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Home My WebLink AboutAttach 7 Apndx8.7 Sec I-IVAppendix 8.7 Traffic Impact Analysis IKEA Draft Supplemental EIR City of Dublin PA 02-034 Page 99 November 2003 .-2. prepared for: City of Dublin 1021-1837 FFHR & PIERS TABLE OF CONTENTS Paqe EXECUTIVE SUMMARY .............................................................................................................. i INTRODUCTION ............................................................................................................ 1 Study Purpose and Evaluation of Intersections ............................................................. Scenarios ........................................................................................................................ 3 Report Organization ...................................................................................................... 3 II. EXISTING CONDITIONS .............................................................................................. 4 Roadway Network .......................................................................................................... 4 Existing Transit Service .................................................................................................. 4 Existing Traffic Volumes and Intersection Lane Geometries ........................................ 5 Level of Service Methodology ...................................................................................... 10 Existing Conditions Levels of Service ......................................................................... 10 III. BASELINE TRAFFIC CONDITIONS .......................................................................... 13 Baseline Traffic Estimates ............................................................................................ 13 Baseline Roadway Changes ....................................................................................... 16 Baseline Conditions Intersections Levels of Service ................................................... 16 IV. VI. VII. PROJECT CHARACTERISTICS ................................................................................. 20 Project Traffic Estimates .............................................................................................. 20 PROJECT IMPACTS AND RECOMMENDATIONS ................................................... 27 Significance Criteria ..................................................................................................... 27 Traffic Estimates With Project ..................................................................................... 27 Planned Roadway Improvements ............................................................................... 27 Project-Related Roadway Changes ............................................................................ 32 Project Conditions Intersection Levels of Service ....................................................... 33 Project Impacts and Recommendations ...................................................................... 33 BUILD-OUT CONDITIONS ......................................................................................... 37 Build-out Traffic Estimates ........................................................................................... 37 Build-out Related Roadway Changes ......................................................................... 40 Build-out Intersection Levels of Service ...................................................................... 43 Build-out Impacts and Recommendations ................................................................... 43 Congestion Management Agency Thresholds ............................................................. 48 Average Daily Traffic Conditions ................................................................................. 48 Freeway Mainline Weekday Traffic ............................................................................. 49 SITE ACCESS, CIRCULATION, AND PARKING ....................................................... 52 Site Access and Circulation ......................................................................................... 52 Parking ........................................................................................................................ 52 VIII. OFF-SITE RECOMMENDATION SUMMARY ............................................................. 54 Martinelli Way Extension ............................................................................................. 54 Arnold Road Extension ................................................................................................ 