...-... - - --.-........ -- - -- - - - - --.o...... - - - ............ -- -- -...... ..-_... - -...-..... --- - -- -""... - - --_....o....- - - -. - -..... -- - ---- conflictinQ Flows Potential capacity Pedestrian Impedance Factor cap. Adj. factor due to Impeding mvrnnt Movement Capacity 2360 36 1. 00 0.79 28 2327 38 1.00 0.79 30 Result for 2 staqe process: _..o - __ __ _.... - - _. - - _.... - __......... _ _ _ -....- - - - -- ....... --- -........ -'O --........ -- -- - -.... - - -- -........ -.. - - - - -. - - - --- ... -.. - - - -.. -- - - - --............ -. - ..-- - - - -....... - --~_...... -- -- -... -.... - - - -.......... - -- - ---.. - - - -- _......- - - -- --. .-- - -..o.. a y C t Probability of Queue free St. 0.98 1. 58 135 0.99 0.98 1. 60 167 1. 00 -... - -- - -....... --- -. - -... -. - -....... - - --- -....... - --...... ...-- - - - -...o.......... __ .~..'O- -- - - -....o.- - - _.....-..- --............. - -- -.. Step 4, LT from Minor St. ParI: 1- First Stage Worksheet 7b - Computation of the effect of Two'stage Qap acceptance 7 10 _. _ ___.. _ r..... _ _ _ ___ __ _ _ ___ _ _ _..... -- - - -...... - - -- -_.....- - - - -.. ........ -.. -- --.... .....-.. -- - -.. - -'O- - - -..... ..-- - - - -.... Conflictinq Flows potential Capacity pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvrnnl: Movement Capacity 1198 200 1. 00 0.83 165 1120 223 1. 00 0.95 213 part 2· Second Staqe - - ... - - ... .. - - - - - .. .. .. . .. .. . .. ... - - - .. oO .. .. .. - .. - - - - .. .. - - - - - .. - - .. - - - - - - - .. . . - .. - . - .. .. .. ... - - - - - - - .. .. - - - - .. .. - .. . - - - - - - .. ... .. - - - .. - - - - - - .. .. .. - - - - - - - - - - - - - - - - - - - - - - ... .. - - - - - . . - .. .. - - - .. .. ... .. - - - - - - .. It . .. _ _ _ _ .. ... _ .. .. .. - - - - .. .. . .. . .. - - - .. .. .. " - - - - - - II' conflicting Flows Potential Capacity Pedestrian Impedance Factor Cap. Adj. factor due to ImpedinQ mvrnnt Movement capacity 572 478 1. 00 0.83 396 707 397 1.00 0.81 322 part 3, Single Stage --..-.. -- --...... .....- -.. --...... --.......-........ --...... --...... -- ---.. -- ................ -- -_.........-....- -- --.... -. -...... ...... .-- 1'&0' 3t .. .. .. .. .. .. .. .. .. .. .. .. .. .. " .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. It ... .. .. ,. .. .. .. .. " ," .. .. .. .. .. ... .. .. .. .. .. .. ~ .. .. .. .. .. .. .. Conflicting FlOws Potential Capacity Pedestrian Impedance Factor Maj. L, Min T Impedance factor Maj. L, Min T Adj. Imp Factor. Cap. Adj. factor due to Impeding mvmnt Movement Capacity 1769 54 1. 00 0.79 0.84 0.73 39 1827 49 1.00 0.78 0.83 0.82 40 Result for 2 stage process: .... __........................ __.. __.......... __...... __........." __...... "'......... _...... __.. ......._ __ ___............... ......___.......... __'".... It.. --.................................... ---.. --..................... -- --............ --.. --........... --......... ......-_...... --.. --.... ......-.. -............... a y c t 0.98 0.52 157 0.98 0.69 194 Worksheet 8 Shared Lane Calculations -- -........ --.. -_.......--..... -- --.......... -- --........ ......-....-.... --..... ... ...-...... -'"... ...-.... ----- -- --.... ..-- -.... -.. -- -- -.... Shared Lane Calculations Movement 7 8 9 10 __ - _._.... - __ _....... _... __ __....... - - _.. __ - - _... If....._ _ _ __.. _..... --- - - _.........-.. - -. - - -......... --- --- - - --....... 11 12 v (vph) Movement capacity Shared Lane capacity 1 ···········-·······11···················[ I II I 1 II I 11 157 199 5 529 49 194 292 o 167 63 485 Worksheet 10 delay/queue length, and LOS -- --..... -.. - - - -- - -......... --. - -- -............. - - --- -..- ...... - --- -....... ....... - -- - -.......... - --.. - - - - -.. ":.... ..- --..- - ---- Movement 1 ... - _"" __ - - - _.. II It. _ __ _ _ ___ ........ - - - -_...........- -- - - --.. .-- - - -- --......... - - - --..- -- +..... ...- - - - - -- - -- ...... -..-- 11 12 v (vph) C m(vph) vie 95% queue lenqth control Delay LOS Approach Delay Approach LOS 113 644 0.17 11.8 B 33 711 0.05 10.3 B 4 1 135 7 8 9 10 1 . . . . . . . . . . . . . . . . . . - II . . . . . . . . . . . . . . . . . . . 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RCS: Unsiqnalized Intersections Release 3.la TWO-WAY STOP CONTROL(TWSC) ANALYSIS Analyst: TJI<M Intersection: Starward/Amador Valley~Se + Count Date: ~ Time Period: am peak ,~ Intersection Orientation: East-West Major St. Vehicle Volume Pata: TIP Movements: 1 2 4 6 7 8 ...... --_.........-'O-.... __.. __ ............................. .--................ ....... --- -..-.....-.... ---- -- .................. -- -- -....... --.... 11 12 3 5 Volume: HFR: PRF: PHV: 18 19 0.95 0.00 749 788 0.95 0.00 5 5 0.95 0.00 23 24 0.95 0.00 6 6 0.95 0.00 o o 0.95 0.00 6 6 0.95 0.00 805 847 .0.95 0.00 9 3 3 0.95 0.00 59 62 0,95 0.00 10 o o 0.95 0.00 50 53 0.95 0.00 ...... -.... --......-.. ................ ---............ .....-................ -- --- --........ ...--_................... --................... ......... -- -........... Pedestrian Volume Data: Movements: .. --.. --........ --.... --........... --.. --.... ................... ---"" "'............... --... ...-_..................- -- _oO............- __ __ __ _.......... Flow: Lane width: Walk speed: \ B1ockaQ'e: Median Type: Raised Curb # of vehicles: 4 Flared approach Movements: # of vehicles: Northbound # of vehicles: Southbound 0 0 approach: Lane 2 Lane 3 L T R L T R Lane usaqe for movements 1,2&3 Lane 1 f_. T R ........-.... --........... --.. --.............-.... --...........-.. - -...... -.. --....-.......................... -.......... ---.. .......... -- ---............... --.. Y N N N y N N '{ Y Channelized: N Grade: 0.00 Lane usaqe for movements 4, 5 &6 approach, Lane 1 Lane 2 Lane 3 L T R L T R L T R .. .. - ... .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ~ .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. ... .. .. " .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. -, .. .. .. .. .. .. y N N N Y N N y Y Channelized: N Grade: 0.00 Lane usage for movements 7,8&9 approach: Lane 1 Lane 2 Lane 3 L T R L T R L T R .. .. ,. ... .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..' '. .. .. .. ... .. .. .. .' '. .. .. .. .. .. .. .. .. .. '.. .. .. .. ..; .io'.. .. .. .. .. .' .. '. '," .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. - .. .. ... .. .. .. .. .. y Y Y N N N N N N Channelized: N Grade' 0.00 Lane usaQ'e for movements 10,11&12 approach: Lane 1 Lane 2 Lane 3 L T R L T R L T R Y y N N N N N .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. ,. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..'" .. .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. '{ Channelized: N Grade, 0.00 Data for Computinq Effect Qt Delay to Major Street Vehicles: N -................................................ .... ,;,',;,...;.. .:"........................ -.... ."....... -....................".... -...................... ",- ~............................ Shared ln volume. major th vehicles: Shared ln volume, major rt vehicles: Sat flow rate, major th vehicHiEl: Sat flow rate, major rt vehicles: Number of major Eltreet throuqh lanes: Ealltbound o o 1700 1700 2 Length of study period, hrs: 1.00 westbound o o 1700 1700 2 .. .. II .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. _ .. .. .. .. ,¡ .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .; .. .. .. .. .. .. .. .. .. .. .. .. .. .' .. .. .. .. .. .. .. .. .. Worksheet 4 Critical Gap and FOllow-uP time calculation. Critical Gap Calculations: Movemen t 1 4 11 . - __ __..oO......... _. ___ - - 11_........... _ _ _ _oO" __ __ __ _ II..... __.OO ...._.... - __ _.11.... --.. II........ - --......... --.... ..-- --.... 7 9 10 8 12 ~~' 'tò \:'8 t c,base 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 t c,hv 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 41ot%\~ß' P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t c,<;I 0.2 0.2 0.1 0.2 0.2 0.1 G 0_00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t 3,lt 0.0 0.0 0.0 0.0 0,0 0.0 0.0 0.0 t c,T: 1 sta<;le 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2 stage 0.00 0.00 1. 00 1. 00 0.00 1. 00 1.00 0.00 t c 1 stage 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 2 sta.ge 4.1 4.1 6.5 5.5 6.9 6.5 5.5 6.9 Follow Up Time Calculations: Movement 1 4 7 8 9 10 11 12 .... __.... r ~............ ~_.......... __.................. __..................... _.......... ---............ -.....-..-............ 11..._.... --........~.. ....... ..--- t f,base 2.2 2.2 3.5 4.0 3_3 3.5 4.0 3.3 t f,HV 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 ]¡> hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t f 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 .................. __............ ___............".... __.......... +.._................. It.... __.. __...... __....... --.... --............ --...... --...... -- --- --... Worksheet 6 Impedance and ca.pacity eqUations Step 1: RT from Minor St. ...... --...... --............... -- --............... ----.................. --.."........ --.. --.... --oO........-.... __ __......_..........._...... -- --.. ---.. 9 12 COnflictin<;l Flows Potential Capacity pedestrian Impedance Factor Movement Capacity Probability of Queue free St. 397 606 1.00 608 0.99 436 574 .1.00 574 0.91 Step 2: LT from Major St. .. ~.... __ _.. _...o_ ~........ - __......_.... __........ II -........ -- -+--.............. -"............-...... -.... .-- --.. --........ -- --.. -.. --........ ---- 4 1 .. --...... -.............. --....-.. ----....... -- --...... -...... -- -- - --.......... --.... -.. --......... -- ---.. -.. -..- - - -................... - - --- - - ~~ Conflicting Flows Potential Capacity pedestrian Impedance Factor Movemen~ Capacity Probability of Queue free St. 795 636 1. 00 636 0.99 672 782 1.00 782 0.96 - - -- -~ -- - - - --....... --.. - - - ~ -...".. - - - - - -- ~.. -- - - - -.. -........... - - -- - -- - -...... - - - - - -......... ...-- -- -- - -........... - - - -- - -...... S~ep 3: TH from Minor S~. Par~ 1- First S~age Worksheet 7a - compu~a~ion of the effect of Two-stage gap acceptance 6 11 .... - - -- --...... --- - - ......-........ -.. - - - - -............ - - - -_..~.. -.. - - - - - -oO.......... __ - - - __......... - - -- --.. -.. -.....- - -.. - -- - ......--- -- -- Conflicting Flows Potential Capacity Pedes~rian Impedance Factor Cap. Adj. factor due to Impeding mvrnnt Movement capacity Probability of Queue free St. 629 366 1.00 0.98 379 1.00 870 372 1.00 0.99 369 1. 00 Part 2- Second Stage .. - - - - - - .. ... .. - - - - - - .. .. .. - - - - - - - - - ~ ... - .. - - - - - - - ... .. - - - - - - - .. .. .. - - .. .. - - - .. - .. .. .. - - - - - - - . .. .. .. . - - - - - - - .. ... .. - .. - - - - - .. .. .. - ... ... .. - - - - - - - ... . .. .. - - - - - .. .. . - - .. - - - - .. .. . .. .. . - - - - - - .. .. . - - - - - - - .. - - .. . - - - - - - - .. - - - - - - - .. - ... .. - .. - - - - - - - .. .. - - - - - - - - Conflicting Flows potential Capacity pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvmnt Movement Capacity 682 367 1. 00 0.99 365 633 387 1. 00 0.96 377 Part 3- Single Stage - - - - - .. - - - - - - .. .. .. ~ - - - - - - - - - - .. .. - - .. - - - - .. .. .. - - - - - .. ... . .. - - - - - - - .. ~ ... .. .. - - - - ... .. .. - - .. - - - - - .. - .. - - .. - .. - - - .. - - .. - - - .. .. . - -....... -- - - -.. ........ - -- --.. -.. - - -.. - - - - - - - ...... -- - ---"".... - - --- - - -...... -- - - --..... -- - -- - --.. - -- - - -........... - - -- --- Conflicting Flows potential capacity Pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvrnnt Movement Capacity 1712 92 1.00 0.97 69 1703 93 1. 00 0.97 90 Result for 2 stage process, - - - - - ... .. - - - - .. . .. - .. - - - - - - - - - - - .. .. - - - - - - ... .. - - - - - .. - - .. .. - - - - - .. ... .. .. .. - - - - - - .. .. - - - - - - ... .. .. - - - - - .. .. .. - . - - - - - .. .. - - - - .. - - - - .. .. .. - - - - - - - .. .. - - - - - .. - - - - - .. .. - . - - - - .. . . - - - - - - .. .. . - - - - - .. ... . . .. - - - - - .. . - - - - - .. .. .. ... .. - - - .. .. .. .. .. .. .. - - - - .. .. .. - .. - a y C t probability of Queue free St. 0.96 1.13 299 1. 00 0.98 0.99 307 1. 00 _ _ _ .. .. .. .. _ _ _ _ _ .. .. It . .. _ _ _ _ _ _ .. _ _ _ _ .. H . .. " - - - .. .. . ... - - - - - - - .. .. .. .. - - - - - - .. .. .. .. - - - - ... .. .. " " .. - - - - - .. .. - - - - .. .. ... It . .. . - - .. .. . ... Step 4: LT from Minor St. part 1, First Stage worksheet 7b - Computation of the effect of Two-stage gap acceptance 7 10 _... - - - _.......... - __ - - _...._... - ___ _.._.._ - - - - it '".. ___ _ _....... -- - -............ - - --..." - - - -.. .........- -.. -_....- - - --.. ...... ---- Conflicting Flows potential Capacity Pedestrian Impedance Factor cap. Adj. factor due to Impedin<;l mvrnnt Movement Capacity 829 335 1. 00 0.96 327 870 317 1.00 0.99 315 Part 2- Second Stage - - . . . ... - - - - - - - - .. .. .. - .. - - - - - .. ... .. . - - - - - .. .. .. - - - .. .. . .. . .. - - - - - .. ... .. .. .. - - - - - .. ...... .. - .. .. .. .. .. ... - - - - .. . .. .. .. - .. - - - - .. .. .. - - - - - - -- - - - - - - - ......... - - - - -- -- - +~ - - - - -.... ...-- - - _.....- - - - - - -......... - -- --......... - -- -....... - - - - --.. -..- - -- --..." -- - -- --. Conflicting Flows Potential Capacity Pedestrian Impedance Factor Cap. Adj. factor· due to Impeding mvrnnt Movement Capacity 434 576 1. 00 0.90 520 432 577 1. 00 0.97 560 part 3· Single Staqe .. .. .. .. . .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. ... ... .. .. .. .. .. -".. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ~ .. .. .. .. .. " .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. II .. .. .. .. .. .. .. .. .. .. .. ~ .. .. .. .. .., .. .. .. .. .. .. .. .. .. .. .. .. ~ .. .. .. .. .. ,. .. .. .. .. .. .. ,- .. .. .. .. .. .. .. Conflicting Flows Potential capacity Pedestrian Impedance Factor Maj. L, Min T Impedance factor Maj. L, Min T Adj. Imp Factor. Cap. Adj. factor due to Impeding mvmnt Movement Capacity 1264 128 1. 00 0.97 0.98 0.89 114 1302 120 1. 00 0.97 0.98 0.97 117 ~esult for 2 staqe process: ......_........ _... __......oO .__........._.... ___...... ....___........ ...... ..,,__ __.. __.. __ .................... -.-.. ..---..-.. 'O-- -- __..it.... .............-............-.... --.. --............ -.. -...- --.. ........ --.. ---.. _............'O-..'O- __...._.. ......... -- -- -.... ,;........... ..-- ---..- a y C t 0.98 0.55 310 0.98 0.45 303 ."'..... -- ---...... -- -- --......... ......-.... -- -...... .....- ---_.............- -- --.. --.............. ---- ---......... .-....... --............ Worksheet 8 Shared Lane Calculations Shared Lane Calculations Movement 7 8 9 ..._ __ __...................... II. ............ __.... __...... -- ---- ..... ..... -- --.... --.... ~.......... --.. --............... ---- --........ _..........- 10 11 12 v (vph) Movement Capacity Shared Lane Capacity 6 310 371 3 608 1···················11···················1 1 II I I I I o 307 o 299 62 303 387 53 574 Worksheet 10 delay,queue lenqth. and LOS -... --- ......... --........ ............-...... --...".... .-_................ ..-- -- --........... ....-_.. --............ -..... ---- -........ -'" --...... --.. Movement 1 ... .....-............................ -- -.................................. ---.. --................ --.............. --.... _.......- -- -- --............ ..-........ 11 v (vph) C m(vph) vIe 95% queue length Control Delay LOS Approach Delay Approach LOS 19 782 0.02 9.7 A 5 836 0.01 9.3 A 4 7 8 9 10 12 I . . . .. . . . . . . . . . . . . . . II . . . . . . . . . . . . . . . . . . . I I II I 1 II 9 115 371 387 0.03 0.30 15.0 B 15.0 B 18.2 C ß/HC '¡'TI~ ._.. ___.. _... .___ _......................... __.. - 11........_ _.... ..... __.... - ........... __ __ ___ ............... __II ...-....-.. -- -.. -... .......-- 18.2 C ~1ttò I:>ß HCS: Unsigna1ized Intersections Release 3.1a TWO-WAY STOP CONTROL(TWSC) ANALYSIS Analyst, TJKM Intersection: Starward/Amador Valley - Base + TIF Count Date, ~ Time Period, pm peak ~ Intersection Orientation: East-West Major St. Vehicle volume Data, Movements: 1 2 3 5 6 8 .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. .. .. ... II .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .... .. ... .. .. .. .. .. .. - .. - .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. - .. .. II .. .. .. .. 11 12 7 4 Volume: HFR: PltI', P!!V, 107 113 0.95 0.00 25 26 0.95 0.00 1007 1060 0.95 0.00 80 84 0.95 0.00 1 1 0.95 0.00 16 17 0.95 0.00 971 1022 0.95 0.00 33 35 0.95 0.00 9 53 56 0.95 0.00 47 49 0.95 0.00 10 o o 0.95 0.00 60 63 0.95 0.00 ..... -- --.. -...... --...... ........ --..................."........ --.................. -................ - -- --........ --........ -........ --...... -- --............-- pedestrian Volume Data: Movements, .. --.. ~ --.......... --.. --.... -.. -............ --........ -- --............................. -~........................... -- --- -_..........- --.. -- -.................. FlOw: Lane width: Walk speed, \ Blockage, Median Type: Raised Curb # of vehicles: 4 Flared approach Movements: # of vehicles: Northbound # of vehicles: Southbound 0 0 approach, Lane 2 Lane 3 L T R L T R Lane usage for movements 1,2&3 Lane 1 L T R ... ~ .. .. .. .. .. .. .. .. .. .. .. - .. .. - .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. .. ...' . .. .. .. - .. .. - .. .. .. .. .. .. .. - - .. .. .. .. ~ .. .. .. .. .. .. .. .. .. ... .. .. Y N N N Y N N Y Y Channelized: N Grade, 0.00 Lane usage for movements 4,5&6 approach, Lane 1 Lane 2 Lane 3 L T R L T R L T R ........ 11>.. ................................................................................................................................................................................. "",... Y N N N Y N N Y Y Channelized, N Grade: 0.00 Lane usage for movements 7,8&9 approach: Lane 1 Lane 2 Lane 3 L T R L T R L T R .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. II' .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. ... .. .. .. .. .. .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..... .. .. .. .. .. Y Y Y N N N N N N Channelized: N Gra<ie: 0.00 Lane usage for movements 10,11&12 approach: Lane 1 Lane 2 Lane 3 L T R L T R L T R Y Y N N N N N .............. _........'O_.. __ ___.... ~....._ __.._.. _10"''''' -- -..... --........ y'"............ --................. -- -..... ----.. --............ ............ Y Channelized: N Grade: 0.00 Data for Computing Effect of Delay to Major Street Vehicles, N .. .. .. .. .. ... ... .. .. .. .. .. ... .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. ..'.. .. .. .. .. .. ... .. ... .. .. .. .. Shared ln volume, major th vehicles, Shared ln volume, major rt vehicles: Sat flow rate, major th vehicles: Sat flow rate, major .rt vehicles: Number of major street through lanes: Eastbound o o 1700 1700 2 Length of study period, hrs, 1.00 Westbound o o 1700 1700 2 .. ~ .. .. .. .. .. .. .. .. II .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Worksheet 4 Critical Gap and FOl1ow·up time calculation. Critical Gap Calculations: Movement 1 4 11 .......... -......-.. - - - - - -- - -........ - - - - -........... - - -- - --.. - - - - -.... -.. -.. - --..... - - - - - - .........- -- --. -- -.. ---.. -..... - - - - -.. 7 8 9 10 12 ~~"ò \)i t c.base 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 &or'" 'b I ~ (' t c,hv 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t c,q 0.2 0.2 0.1 0.2 0.2 0.1 G 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t 3,lt 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 t c,T: 1 staqe 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2 staqe 0.00 0.00 1.00 1.00 0.00 1. 00 1.00 0.00 t C 1 stage 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 2 stage 4.1 4.1 6.5 5.5 6.9 6.5 5.5 6.9 Follow Up Time Calcula Hons : Movement 1 4 7 8 9 10 11 12 ...... ..._ __........ It........ __ __........ It......... _._.. __ - __ __.. _............ __ _.... __._........_.. -- -- _It ........ --.... --.... -- --........... t f . base 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 t f.HV 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 t f 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 __........................................ __.... __................" __.... __ ____........... __.. ......... ...._ ___ __.. II.. ...... __.. __...... __.. _.... .... Worksheet 6 Impedance and capacity equations Step 1: RT from Minor St. __................ _........... __........ _.... II __..... ..__.... _ .............. ___.... _.. - It It........ -- --............. -...... --.......... ...--............. 9 12 Conflicting FlowS Potential Capacity Pedestrian Impedance Factor Movement Capacity Probability of Queue free St. 524 503 1.00 503 0.89 572 468 1. 00 468 0.87 Step 2: LT from Major St. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. " .. .. .. .. .. .. - .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. - .. .. .. .. .. ... .. 4 1 ___ __.................... __ __ _...... II........ ___........ _..~.........-............. --.. -- -.... - -.. ..--- - - - -... -........- - - --- - -.. -.... -..... Conflicting Flows Potential Capacity Pedestrian Impedance Factor Movement Capacity Probability of Queue free St. 1048 671 1.00 671 0.95 1144 618 1. 00 618 0.82 ... __.. _ _ _ _ _...... _ _ __ _ _ _... _........... _.._ _ _ __ _ _.. _ r _ __ ___ __oo. .......- - - - - - -........ -- - -- - -OO _......- - - - -- - - - - - _..- -.... Step 3, TH from Minor St. Part 1- First Stage worksheet 7a . Computation of the effect of Two-stage qap acceptance 8 11 _... ..__ - - __.. - _. __ _. - - _....._...... - - - - - - - ___..... _.... __ _.. __ ....... - - - - - - ...... __ _.. __......".. - - ..__ _oo.. II..... __ __ ___ Conflicting Flows Potential Capacity pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvrnnt Movement Capacity Probability of Queue free St. 1261 244 1. 00 0.82 199 0.99 1172 269 1.00 0.95 255 1. 00 part 2- Second Steqe .... .__ ,,_ - - _.... _.... __.. _.. - __ __.............._ - - __ - - ...... _... - __........ - - __ __ _II". .__ __ _ _ _....... - --- - - ............- - -- - _.. ........... - - - - _... ....._........ - ___ - _...... If'...... _ _ _ _ _... II.... - - __ __oft......" - - -..- -... ....... - - - - - - ..... ..-- - - - -- - --.. -.. -..- Conflicting Flows Potential Capacity Pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvrnnt Movement Capacity 1214 257 1.00 0.95 243 1274 240 1.00 0.82 197 Part 3- Sinqle Stage ..-- -- ---... ..- - -- - --....... ......... - - - - - -........ -.. - - - -oo...." - __ __.... .-- -- --- .......... --.... -. ...-- - - -...... .....- - -- ----- - _......- -- -...- -.... -...... - - - -.. --...... - - - - --OO ....... - - - - _".._ -- -...... -.. -- - _.....- - - - - - -... .--.... - - _.....- Conflictinq Flows Potential capacity Pedestrian Impedance Factor Cap. Adj. factor due to Impedinq mvmnt Movement Capacity 2474 30 1. 00 0.78 24 2445 32 1. 00 0.78 25 Result for 2 stage process: .. -...... -- - -oO. .._.. - - - _.. - __.. _......,. - - -- - -........".. - - -..oo.- - - -....... -- - -oO...... -- -- ....." -- - - -........ -~.- - -- .....- --- --..... - - - - - -.... ..- -...... -- -..oo........ - - - - - ...........- - ...... - - -- -...... -- - _.....- -- -".....- - -............ - -- -- _......- a y C t probability of Queue free St. 0.98 1.64 121 0.99 0.98 1.68 151 1.00 ..... __ ___ - - _..... - __ - _.. _.. - - __ __...... _.. __ __..oo... _.._ - - ....... __ - - _....... -- -.... AI ....-.. _ ..... --- - - ........ - --.. - -oo... -.... Step 4, LT from Minor St. Part 1- First Staqe WorKsheet 7b - Computation of the effect of Two-staqe qap acceptance 7 10 - .......-.....- --- - ..-. ........ - - -........ - -- -- - -.. .....- ---- --. ..-- - - -.......... - - -- - ..... -- -....... - -- -- - -..... .,,-. ---.... Conflictinq Flows Potential Capacity Pedestrian Impedance Factor Cap. Adj. factor due to Impeding mvrnnt Movement Capacity 1261 183 1.00 0.82 150 1172 208 1.00 0.95 197 Part 2- Second Stage - - - __ - __.._..... - __ ___...... ... - - __ - _.._ ....._ __ - _...... ____.. ...... _.. _.. .... _" __.. - ...... - ___....... II.... _ __ _ _ ......-- - - - - - - - - .. .. . .. - .. .. - - - .. - - .. . . - .. - - - - - - - - ...... .. . . - - - - - - - .. . " - - - - - .. .. .. - - - - .. .. . . .. - - - - - . . . .. - - - - - - - .. .. . .. - - - - - " .. . - Conflicting Flows Potential Capacity Pedestrian Impedance Factor cap. Adj. factor due to Impeding mvmnt Movement Capacity 599 460 1. 00 0.82 377 737 381 1.00 0.72 275 Part 3- Single Stage .. .. .. .. .. - .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... ... .. .. .. .. .. .. .. .. .. .. .. .. .. ...... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. - .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. \DDttb I~ß .. .. .. .. ... .. '" .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. ..".. .. .. .. .. .. .. .. .. .. .. II .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. II .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Conflicting Flows Potential Capacity Pedestrian Impedance Factor Maj. L, Min T Impedance factor Maj. L, Min T Adj. Imp Factor. Cap. Adj. factor due to Impeding mvrnnt Movement Capacity 1860 46 1. 