54 LIST OF APENDICES APPENDIX A APPENDIX B APPENDIX C APPENDIX D APPENDIX E APPENDIX F Intersection Traffic Counts Existing Conditions LOS Calculation Worksheets Land Use Assumptions and Trip Generation Baseline Conditions LOS Calculation Worksheets Baseline Plus Project Conditions LOS Calculation Worksheets Build-out Conditions LOS Calculation Worksheets LIST OF FIGURES 1 2A 2B 3A 3B 4A 4B 5A 5B 6 7A 7B 8A 8B 9A 9B 10A 10B 11A 11B Project Site and Study Intersections ...................................................................................... 2 Existing January 2003 Peak Hour Traffic Volumes ............................................................... 6 Existing January 2003 Peak Hour Traffic Volumes ................................................................ 7 Existing January 2003 Lane Configurations and Traffic Control ............................................ 8 Existing January 2003 Lane Configurations and Traffic Control ............................................ 9 Baseline Peak Hour Traffic Volumes .................................................................................... 14 Baseline Peak Hour Traffic Volumes .................................................................................... 15 Baseline Conditions Lane Configurations and Traffic Control .............................................. 17 Baseline Conditions Lane Configurations and Traffic Control .............................................. 18 IKEA Regional Trip Distribution ........................................................................................... 24 Proposed Project Trip Assignment ......................................... 25 Proposed Project Trip Assignment ....................................................................................... 26 Baseline Plus Project Peak Hour Traffic Volumes ...............................................................28 Baseline Plus Project Peak Hour Traffic Volumes ...............................................................29 Baseline Plus Project Conditions Lane Configurations and Traffic Control ......................... 30 Baseline Plus Project Conditions Lane Configurations and Traffic Control ......................... 31 Build-out Peak Hour Traffic Volumes ................................................................................... 38 Build-out Peak Hour Traffic Volumes ................................................................................... 39 Build-out Lane Configurations and Traffic Control ............................................................... 41 Build-out Lane Configurations and Traffic Control ............................................................... 42 LIST OF TABLES 1 2 3 4 5 6 7A 7B 7C 8A 8B 8C 9 10 11 12 Signalized Intersection Level of Service Definitions Using VIC Ratio ..................................... 11 Unsignalized Intersection Level of Service Definitions Using Average Delay ......................... 11 Existing Peak Hour Intersection Level of Service ................................................................... 12 Baseline Peak Hour Intersection Level of Service .................................................................. 19 Vehicle Trip Generation - IKEA Store Surveys ...................................................................... 20 IKEA Shopping Center Trip Generation ................................................................................. 22 Existing, Baseline, and Baseline Plus Project AM Peak Hour Intersection Level of Service.. 34 Existing, Baseline, and Baseline Plus Project PM Peak Hour Intersection Level of Service.. 35 Existing, Baseline, and Baseline Plus Project Saturday Peak Hour Intersection Level of Service ..................................................................................................................................... 36 Build-out With Project and With Commerce One AM Peak Hour intersection Level of Service ..................................................................................................................................... 44 Build-out With Project and With Commerce One PM Peak Hour Intersection Level of Service ..................................................................................................................................... 45 Build-out With Project and With Commerce One Saturday Peak Hour Intersection Level of Service ................................................................................................................................. 46 Congestion Management Agency Trip Generation Assessment ........................................... 48 Weekday Average Daily Traffic Forecasts ............................................................................. 48 Year 2025 Mainline Freeway Operation AM Peak Hour Level of Service ............................. 50 Year 2025 Mainline Freeway Operation PM Peak Hour Level of Service ............................. 51 Final Report IKEA Development Traffic Impact Study August 2003 EXECUTIVE SUMMARY This report presents the findings of a traffic impact analysis conducted for the proposed IKEA development to be located on the south side of Martinelli Way between Hacienda Drive and Arnold Road and north of Interstate 580 (I-580) in Dublin, California. The site was previously designated the Commerce One site, which was approved with 780,000 square feet of office space. The current proposal would replace the Commerce One approved development with a 317,000 square-foot IKEA store and a 135,215 square-foot shopping center with approximately 25,855 square feet (20 percent) of restaurant space. Figure 1 illustrates the site location, the surrounding roadway network, and the study intersections. The study purpose is to identify potential impacts of the proposed development on the transportation system in the project vicinity. Project impacts were analyzed in accordance with methodologies requested by the City of Dublin staff. The key intersections shown on Figure 1 were evaluated during the weekday morning (AM), evening (PM), and mid-day Saturday peak periods for the following four scenarios: · Scenario 1: Existing Conditions - Existing traffic volumes obtained from counts. · Scenario 2: Baseline Conditions - Existing traffic volumes plus traffic from "approved" developments that are either under construction, built but not fully occupied, or unbuilt but have final site development review approval. · Scenario 3: Baseline Plus Project Conditions - Traffic volumes from Scenario 2 plus traffic generated by the proposed IKEA store and retail center. · Scenario 4: Build-out Conditions - Traffic volumes from Scenario 3 plus traffic from "pending and build-out" projects (proposed future developments not yet approved, as provided by the City). Project Trip Making Characteristics The AM and PM peak hour traffic added to the roadway system by the proposed IKEA store was estimated based on traffic volume data collected at existing IKEA stores in Emeryville, California in December 2001, and in Woodbridge, Virginia in November 2002. In addition, the tdp generation estimation process considered the relationship between multiple IKEA stores in a given metropolitan area. Stores of this type attract customers from a broad regional area; therefore, the first store in a region will generate more new trips than will subsequent stores in the same region. The proposed Dublin IKEA will be the third store in the Bay Area (after the existing location in Emeryville and the approved store in East Palo Alto that is expected to open in late 2003), so the trip generation rate of the Dublin IKEA is expected to be lower than that measured at the Emeryville store. The amount of traffic generated by the proposed shopping center adjacent to the IKEA store was derived from the Institute of Transportation Engineer's Tdp Generation (6~ Edition) for a Shopping Center (Land Use Code 820) and Restaurant (Land Use Code 832). In total, the site is projected to generate approximately 16,100 daily trips during a typical weekday. The proposed IKENretail center project is expected to generate about 460 net new trips (250 inbound and 210 outbound) in the AM peak hour. Net new PM peak hour traffic generated by the site is anticipated to be about 880 trips (440 inbound and 440 outbound). Net new Saturday peak hour traffic is estimated to be approximately 2,510 trips (1,310 inbound and 1,200 outbound). As a point of comparison, the previously approved development for the site would generate about 980, 920, and 150 trips during the AM, PM, and Saturday peak hours, respectively. Fehr & Peers i Final Report IKEA Development Traffic Impact Study August 2003 Roadway Improvement Assumptions Off-site road improvements assumed in this study incorporate project-related improvements necessary to provide access to the project site, improvements currently under construction, and build- out roadway improvements anticipated to occur with the future development assumed in this study. Roadway Improvements Under Construction · Tassajara Road/Santa Rita Road / 1-580 Intemhanqe Reconstruction - This project includes interchange improvements such as: (1) one westbound right-turn lane and an exclusive overpass lane leading to the northbound free right-turn lane at the 1-580 westbound off-ramp/ Tassajara Road intersection; and (2) adding one eastbound left-turn lane, one westbound left-turn lane, and one northbound overpass through lane at the 1-580 off-ramp/P/mi/co Drive/ Santa Rita Road intersection. Expected to be implemented prior to construction of the IKEA Shopping Center. Baseline Roadway Improvements · Dublin Boulevard~ouqherty Road Capacity Improvements - This project includes inter- section widening to incorporate additional turn lanes at the intersection, such as: (1) adding a southbound right turn lane; (2) adding a westbound left turn lane; (3) adding a northbound left turn lane, through lane, and right turn lane; and (4) adding an eastbound through lane and right turn lane. Expected to be implemented at full occupancy of the IKEA Shopping Center. Project-Related Roadway Improvements · Mart/nell/ Way Extension - This project includes: (1) constructing Mart/nell/ Way between Hacienda Drive and Arnold Road; (2) modifying the traffic signal at the Mart/nell/ Way/ Hacienda Drive/Hacienda Crossings intersection to accommodate the Mart/nell/ Way extension; (3) designing Mart/nell/Way to accommodate the triple northbound to westbound left-turn lanes from Hacienda Drive onto Mart/nell/Way; (4) constructing two left-turn lanes on Mart/nell/Way at the project site main entrance; (5) signalizing the project main entrance at Mart/nell/Way; and (6) constructing a secondary site access right-turn out only driveway on Mart/nell/Way east of Arnold Road. · Arnold Road Extension - This project includes: (1) constructing the Arnold Road extension south from Dublin Boulevard to the Altamirano Avenue intersection with the southernmost project site access; (2) modifying the traffic signal at the Arnold Road/Dublin Boulevard inter- section to accommodate the Arnold Road extension; (3) signalizing the newly constructed intersection of Arnold Road/Mart/nell/Way; and (4) signalizing the project access on Arnold Road (midway between Mart/nell/Way and Altamirano Avenue). Buildout-Related Roadway Improvements · Dublin Boulevard/Tassaiara Road Capacity Improvements - Addition of two westbound left- turn lanes, one through lane and one right-turn lane; one northbound left-turn lane and two through lanes; one eastbound left-turn lane and one through lane; and one southbound left- turn lane. Some of these improvements have been constructed, but are not open to traffic. (Eastern Dublin TIF improvement) Fehr & Peers ii Final Report /KEA Development Traffic/rnpact Study August 2003 · Dub/in Transit Center Roadways - Incorporation of new and improved roadway connections at the Dublin Transit Center due to development of the Transit Center. Reduction from two to one northbound exclusive left-turn lanes on Iron Horse Parkway at Dublin Boulevard. The ultimate lane configurations for this approach would consist of one left-turn lane and one shared right/left turn lane. · Scaflett Drive Extension - Extension of Scarlett Drive from Dublin Boulevard north to Dougherty Road and associated intersection improvements at Dublin Boulevard/Scarlett Drive and Dougherty Road/Scarlett Drive, as identified in the Transit Center EIR. (Eastern Dublin TIF improvement) · Dublin Boulevard/Hacienda Drive Capacity Improvements - Addition of one westbound through lane and conversion of a northbound right-turn lane to a third through lane. (Eastern Dub/in T/F improvement) · Hacienda Drive/I-580 Westbound Off-ramp Capacity Improvements - Widening of the northbound Hacienda overpass to four lanes to accommodate an exclusive lane leading to the 1-580 westbound loop on-ramp. Addition of one shared right/left-turn lane on the off-ramp approach. These improvements are identified in the Transit Center and East Dublin Properties EIRs. · Hacienda Drive/I-580 EB Off-ramp Capacity Improvement- Addition of one shared right/left- turn lane on the off-ramp approach, as identified in the East Dublin Properties EIR. · Dub/in Boulevard/Dougherty Road Capacity Improvement - Addition of ultimate improve- ments as identified on pages 158, 159, and 167 of the Transit Center DEIR and page 3.6-17 of the East Dublin Properties Draft SEIR. These improvements are expected to occur with the development of the Transit Center project. (Eastern Dublin TIF improvement) · Dougherty Road/I-580 WB Off. ramp Capacity Improvement- Addition of one southbound free right-turn lane and one shared right/through lane by re-striping an existing shoulder area, and widening of the westbound diagonal on-ramp to two single-occupancy vehicle lanes as specified in the Transit Center EIR. · Fa/ton Road Extension - Extension of Fallon Road north to Tassajara Road to include four lanes of traffic. (Eastern Dublin TIF improvement) · Dub/in Boulevard/Amold Road Capacity Improvement - Addition of a second eastbound left- turn lane (Eastern Dublin TIF improvement) plus ultimate improvements as identified in the Transit Center EIR. · Dubfin Boulevard Extension - Extension of Dublin Boulevard east to Fallon Road to include six lanes of traffic. (Eastern Dublin TIF improvement) Off-Site Intersection, Roadway and Freeway Findings The IKEA Shopping Center will have incremental impacts to the study intersections as compared to the Commerce One project. During the weekday AM peak hour, the incremental impacts are generally beneficial as compared to the