00 0.78 0.83 0.72 33 1908 42 1.00 0.77 0.82 0.73 31 Result for 2 stage process: It .. .. .. .. .. .. .. ... ... .. .. .. .. .. .. .. .. .. ~ .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. ... - .. .. .. .. .. - .. .. .. - .. ... .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. - .. .. .. .. .. .. . ... .. .. .. .. .. .. .. .. - .. .. .. .. .. - a .......... _...................... ..... ,,_.......... _.. _......._......... _....."...... ___...... __.fI.. __...... ........................................... -- --......-.. 0.98 0.79 173 y C t 0.98 0.50 143 Worksheet 8 Shared Lane Calculations ....._.... __...... __ __.. _........ __.... __.................... _...................... - __.... ~___.......... _.. It.......... _.. _.................. -.... -- -........-... Shared Lane Calculations Movement 7 8 9 10 12 - - - -............ - -- ---.. -- - -- -.....'O.... - __ _........'O.. - - - -- - -....... ..-- - -- -.-........ - - - ---....... - -.. - - - - -- -........... -.. -- - - --- 11 v (vph) Movement Capacity Shared Lane Capacity 17 143 310 1 121 56 503 I - . . . - . . . . . . . . . . . . . . II . . . - . . . . . . . . . . . , . . . I I II I I II I 49 173 268 o 151 63 468 Worksheet 10 delay,queue length, and LOS ......... - - - - - -....... - - - - - - -........ -.. - - - - --....... -.. - -- - _..............- --- .---......... - - -- ---........ -- --............ ..--.. -- -- --....... Movement 1 ........ _ _ _....o_ ~ __ _.. _ _ n ~.. _ _ -- _ _ _ _ -............ - - - --.... ......- - - --.... ..-....... -- - - -........ --- - - -..- - - -.. -- - - -- - --.. -.. -"... 10 11 12 v (vph) C m(vph) vlc 95~ queue length Control Delay LOS Approach Delay Approach LOS 113 618 0.18 12.1 B 35 671 0.05 10.7 B 4 8 9 I . . . . . . . . . . . . . . . . . . . II . . . . . . . . . . . . - . - . . . . I I II I I II I 74 113 310 268 0.24 0.42 28.1 D 'ß1\re- +T\Ço .. ~..- - - -- -+- .-.. - -- - --.... -.. -.. - - - - -- -... - - - - - -- --.... - - -- - - -.. -..... ...-- --.. ........ - - -- - - _....- - - - - - - -- -- .....-- -- -..- 28.1 D 7 20.2 C 20.2 C II.... II /10 II 11...../1 II -0 II II ... II /1.....IIC /1 0 II'~ nr-U:ë II 11::1 II 110 II II..... II II Q II II ... U U~S II U '_::Z:: II IIU II II JJ. II II tI II /1 41 /1 1 eI. II II ø II .... II ell tI II ø ....11.... "5U~ en II ..., ~ II e UlleI. II ell'" 011..... II""" II .... .... II tI 11 + II OII'~ .... 11 11::1.... 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I- :>::::J <.:II'<: ...= ""~ <!I VI ~ In o II II II II II II II II II II II II II II II~UII II 11 lie II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II I! !! l' II II II II II II 0 II U"""""W III-I.' 1I:i;: II I'<: II>-W II~(I Uü~ I' ~O ,I <.... IIUW II . > IIOW II~"" IIwz 1I!i~ 11....1- 1I~t¡¡ II VI lI....eII: II<W II......~ IIO:Z 111-'" II II II II II 0.1:0 ¡g~ inN 00 ~~ NN 1"11"1 ~~ .... "'511 ~p::.: .... ..... ""..... .......... ...... I- =1- C...... _W 00:.... <!I W <!I < I- 0.. < I.' ¡g .... .. U II 0.. 5 >" :E < L5 :z W :t C:E w< "". ...... !~ + z¡: !S< 1-' ...... II~- 11=1- II~W ,,_en 11""< II <!I ii2í~ 11"-0 II :> II 0 . II WI- II~Z 11111'" 11::'1 . II'W II 0 II 11<1- II ;z: 1I.c - tOß f!b \ ~i Exhibit C July 2004 Downtown Traffic Impact Fee Improvements~ Cost Estimates and Dia!!rams 1. St. Patrick Way Extension - Easterly 400' Segment 2. Golden Gate Drive Widening - Dublin Blvd. to West BART Station 3. Dublin Blvd.!Golden Gate Drive Intersection Improvements 4. Dublin Blvd.! Amador Plaza Road Intersection Improvements 5. Dublin Blvd.lDougherty Road Intersection Improvements 6. San Ramon RoadlDublin Blvd. Intersection Improvements G:\Downtown TIF\2004 Downtown TIFIFinallExhibit C EXHIIT c. l(£,SoJ,.J,,¿TID¡(J / ¡;-~,...-~..~.,.. êSr~~~6LJ;}QªMl.,r;~lJ!ï-¡~ ----- ~ I U ~ - .c = ~ r.t.:I ... c.,¡ ~ ....., = ;... ~ ... = ~ e ~ = ;... ~ e ¡... ~ ¡... ~ "'" ~ è> = e e = rrJ. = = ..... ... = c.,¡ o - < ... r.t.:I = U \c'ì ac \;¡ ;:;R <t <t *- *- *- 0 ...... ('<) 0'\ N ;- 0 r--: N or) r--: ai 0 \0 r-- \0 r-- ..... 0 0 ..... <t <t <t 0'\ r-- ..... N r--: ..,¡. ('<) N ('<) ..... N 0'\ r--~ 00 "'"!. § .~ ~ ~ ¡ ~ u '.5 «I p.. û5 ..... 1.0 00 ;- N <n ,..;- O~ r-- N r-- ..... N ~ ~ 00 0 ~ '8; trÍ N 8 ~ N~ ~ ~ r-- \0 o 0 ('<) \0 r-: r-: 1.0 r-- r-- ..... ~ ~ Q .~ ·ß o ~ ~ ~ IJ ~ :š ~ o "g CJ)'~ ~ J ~ ~ ~ Q 15 :Já "0 ~i5~ "'8'" ESoES .S ~ .S ........ ..... ~ ~ Q_O_ o ... ð ~ CJ .g Õ c:> *- 00 N N *- 1.0 o ;- *- o o o ....... ;- N N~ 00 ..... ..... 00 00 ...-ï 0'\ "'"!. ....... ~ o N ;-~ ('<) o o~ ....... ~ ....... ~ 00 r-- ('<) N ..... 0'\ ~ o N ;- ....¡ o o~ ..... ~ 00 \0 r-- I.Ô ;- 0'\ ~ ('<) 1.0 00 O'Î 1.0 N ~ r-- ....... ..... r--~ ~ ~ '" to o u § ''¡:: C,) o ~ .S § Q .9 1:) j u M .§ o o .5 ~ o § ''¡:: ~ '" ï3 ~ «I '" o ] ] o ~ Q o ".¡:: u o ~ :š "0 «I ~ £ i 6 i5~i5 8 ~ 8 o ¡:!1 0 ~ .5 ~ ... ..... ""'" o o ~ o ..... G ~ "'" ~ <; ~ ~ ~ Q ~ ~ "'" o o ..... ~ f-.< ~ a ~ 9 (; PROJECT NUMBER 96870 2004-2009 CAPITAL IMPROVEMENT PROGRAM PROJECT DESCRIPTION Saint Patrick Way - Re ional Street to Golden Gate Drive 1)« ACTNITY STREETS DESCRIPTION - LOCATION Q This project will construct a 2-lane roadway between Golden Gate Drive and Regional Street, south of and parallel to DUblin Boulevard. - I ~ \ '\" .-.---. \. \ ...-- .- COMMENTS The need for a connector road for three long commercial cul-de-sacs was first identified in the City's original Downtown Study. This need is becoming more apparent as this portion of the Central Business District develops further and the proposed BART parking lot is constructed along Golden Gate Drive. The section of Saint Patrick Way between Amador Plaza Road and Golden Gate Drive was constructed by the Alameda County Transportation Authority (ACTA) as part of the 1-58011-680 Interchange Improvements. It is anticipated that the City's project, between Golden Gate Drive and Regional Street, will be funded through private contributions in the form of a downtown traffic development impact fee, BART mitigation funds, and developer -built mitigation improvements. For the purpose of this Capital Project, only the portion of Saint Patrick Way that is anticipated to be built by the City is included in the cost estimate. ESTIMATED COSTS FINANCINGIYEARS SCHEDULE Fund Prior Years 2004-2005 2005-2006 2006.2007 2007 -2008 2008·2009 Totals Design f Inspection $ Other Contract Services Land I Right of Way Improvements Machinery I Equipment Miscellaneous 167,724 300 $ 6,786 $ 572.135 $ 1,009,000 91.000 522,130 807,000 67 $ 1,587,921 TOTAL PROJECT MANAGEMENT FTE $ 1,587,921 STAFF CONTRACT $ 6,786 $ 572,135 $ 1009,000 0.12 0.30 0.15 $ 1,587,921 -- ~- iii ! N "'" "'"~ :;;;", -N U")N S;¡";" N~ ~ i "'" üN I-N 0"'" ...J:;;; a.. ~iÍ! ~i" µ' "'" mN N 1-"'" S:;;; a.. I~ " ñ . :i ~ i ~ , ( ~ ~, ~ ~!~ ;'!. ~ ;. ,:I , . ~ia ø ~. I~ t I ~ R n ¡ ei 133!::118 l\fNOIÐ3!::1 N30l05 ,.... b w J o a: a.. '<t ON N 1-'<1" g:;;; a... ....- :z I.&J ~ ø La.J (.I) ~ ....- :z 3= o ....- :z 3= o c ei "'" WN N 1-"'" S:;;; a... iliiii + ï ¡; i i "'''' '" '" 1/1 : ~ ~! ~ S ~ t! 11\ ; II "'''' ii .. II e! NO ...IN We'> ü.... a:::;;; a: I- '" '" 1/1 i I ! i ~ Ii1 " Z~ ~ ~ :::3 ~ ~ .. ~&1~~~ QQUfJ1ð ....Z 1/1 I%. E9 n: ¡¡.:¡ Oæ~t: b~~&li U g ti M ~ ~ ø.. L..J -' c( 0° (1)';2 ~ :::t:1.l") c...r-- c( a:::: C') I~( fS o <;> Ç'? <;> I.l") r-- 1 'v'dS - Ml;Jì;ld\SNV'ld -J3dS\OV'J \^ City of Dublin Public Works Downtown Traffic Impact Fee (TIF) II:¡ G1b )~ß Improvements Preliminary Cost Estimate Golden Gate Drive Widening Widen to Four Lanes, Dublin Boulevard to West Dublin BART Station Description Unit Quantity Unit Price Total $ $ 1 Demolition SF 32,480 3 97,440 2 Grading 1,372 25 34,300 3 Pavement Section SF 14,820 6 88,920 4 Curb & Gutter LF 2,320 17 39,440 5 Sidewalk SF 18,560 6 111,360 6 Sawcuting LF 1 , 160 10 11,600 7 Storm Drain Pipe LF 1,500 100 150,000 8 SD Inlets EA 11 2,500 27,500 9 SD Manholes EA 1 3,500 3,500 10 Landscaping Lump Sum 50,000 11 Striping Lump Sum 25,000 12 Lighting EA 8 3,500 28,000 13 Sewer LF 0 45 0 14 Fire Hydrants EA 6 3,500 21,000 15 Water LF 1,200 50 60,000 16 Joint Trench LF 1,200 200 240,000 17 Traffic Signals EA 1 250,000 250,000 18 Traffic Signal Mods. EA 1 250,000 250,000 19 Interconnect LF 2,000 25 50,000 20 Signing Lump Sum 5,000 SUBTOTAL 1,543,060 RIGHT OF WAY 21 Land SF 15,553 33 513,249 22 Condemnation Contingency 15% 76,987 SUBTOTAL 590,236 Design, CM, RW, Admin. 