Commerce One project. Weekday PM peak hour incremental impacts are mixed; the IKEA Shopping Center causes increased V/C ratios at some locations but decreases the V/C ratio in other areas. While the IKEA Shopping Center and Commerce One projects generate similar levels of traffic during the weekday PM peak hour, the trip distribution and assignment characteristics differ due to differences in land uses. Saturday peak hour incremental impacts are more substantial with the IKEA Shopping Center increasing the V/C ratios at most study intersections. Analysis findings for intersections, roadway segments, and freeway segments are summarized below. Fehr & Peers iii Final Report IKEA Development Traffic Impact Study August 2003 Intersections The study intersections operate at acceptable LOS C or better during the AM, PM, and Saturday peak hours under the existing conditions evaluated in this study. With Baseline traffic forecasts, all of the study intersections will continue to operate at acceptable levels of LOS D or better during the AM, PM, and Saturday peak hours. Based on the Significance Criteria stipulated in the City of Dublin General Plan, there are no significant project-related impacts under the Baseline Plus Project conditions. All intersections continue to operate at LOS D or better. Several intersections are projected to operate below the LOS D threshold under build-out conditions, regardless of the IKEA Shopping Center development. These intersections include: · Dublin Boulevard / Hacienda Drive - PM peak hour · Dublin Boulevard / Arnold Road - PM peak hour · Dublin Boulevard / Dougherty Road - PM peak hour Roadway and Freeway Segments Under all analysis scenarios, roadway segments analyzed within the study area are expected to operate within standards set by the City of Dublin General Plan policies. Freeway segment analyses conducted on 1-580 and 1-680 for the build-out scenario indicate similar service levels with or without the IKEA Shopping Center. Several freeway segments are expected to operate at unacceptable service levels on 1-580 and 1-680 during the weekday AM and PM peak hours regardless of IKEA Shopping Center traffic. The IKEA Shopping Center development would be adding to an already deficient condition on these freeway segments. The addition of trips from this development to build- out peak hour traffic on adjacent freeways would be considered a significant unavoidable cumulative impact. Parking Code Findings The IKEA store will include the following uses: · Furniture/retail (217,000 square feet) · Restaurant (21,000 square feet) · Warehouse (62,000 square feet) · Office (17,000 square feet) Additionally, there will be a 135,215 square-foot retail center comprised of a restaurant (25,855 square feet) and retail facility (109,360 square feet) on the site. Based on City parking standards, a total of 877 spaces are required to accommodate the IKEA component of the site and 623 spaces are necessary to accommodate the retail/restaurant component. These requirements are calculated from the following parking code standards: · 1 stall per 400 square feet of retail (furniture/large appliance/floor) · 1 stall per 100 square feet of restaurant · 1 stall per 1000 square feet of warehouse · 1 stall per 250 square feet of office (0 to 7,500 square feet) · 1 stall per 300 square feet of office (greater than 7,500 square feet) · 1 stall per 300 square feet of retail (general, neighborhood) Fehr & Peers iv Final Report IKEA Development Traffic Impact Study August 2003 Based on the site plan from the City of Dublin that was provided to Fehr & Peers, a total of 1,165 spaces are proposed for the IKEA component and 751 spaces are proposed for the retail/restaurant component. Parking supplies for both sites exceed the parking code requirements. Study Recommendations The development site proposed for the IKEA Shopping Center is known as the Commerce One site. The site currently has approval for 780,000 square-feet of office use. The IKEA project's incremental impact as compared to the Commerce One office development provides a basis from which to determine what additional measures would be necessary to improve traffic operations to an equivalent level as with current approvals (i.e., with the Commerce One development). Measures to improve off-site intersection operations have been considered to minimize the effects of traffic generated by the IKEA Shopping Center on the surrounding road system for the Build-out conditions scenario. As stated previously, the three impacted intersections include Dublin Boulevard/ Hacienda Drive (PM peak hour), Dublin Boulevard/Arnold Road (PM peak hour), and Dublin Boulevard/Dougherty Road (PM peak hour). The recommendation for the Dublin Boulevard/Arnold Road intersection includes installing one southbound-to-westbound right-turn lane. With this improvement, the intersection operations during the PM peak hour under the Build-out conditions improve to LOS D whether the IKEA Shopping Center or Commerce One is constructed. Both the AM and Saturday peak hour operations are acceptable whether or not the recommended measure is provided. No recommendations beyond those assumed in this study are identified for the Dublin Boulevard/Hacienda Drive and the Dublin Boulevard/Dougherty Road intersections. The East Dublin Properties EIR shows the Dublin Boulevard/Hacienda Drive intersection operating at LOS E during the PM peak hour under build-out conditions. Similarly, the Transit Center and East Dublin Properties EIRs show the Dublin Boulevard/ Dougherty Road intersection operating at LOS F during the PM peak hour under build-out conditions. No additional improvements are feasible at these two intersections as described in the above EIRs. It is recommended that the City monitor the intersections of Dublin Boulevard/Dougherty Road and Dublin Boulevard/Hacienda Ddve for peak hour volumes on a periodic basis and continue to obtain updated volume forecasts for future horizon years. Such monitoring will be performed to assist the City and development projects to comply with policies of the General Plan that require implementation of transportation measures to improve levels of service. In addition, current and future phases of the 1-580 Smart Corridor project are expected to relieve some congestion at the Dublin Boulevard/ Dougherty Road and Dublin Boulevard/Hacienda Drive intersections (i.e., through implementation of ITS measuresl and discourage traffic from diverting off the freeway due to congestion or incidents. The applicant for the IKEA Shopping Center should be responsible for implementing the project- related roadway improvements along the Martinelli Way and Arnold Road corridors as previously mentioned. In addition, the applicant for the IKEA Shopping Center should contribute a pro-rata share toward funding the following improvements, which are anticipated to be impacted at the Build-out condition: · Widening the southbound Arnold Road approach at Dublin Boulevard to include one left-turn lane, one through lane, and one right-turn lane. Fehr & Peers v /:ina/Report /KEA Development Traffic/rnpact Study August 2.003 Improving the intersection of Dublin Boulevard/Dougherty Road as evaluated in this study to ultimate improvements. The applicant should advance to the City applicable monies for acquisition of right-of-way and construction of improvements assumed in this study. The amount of money advanced to the City should be based on the developer's fair share of the deficit (spread over those projects which are required to make up the deficit) between funds available to the City from Category 2 Eastern Dub/in Traffic Impact Fee funds and the estimated cost of acquiring the right-of-way and constructing the improvements. The City should provide credit for Category 2 Eastern Dublin Traffic Impact Fees to the developer for any advance of monies for the improvements planned for the Dublin Boulevard/Dougherty Road intersection. Adding a shared right/left turn lane on the 1-580 eastbound off-ramp at Hacienda Drive as identified in the East Dublin Properties EIR. Development projects in the Tri-Valley area are required to pay the Tri-Valley Transportation Development (TVTD) Fees toward constructing planned freeway improvements, including HO¥ lanes, auxiliary lanes, and interchange improvements on 1-580 and 1-680. Development projects also pay TVTD Fees toward public transportation improvements to help reduce traffic on the freeways and other roadways in the Tri-Valley area. Two of the improvements to be funded by the TVTD Fees are the West Dublin BART Station and the Express Bus Service from Livermore to the East Dublin BART Station. The IKEA Shopping Center development will be required to pay the appropriate TV'rD Fees. Fehr & Peers vi Final Report IKEA Development Traffic Impact Study August 2003 I. INTRODUCTION This report presents traffic impact analysis findings conducted for the proposed IKEA development to be located on the south side of Marlinelli Way between Hacienda Drive and Arnold Road and north of Interstate 580 (I-580) in Dublin, California. The site was previously designated the Commerce One site, which was approved with 780,000 square feet of office space. The current proposal would replace the Commerce One approved development with a 317,000 square-foot IKEA store and a 135,215 square-foot shopping center with approximately 25,855 square-feet (20 percent) of restaurant space. Figure 1 illustrates the site location and surrounding roadway network. Study Purpose and Evaluation of Intersections The study purpose is to identity potential traffic impacts of the proposed development on the transportation system in the project vicinity. Project impacts were analyzed in accordance with methodologies requested by the City of Dublin staff. Traffic operations for the following 18 key intersections were evaluated for this study: 1. Dublin Boulevard / Tassajara Road 2. 