20% 426,659 Contingency 10% 213,330 GRAND TOTAL $2,773,285 G:\Downtown TIF\2004 Downtown TIF\Fina/\Estimate_Golden Gate Widening 10/4/2004 :1 i I, i ~~ t't' NOIStWX] AYM DHJ.Yd 'JS 335 -- - ........ AYM )3I.lYd 'JS OA" NnenO \~( ~ C\I ~ ~ . ~ :,;: ....... ~ ~ l ~ 0 III 0.. ô" I~ 5f:1 ~~ ~ w i J ra.~ ~~ o CI 10 0 ~~~~~ ~ a: u09 >- a... ::sO ~ mCl ~ ~ ~ Þ! VJ ~ ~ I ! ~ I Ii ~ ;a ~ ~ )J ~ 0 ~ ð ~ F= ~ ¡¡=; :5 Jii: L,¡J 0 ....J u < « 0 >- (.) ~ CI) I/') ..... w.... ~ 0 ~ I- ::J: I/') :r:: (!) ~ a... r-. E2 < II c:::: t:) .. .p'.- 0 ";W,,}W i s I.(') i ~ ~ r-. ~ .. ItZü-rOèd\LOOZ- .:Ill \.:IIl\NIlSnO\OItJ\:^ City of Dublin Public Works Downtown Traffic Impact Fee (TIF) Improvements Preliminary Cost Estimate Intersection Improvements - Dublin Boulevard and Golden Gate Drive Install Eastbound Dublin Boulevard Right Turn Lane Item Description Unit Quantity Price Total $ $ 1 Demolition SF 4,000 3 12,000 2 Grading Lump Sum 2,222 25 55,550 3 Pavement Section SF 4,800 6. 28,800 4 Curb & Cutter LF 450 17 7,650 5 Sidewalk SF 3,600 6 21,600 6 Sawcuting LF 450 10 4,500 7 Storm Drain Pipe LF 12 100 1,200 8 SD inlets EA 1 2,500 2,500 9 SD Manholes EA 1 3,500 3,500 10 Landscaping Lump Sum 10,000 11 Striping Lump Sum 7,500 12 Lighting EA 2 3,500 7,000 13 Sewer LF 0 45 0 14 Fire Hydrants EA 0 3,500 0 15 Water LF 0 35 0 16 Joint Trench LF 0 100 0 17 Traffic Signal Mods. EA 1 100,000 100,000 18 Signing Lump Sum ° 2,000 SUBTOTAL 263,800 RIGHT OF WAY 19 Land SF 3,600 33 118,800 20 Condemnation Contingency 15% 17820 SUBTOTAL 136,620 Design, CM,Admin. 20% 80,084 Contingency 10% 40,042 TOTAL IMPROVEMENTS 383,926 GRAND TOTAL $520,546 G:\Downtown TIFI2004 Downtown TIFIFinallEstimate_Dublin-Golden Gate Int 11&.l Ob I~!' ] 10/4/2004 lBANKi - - .--. ~ 3^t~a 31 V~ N3rno~ C 0:: ~ =- o ŒI z: ::J ŒI ;:) C I' I II CROWN ~ ~JJI\ tt\~ ,/ '- ,~ .... ..,- ..,- - ........ ~ ..,- ...,,- ~ ..... v-::: '\I v // ~ tt i I¡ð n ',,'11'1 1 Zlf) cr:: C~ W7 <C r---= W Ul> CL w<C U 3Ul ,. :?: ~.. :t (' Ij I '~'-iBE WHEREHOUSE '/I M I-- o W J o a: a.. I"'·,..·.. ....."". }(,:::).:::::/ ,-':::::'::':'-:<;~'::: :\:~?::::::::~).::: ~ ~ Q~- ; 1'zl)1 0 e-. r&I 0 ): ~> J ::s 0'" Jo.. zit .. 5~ 9~ ~ ~~ 8z ~ ~ ~§ § ÖU~r&I~ ::s J CJ) i::! III ø::~ :> ~ r&I 0.. ~~ UI...... :::¡ Q ~ o o N z o ¡::: V'I :5 a u « >- ~ UJ ....J -Co (..)0 V')..- ~ ~o ~IJ") < D::: C) o L(') N o L(') u... o ¡.- :I: (..') æ >:o-rOdd\ ~ 002:- .:Ill \.:IIl\NI18nO\O\¡,::J\A City of Dublin Public Works Downtown Traffic Impact Fee (TIF) Improvements Preliminary Cost Estimate Intersection Improvements - Dublin Boulevard and Amador Plaza Road Install Eastbound Dublin Boulevard Right-Turn Lane, Southbound Amador Plaza Road Right-Turn Lane, Westbound Dublin Boulevard Widening West of Amador Plaza Road, and Westbound Dublin Boulevard Approach Restriping Description Unit Quantity Unit Price $ 1 Demolition SF 7,570 3 2 Grading CY 840 25 3 Pavement Section SF 5,470 5 4 Curb & Gutter LF 1,050 17 5 Sidewalk SF 6,820 6 6 Sawcuting LF 1,050 10 7 Storm Drain Pipe LF 760 100 8 SD Inlets EA 6 2,500 9 SD Manholes EA 0 3,500 10 Landscaping Lump Sum 11 Striping Lump Sum 12 Lighting EA 5 3,500 13 Sewer LF 0 45 14 Fire Hydrants EA 3 3,500 15 Water LF 0 35 16 Joint Trench LF 1,050 100 17 Traffic Signal Mods. EA 1.00 250,000 18 Interconnect LF 1,500 25 19 Signing Lump Sum SUBTOTAL RIGHT OF WAY 20 Land SF 5,470 33 21 Condemnation Contingency 15% SUBTOTAL Design, CM, Admin. 20% Contingency 10% GRAND TOTAL Total $ 22,710 21,000 27,350 17,850 40,920 10,500 76,000 15,000 o 20,000 25,000 17,500 o 10,500 o 105,000 250,000 37,500 5,000 701,830 180,510 27,077 207,587 181,883 90,942 $1,182,241 G:\Downtown TIFI2004 Downtown TIFlFinalIEstimate_Dublin-Amador /nt llP-b ~)t 10/4/2004 o o N z o ¡::: Vi S o u « >- « ~ ~ ~8 (/)- u :I: 0 o..l.t') -< 0::: C) o I.t') N o I.t') ...... o I- r ü èE I)......... '.}~::~::::::}::::~~~ ":..:.';,''':. ~:::{~\::~::{~ « N :3 D- « UJ :z UJ >- ~ UJ l.J.... « V1 \,~l~ RO~O ~~~t)OR OJ .. ,., 1111 I r L.&J z: UJ a:::: 1..1... VJ "<t ('oj ('oj ('oj ., , Q 0::: ª ::) g I- L.&J ....J o a:::: > UJ :I: U z: 3= o a:::: u ::::.:::: :z « CD z ~ CD ::) Q '---¡ v b w J o c:: a... ~ 000 ~ ~~ IÏI ~ CiI . 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'~/ 1 i / iV'" I'. .~. 1 . 1 . 1 . . 1 . 1 1/;" I;" 1 /1".1; ;" // .Ii . / . / . 1 Y I;" / ~l. .¡ // I I .' ~ ~ . . I ; ~ ~ ~ ~2 ~ ~p ~ ~ H~ qqH ~ HI r: ð~ ¿)tS Q. I- ~ I!s ¡ !~ ~n h d 13 13.... B.... ~cn O·E-o e- 0:: Z ~ 1äJ. 1':<1>0::20 ::I E-o ~ È-i 0:: ~ ,_ ~ø:: läJo .. ;:J -< ::t: 0:: .. ~~ g~ ~ .... 0.... á~~z ~~ ~~ i t: j.J U UUlDläJð ~ zfg to; þ ::3 rz:¡ D. ID Eo< þ~ CI ~I5 /' ,~ , ~ Ö I I I j i I " Z I §] iii Ij I ~ i I ~ ~ I i I , ! I :¡ I ~ I I I i I ~\'^ I 3\LOOZ-,Jll\jll\O~ ' .1l1t -HX tJ30NIItVGtJ-N\Ot¡-8 City of Dublin Public Works Downtown Traffic Impact Fee (TIF) Improvements Preliminary Cost Estimate Intersection Improvements - San Ramon Road! Dublin Boulevard Insta1l3rd Northbound San Ramon Road Left Turn Lane Description Unit Quantity Unit Price Total 1 Mobilization Lump Sum 25,000 2 Traffic Control Lump Sum 40,000 3 Clearing and Grubbing Lump Sum 10,000 4a Grading Lump Sum 20,000 4b Retaining Wall SF 2,000 40 80,000 5a Remove Median Curb LF 2,050 2 4,100 5b Remove Curb! Gutter LF 600 2 1,200 5c Remove Pavement SF 5,100 2 10,200 5d Re. Median Surface SF 2,700 2 5,400 5e Re. Landscaping SF 2,400 2 4,800 6a Modify Structure Lump Sum 6b Inlets Each 2 2,500 5,000 6c Storm Drain Laterals LF 25 100 2,500 7 Median Curb LF 2,090 20 41,800 8 Curb and Gutter LF 600 20 12,000 9 Pavement SF 8,000 6 48,000 10 Median Subdrains LF 2,000 20 40,000 11 Streetlights Each 6 5,000 30,000 12 Striping Lump Sum 30,000 13 Traffic Signal Mods. Each 1 250,000 250,000 14 Interconnect LF 1,000 25 25,000 15 Signing Lump Sum 5,000 16a Irrigation Lump Sum 25,000 16b Landscaping SF 4,600 4 18,400 SUBTOTAL 733,400 RIGHT OF WAY 0 SUBTOTAL 0 Design, CM, Admin. 20% 146,680 Contingency 10% 73,340 Caltrans Encroachment Permit 50,000 GRAND TOTAL 1,003,420 G:IDowntown TlFI2004 Downtown TIAFinallEstimate_San Ramon-Dublin Int I ~"b \!e 10/4/2004 « ~.J W U --- f#ØJ ~-- z CD ~ b 00:: .----" Cf) , üCf) Zf- -- D- it « I Cf) I w 0:-:<:: «0:: '=« 0::0.. w I \ \ \ \ \ \ ---' "'~~ -~ <=> = cY;> " ~ ~o.n a..r-- -< D:: C) O\SI~\:^ I -;J11\.m\NI18n 60"-r9~d\ lOOl Exhibit D DOWNTOWN TRAFFIC IMPACT FEE SCHEDULE Effective December 20. 2004 Residential Low Density Dwelling (up to 6 units per acre) Medium Density Dwelling (6,1 -14 units per acre) Medium/High Density Dwelling (14,1 - 25 units per acre) High Density Dwelling (more than 25 units per acre) $1,360/unit $1,360/unit $952/unit $816/unit Non-Residential Development Other Than Residential $ 136/trlp '~~i1bI~( lAND USE (Non-Residential) ESTIMATED WEEKDAY VEHICLE TRIP GENERATION RATE" HOTEL/MOTEL OR OTHER lODGING: 10/room OFFICE: Standard Commercial Office 20/1,000 sf RECREATION: Recreation Community Center Health Club Bowling Center Golf Course Tennis Courts Theaters: Movie Live Video Arcade 26/1,000 sf 40/1,000 sf 33/1,000 sf 8/acre 33/court 220/screen O,2/seat 96/1,000 sf EDUCATION (Private Schools): 1,5/student HOSPITAL: General Convalescent/Nursing Urgent Care Clinic 12/bed 3/bed 24/1,000 sf CHURCH: 9/1,000 sf INDUSTRIAL: Industrial (with retail) Industrial (without retail) 16/1,000 sf 8/1,000 sf . Sources of information for Trip Generation Rates: Institute of Transportation Engineers (IT E) and San Diego Association of Governments (SANDAG). These trip generation rates are based on averages. Most retail uses are given a 35% pass-by reduction, Page 1 of3 G:\Downtown T/A2004 Downtown TIF'FinsI\Exhiblt 0 . F.. Schedule EXHI IT~ R.~O/....L(. T/ II ¡Ù TO E.S7AÞ:ÞU$~ l¥l!ì1'f!?btùA.1. _?JI=' ~'ITb'aß" Exhibit D DOWNTOWN TRAFFIC IMPACT FEE SCHEDULE Effective December 20, 2004 LAND USE (Non·Resldential) ESTIMATED WEEKDAY VEHICLE TRIP GENERATION RATE !WITH PASS·BY) RESTAURANT: Quality (leisure) Sit-down, high turnover BarfTavern Fast Food (without drive through) Fast Food (with drive through) 65/1,000 sf 104/1,000 sf 98/1,000 sf 285/1,000 sf 465/1,000 sf AUTOMOTIVE: Car Wash: Automatic Self·Serve Gas Station with or without food mart Tire store/Oll Change Store Auto Sales/Parts Store Auto Repair Center Truck Terminal 585/site 70lwash stall 97/pump 2B/servlce bay (no pass-bys) 48/1,000 sf (no pass-bys) 20/1,000 sf (no pass-bys) 80/acre FINANCIAL: Bank/Savings and Loan 130/1,000 sf COMMERCIAL/RETAiL: Super Regional Shopping Center (More than 600,000 SF; usually more than 60 acres, with usually 3+ major stores) 22/1,000 sf Regional Shopping Center (300,000 - 600,000 SF; usually 30 - 60 acres, w/usually 2+ major stores) 33/1,000 sf Community or Neighborhood Shopping Center (Less than 300,000 sf; less than 30 acres w/usually 1 major store or grocery store and detached restaurant and/or drug store) 46/1,000 sf Commercial Shops: Retail/Strip Commercial (no major store) Supermarket Convenience Market Discount Store 26/1,000 sf 98/1,000 sf 325/1,000 sf 46/1,000 sf Note: Land uses marked in BOLD and ITALICS will always pay at the individual trip rate as these uses tend to generate destination trips. Recreation, Restaurant, Financial and Commercial/Retail uses will pay at the individual trip rate if the site is a stand-alone land use; if the land use is part of a larger shopping center, the appropriate Shopping Center trip rate will apply. See the discussion below on trip rates for standard commercial office, shopping center and stand-alone uses. Page 2 of3 10/4/2004 G:\Downtown T/F\2004 Downtown T/FYIna/\Exhiblt D r Foo Schodulo Exhibit D ) ~I.f~'!lg DOWNTOWN TRAFFIC IMPACT FEE SCHEDULE Effective December 20, 2004 Standard Commercial Office. A standard commercial office building houses multiple tenants such as professional services, insurance companies, investment brokers, bank or savings & loan institutions, non-urgent care medical offices, restaurant or cafeteria, retail stores, and recreational facilities. A uniform trip generation rate for Standard Commercial Office shall apply to this type of development, exceptfor uses not listed in the preceding sentence, which shall be subject to the appropriate individual trip rate. ShoDDlna Center. A shopping center is an integrated group of commercial establishments that is planned to function as a unit using common access driveways and inter-linked parking areas. The designation of a site as Shopping Center does not depend on ownership, Shopping centers may contain restaurants, retail stores, movie theaters, post office, banks, recreational facilities, and offices. A uniform trip generation rate for the appropriate type of ShoDDlna Center shall apply. exceptfor fast food restaurants with drive-through service, which shall be subject to an individual trip rate. Stand-Alone Site. A stand-alone site consists of an individual building constructed on a separate parcel of land for utilization by a single use and designed with separate access and parking areas. Examples of this type of development include stand-alone restaurants, retail stores. recreational facilities, hotels, etc. The appropriate individual trip generation rate shall apply for the particular use, as listed above, or as determined by the Public Works Director If the use is not specifically listed on this Exhibit. Page 3 of3 10/4/2004 G:\l)owntawn TIF\2004 Downtown TJFlFlnmlExhlb1l D . F.. ScMdu,. \ 2.6 øoI ~J RESOLUTION NO. - 04 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF DUBLIN ********* ESTABLISHING ADMINISTRATIVE GUIDELINES RELATED TO DOWNTOWN TRAFFIC IMPACT FEES WHEREAS, the City Council has established a Traffic Impact Fee (TIP) applicable to development occurring in all areas west of Dougherty Road and the Iron Horse Trail referred to as the "Downtown Area"; and WHEREAS, the Downtown TIP was adopted on October 19, 2004 by Resolution _-04; and WHEREAS, Resolution _-04 provides for the adoption of Administrative Guidelines (hereafter "Guidelines") by City Council Resolution; and WHEREAS, the intent of the Guidelines is to provide procedures for reimbursement, credit, and other administrative aspects ofthe Downtown TIP Program; and WHEREAS, Guidelines have been prepared which address common issues related to the collection of the TIP and administration of credits and reimbursement; and WHEREAS, the Guidelines as· prepared are consistent with the requirements of Resolution _- 04 and existing laws and regulations; and WHEREAS, "Draft Copies" of the Guidelines were distributed to Interested Parties for their review and comment prior to consideration by the City Council; NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Dublin does hereby adopt the Guidelines attached hereto as Exhibit A and by reference made a part hereof. PASSED, APPROVED AND ADOPTED this 19th day of October, 2004. -AYES: NOES: ABSENT: ABSTAIN: Mayor ATTEST: City Clerk ATTACHMENT 2, . G:\Downtown TlFî2004 Downtown TlFîFinalladmin guidelines reso Jinal.DOC )2l.Þ"b \~ß CITY OF DUBLIN DOWNTOWN TRAFFIC IMPACT FEE ADMINISTRATIVE GUIDELINES I. Introduction/Overview These guidelines apply to the Downtown Traffic Impact Fees (hereafter known as the "Fee" or "Fees") adopted by the City of Dublin through Resolution _-04 (hereafter "Resolution") and any subsequent replacement resolution. Terms used in these guidelines shall be defined in the same manner as such terms are defined in the Resolution. The administrative guidelines provide procedures for calculation of the Fee, calculation and use of credits and reimbursements, and other administrative aspects of the Fee. The administrative guidelines establish the authority for providing credits and/or reimbursements to developers who construct and/or dedicate any of the improvements and facilities for which the Fee is imposed (TIF facilities). When such public improvements and facilities are constructed and/or dedicated by a developer, the developer shall be given a credit to be applied against the Fees due for the development project. The amount of the credit shall be determined pursuant to Section VI of these guidelines. If the amount of the credit is greater than the Fees due for the development project, the developer may use the credit toward the Fees for another development project or transfer the credit to another eligible developer in Downtown Dublin in accordance with these guidelines. If the developer cannot use or transfer the credit before all of the TIP improvements are completed, then the credit will convert to a reimbursement right, which will commence when all of the nF improvements are completed. The application of these guidelines will, at times, refer to various reference documents adopted by the City of Dublin. These documents include the City's General Plan, the Specific Plans, the most recent Traffic Impact Fee Study, and various other Downtown EXHI I A. ~o I...UTIiMJ TO ë:Siiidû'$;¡ __AM1IA1I.r'P£ÆT¡j/J5._~~~---- Downtown Traffic Impact Fee Administrative Guidelines Page 2 1;')1fb \~. fee studies and updates. Such reference documents are subject to change and may affect the application of these guidelines. II. Authority of City Manager To Interpret Situations Not Covered Should situations arise not covered by these guidelines, the City Manager will have the authority to determine how the resolutions, ordinances, guidelines and agreements will be administered. Such interpretations by the City Manager will be in writing. III. Fee Calculation A. Imposition of Fees Except as exempted under subsection 'D,.' ofthis section, Fees are imposed on all development in Downtown Dublin as set forth in section '2.' (Traffic Impact Fee Imposed) of the Resolution incorporated in these guidelines by reference. The Administrative Services Department serves as the lead department to gather and coordinate the information necessary to calculate the Fee. The Community Development Department is responsible for determining the intended land use. The Public Works Department is responsible for determining the number of vehicle trips assigned to the project. Unless otherwise provided, the Fee will be collected with the payment for the building permit for the development project. B. Effective Fees The Fees owed by a development project will be those in effect when the building permit is obtained. This section shall be applicable whether the fees are paid in cash or a credit is used. Downtown Traffic Impact Fee Administrative Guidelines Page 3 t:ï\~ðÕ \~I c. Basis for Calculating Fees The Fees for residential development projects will be calculated based upon the per unit Fee for each of the categories noted in the Resolution (i.e., Low Density Residential, Medium Density Residential, Medium/High Density Residential, High Density Residential) and/or any subsequent replacement resolution. The Fees for non-residential development are calculated on a per average weekday vehicle trip basis. The number of average weekday vehicle trips for each type of development is determined by the land use categories specified in Exhibit D to the Resolution. However, if the Public Works Director determines that the land use of the development project is not specifically listed on Exhibit D to the Resolution, then the Public Works Director will undertake a specific traffic study, to be paid for by the applicant, for the purpose of determining the estimated trip generation of the proposed development project. For mixed-use development projects, involving residential and/or non-residential uses, the Community Development Director will determine the projected percentage of each non-residential use at the time the Final Map or other appropriate entitlement is approved. The Fee will be calculated on a pro-rata basis among the various rates stated for each different use. As an example, if a large single building is divided between commercial office space and industrial warehouse space and the uses are unknown at the time of obtaining a building permit and the building permit does not include adequate interior details to determine the intended use, the use for the initial Fee calculation purposes will be assumed as "Industrial without Retail". Any additional Fees owed as a result of a different final use of the property will be calculated and collected at the time that a building permit is issued for interior tenant improvements. This fee calculation shall be at the rate in effect at the time the Downtown Traffic Impact Fee Administrative Guidelines Page 4 ~l~ðb~~ . building permit for tenant improvements is issued. No refund of Fees will be given if the resulting uses are different from the projected land use. The Fee for the residential portion of a mixed-use development project shall be based on the proposed number of units, in a manner similar to when the Fee is calculated for an exclusive residential development project. The average weekday trip generation rate for any land use, which is not specifically listed on Exhibit D to the Resolution, including, but not limited to, public/semi-public uses, shall be determined by the Public Works Director. Affordable housing projects developed by government agencies and non-profit entities will be subject to the same Fees that are assessed on private residential development. D. Exemptions Exemptions from the Fee will be given to certain development in Downtown Dublin as set forth in section '5.' (Exemptions from Fee) of the Resolution incorporated in these guidelines by reference. IV. Fee Collection A. Payment of Traffic Impact Fees for Non-Residential Development The Fee for non-residential development will be due and payable at the issuance of a building permit and will be collected by the Building & Safety Division. The number of estimated average weekday vehicle trips, determined as described in Section IILC., above, multiplied by the non-residential Fee per trip, will be the basis for the collected Fee. The square footage or other appropriate measure as identified on the building permit will be the basis for determining the number of trips on Exhibit D to the Resolution. Following is an example: Downtown Traffic hnpact Fee Administrative Guidelines Page 5 '~&fb\!.' Non-Residential Fee Example: Assume that the development project is a 15,540 square foot standard commercial office building. The estimated weekday vehicle trip generation rate for this type of development is 20 trips per 1,000 square feet, and the Fee is $136 per trip for non-residential development. FEE CALCULATION: 15,540 square feet/l,OOO square feet = 15.54 x 20 trips = 311 trips x $136 per trip = $42,296 Traffic Impact Fee. Amendments to a non-residential building permit which result in 500 additional square feet of operational space or more shall result in additional Fees owed based on the added area. B. Payment of Traffic Impact Fees for Residential Development If the City incorporates the Improvements described in the Resolution into its annually adopted long-term Capital Improvement Program (CIP), then the Fees for residential development will be due and payable at the issuance of a building permit. Prior to the incorporation of these facilities into the CIP, the Fees will not be due until the dwelling is issued a Certificate of Occupancy. The developer may voluntarily pay the full fee when the building permit is issued or as otherwise appropriate under applicable law. C. Payment of Fees in Excess of $20,000 When the amount of payment for Fees exceeds $20,000 on any given day, payment shall be made in one of the following ways: 1) paid by check drawn on a bank within the State of California, 2) paid by cashier's check, or 3) if paid in same day funds by a wire transfer, the wire transfer must be pre-arranged with the City's Finance Division. Downtown Traffic Impact Fee Administrative Guidelines Page 6 131 ðò t!., D. Payment Records The Administrative Services Department will record the payment of the Fees. Records will be maintained to comply with refunding requirements as prescribed by State Law. The Administrative Services Department will obtain a mailing address from each payee, as well as the applicable Assessor's Parcel Number, and will note the payee as the entity or person whose name appears as the applicant for the building permit. The Finance Division will maintain the records for a period of twenty years from their collection, unless a legal mandate exists for a longer retention. V. Allotment of Developer Fee Credits The City understands the practicality of having developers construct and/or contribute some of the TIP facilities described in the Resolution and any subsequent replacement resolution. For this reason, the City will allot fee credits against the collection of Fees for constructing or contributing TIP facilities. A. Fee Credit / Reimbursement Agreement Required The allotment of fee credits and/or provision for a reimbursement will only occur in accordance with a written credit/reimbursement agreement between the City and the developer responsible for the construction of the TIP facilities or dedication ofTIF right of way. 1. All fee credits will be granted by use of a standard agreement approved by the City Attorney. 2. This credit/reimbursement agreement will be entered into at the time the improvements are secured and/or the right-of-way is accepted for dedication. The terms of this agreement may, at the City's discretion, be included in the agreement entered into with the City to secure certain Downtown Traffic Impact Fee Administrative Guidelines Page 7 '~2'b' ~ß public improvements as contained on a Final Parcel Map or Final Subdivision Map. 3. The developer will pay an administrative fee, as established in the City's Master Fee Schedule, prior to execution of the credit/reimbursement agreement. The purpose of this administrative fee is to cover the administrative costs associated with establishing and monitoring the credit/reimbursement agreement. 4. Any credits, which are unused before all of the TIP improvements are completed, shall convert to a right to reimbursement. The right to reimbursement will commence when all of the nF improvements are completed. 5. Neither a credit nor the right to reimbursement shall be increased for inflation or accrue interest. 6. Credits are transferable, with the written approval of the City Manager, provided the credit is transferred to a person/firm having a legal interest in real property within the area subject to the Fee and provided that the administrative transfer fee is paid, as specified in Section IX.A. of these guidelines. 7. The credit/reimbursement agreement will indicate that the developer has obtained a copy of these administrative guidelines and they were read and understood. Downtown Traffic Impact Fee Administrative Guidelines Page 8 13~Jb I;" VI. Calculating the Fee Credits A. General The fee credit/reimbursement agreement will identify the total credit for TIP facilities constructed or right of way dedicated for a particular development project. The contributed land or improvements must be the facilities described in the Resolution and/or any subsequent replacement resolution. B. Determination of Value The Public Works Director will determine the value of the contributed facilities based upon improvement plans submitted by the developer and approved by the City, which plans shall quantify the size of the TIP facilities to be constructed or dedicated. It is recognized that in some cases the scope of construction or dedication will not exactly match the TIP facilities shown in Attachment B-1 to Exhibit B to the Resolution and in Exhibit C to the Resolution. The credits will be the lesser of the following: a) the estimated cost of the improvements as noted in the Resolution and/or any subsequent replacement resolution; or b) the pro- rated value of the improvement using the standard cost measurements in the Resolution and/or any subsequent replacement resolution. The Fee credits cannot exceed the cost estimates of the improvements in the most recent Fee study and resolution. In no case shall the fee credits include facility financing costs. Illustrative Example 1: Assume that a developer dedicates land for the partial widening of a major street to offset the Fees due from a development project. To qualify for a credit, this roadway widening project must be included in the TIP. For each TIP improvement, the Resolution used the appropriate cost measurement per square foot for right-of-way dedication in calculating the TIP. The Fee credits due to the developer can be calculated by determining the square footage of the land to be dedicated multiplied by the proper square foot cost measurement after automatic annual adjustments based on the change in land acquisition costs. Downtown Traffic Impact Fee Administrative Guidelines Page 9 t.3I.f'b' ;~ Illustrative Example 2: A Developer constructing multi-family homes contributes traffic signal improvements (TIP improvement) valued at $100,000. Assume that the Fee totals $1,360 per dwelling unit. The credit of $100,000 will cover approximately 73.53 dwelling units. When the building permit is issued for the 74th dwelling unit, the developer will have used up the credit and will have to begin paying the Fee. VII. Use of Fee Credits A. Credits expire when used or when all of the TIF improvements are completed, whichever occurs first. B. In the event the fee credits are unused before all of the TIP improvements are completed, the fee credit shall convert to a reimbursement right as provided for under Section X and XI of these guidelines. C. The value of the credits will be listed in the agreement and tracked as they are used by the developer. D. Only the developer who builds or dedicates the TIP facilities will be entitled to the original or initial credits, until such time as they may be transferred in accordance with these guidelines. VIII. Use of Fee Credits requires Completion of Facility or Performance Bonds Fee credits cannot be used by the developer until the developer has either: 1. Dedicated the land or improvements representing the credits to the City; or 2. Provided the City with a performance bond and a labor and materials bond or other adequate security to insure that the improvements will be constructed prior Downtown Traffic Impact Fee Administrative Guidelines Page 10 )35% \:;, to the first Certificate of Occupancy for any building that is part of the project. The performance bond or other security shall be in an amount equal to 100% of the engineer's estimated cost to construct the improvements and the labor and materials bond shall be written by a surety licensed to conduct business in the State of California and approved by the City Manager. Illustrative Example: Assume a developer is in the midst of completing certain street improvements, which will be dedicated to the City to offset a portion of the Fee. The developer supplies the City with a right-of-way conveyance, a performance bond and a labor and materials bond for the completion of the street improvements. Fee credits can be used in advance of completing the improvements, since the City is assured that the land will be dedicated and the improvements will be completed. IX. Transferring of Credits A. The original holder of credits can request a transfer of credits to a person owning an interest in property that is subject to the TIP. Such transactions shall be subject to an administrative transfer fee, which shall cover the City's administrative costs associated with the credit transfer. The administrative transfer Fee is included in the City's Master Fee Schedule. B. There is no limit on the number of times that credits can be transferred between developments. X. Reimbursement Rights Reimbursement rights are created from the conversion of Fee credits, which occurs when all of the TIF improvements are completed. Reimbursement will be . only from funds collected as Downtown Traffic Impact Fees, and will not come from the City's General Fund. Downtown Traffic Impact Fee Administrative Guidelines Page 11 1~6ð t;~ XI. Process for Reimbursement of Reimbursement Rights Within one year after all TIF improvements are built, the Administrative Services Department will make an accounting of the TIP funds that are unspent as of the completion date of all the TIF improvements. The City will use the remaining funds that are unspent to reimburse holders of reimbursement rights for facilities already contributed, if any such reimbursement rights exist. Reimbursements will be made in order of creation of the credit/reimbursement agreements. XII. Other Miscellaneous Administrative Guidelines A. Procedures for Construction of Designated Facilities by Developers The improvements to be constructed or dedicated must be submitted to and approved by the Public Works Director no later than 14 calendar days prior to the approval of the Final Map by the City Council on the development project. The submittal of the improvement plans and/or description of area to be dedicated shall be in sufficient detail as determined by the Public Works Director. The developer constructing or dedicating improvements in lieu of paying a portion of the Fee must post a performance bond before the issuance of any grading and/or building permits for the construction of the improvements. B. Refunds Refunds of withdrawn applications will be done in accordance with existing procedures for paid building permits. · Payable to entity making payment or property owner of record. · Payable in accordance with State Law. · Not applicable to letters of credit, survey bonds or other instruments taken to secure payment. Downtown Traffic Impact Fee Administrative Guidelines Page 12 \ ~1tt> 13( C. Annual Review of Fee Collection The City has existing procedures for complying with State Law in regards to accounting for developer Fees. The Administrative Services Department will maintain records to provide the following items: · A brief description of the Fee; · An identification of the improvements and the percentage of cost of the improvements which the Fee will be expended upon; and · For improvements which are funded and yet to be completed, an identification of an expected date by which construction of the facilities will commence. D. Funds and Accounting The City will incorporate the following items into its accounting procedures, which are the responsibility ofthe Administrative Services Department: · The City will maintain a separate fund for the collection and expenditure of Fees. · The City will allocate interest to Fees collected in the fund based upon month end cash balances. · The City will identify in accordance with State Law the beginning and ending balance ofthe funds held for the Fee as of fiscal year end. · The City will identify the amount of Fees collected and interest earned in each fiscal year for Fees. · The City will file an annual accounting of all development impact fees, including the Downtown traffic Impact Fee, with the City Council and for public inspection within 180 days of each fiscal year end. Downtown Traffic Impact Fee Administrative Guidelines Page 13 I~irb I?>$ XIII. Guidelines for Issuing Trip Credits Credit will be issued for daily trips generated by an existing land use, or by the most recent land use if the site has been vacant for a period of three years or less prior to the date when a project application is filed with the City. A Fee shall be charged and paid for changes to existing land uses, businesses and/or tenants that require discretionary approval by the City (i.e., Site Development Review, Conditional Use Permit, Tentative Map, Rezoning, Specific Plan Amendment or adoption, General Plan Amendment), if the new use is expected to create a net increase of 100 trips or more during the AM or PM peak hour, after subtracting the credited trips. AM and PM peak hour trips for existing and proposed land uses will be based upon trip generation rates obtained from ITE Trip Generation, SANDAG Traffic Generators, or other sources, as determined by the Public Works Director. G:IDowntown TlFi2004 Downtown TlFiFinalladmin guidelinesJinal.DOC