1-580 westbound off-ramp / Tassajara Road 3. 1-580 eastbound off-ramp / Pimlico Drive / Santa Rita Road 4. Dublin Boulevard / Hacienda Drive 5. Martinelli Way / Hacienda Drive 6. 1-580 westbound off-ramp / Hacienda Drive 7. 1-580 eastbound off-ramp / Hacienda Drive 8. Martinelli Way / IKEA main driveway (future intersection) 9. Dublin Boulevard / Arnold Road 10. Martinelli Way / Arnold Road (future intersection) 11. IKEA minor driveway ~ / Arnold Road (future intersection) 12. IKEA minor driveway #2 / Arnold Road (future intersection) 13. Dublin Boulevard / Iron Horse Parkway 14. Dublin Boulevard / Scarlett Drive 15. Scarlett Drive / Dougherty Road 16. Dublin Boulevard / Dougherty Road 17. 1-580 westbound off-ramp / Dougherty Road 18. 1-580 eastbound off-ramp / Hopyard Road Fehr & Peers I 'UO ¥1N~81H II II II ~ , ! ! ! Final Report /KEA DeYe/oprnent Traffic Impact Study August 2003 Scenarios All existing study intersections are controlled by traffic signals. The key intersections were evaluated during the weekday morning (AM), evening (PM), and mid-day Saturday peak periods for the following four scenarios: Scenario 1: Existing - Existing traffic volumes obtained from counts. Scenario 2: Baseline Conditions - Existing traffic volumes plus traffic from "approved" project developments that are eithe~ under construction, built but not fully occupied, or unbuilt but have final site development review approval. · Scenario 3: Baseline Plus Project Conditions- Traffic volumes from Scenario 2 plus traffic generated by the proposed IKEA store and retail center. Scenario 4: Build-out Conditions- Traffic volumes from Scenario 3 plus traffic from "pending and build-out" projects (proposed future developments not yet approved, as provided by the City). Report Organization This report is divided into eight chapters as described below: · Chapter I. Introduction discusses the purpose and organization of this report. · Chapter II - Existing Conditions describes transportation facilities and traffic operations in the project vicinity including the surrounding roadway network, AM, PM, and Saturday peak- hour traffic volumes, and intersection levels of service. · Chapter III - Baseline Traffic Conditions provides AM, PM, and Saturday intersection levels of service after the addition of applicable transportation improvements and traffic from approved developments as defined above. · Chapter IV- Project Characteristics presents relevant project information such as the description of the project components and project tdp generation, distribution, and assignment. · Chapter V- Project Impacts and Recommendations provides AM, PM, and Saturday intersection level of service for baseline conditions (Chapter III) plus proposed project traffic as developed in Chapter IV. · Chapter VI- Build-out Conditions provides an assessment of traffic operations with City of Dublin build-out and all planned roadway improvements. City staff provided a list of potential build-out developments and planned roadway improvements. · Chapter VII - Site Access, Circulation, and Parking provides a project site description relating to general vehicle and pedestrian flows accessing and circulating through the site. · Chapter VIII - Off-site Recommendation Summary provides study results and recommendations for further improvements. Fehr & Peers 3 Final Report IKEA Development Traffic Impact Study August 2003 II. EXISTING CONDITIONS This chapter describes the transportation facilities project vicinity including the existing roadway network and operating conditions at the study intersections. Roadway Network Interstate 680 (I-680) provides regional access to the project site from the north and south, and 1-580 from the east and west. Dublin Boulevard, Hacienda Drive, Arnold Road, and Martinelli Way provide local access. Each of these roadways is described below. 1-580 is an east-west freeway that extends from U.S. 101 in San Rafael to Interstate 5 (I-5) south of Tracy. Through Dublin, 1-580 carries approximately 183,000 vehicles per day (vpd) across six travel lanes~. Local interchanges are located at Dougherty Road, Hacienda Drive, and Tassajara Road. 1-680 is a north-south freeway that extends from Interstate 80 (I-80) in Solano County south to San Jose. Through Dublin, 1-680 carries approximately 147,000 vpd across eight travel lanes.~ Local access to 1-680 is provided at an interchange located north of 1-580. Dublin Boulevard is a major east-west arterial that extends from just west of Brigadoon Way at the western city limit, through Dublin parallel to 1-580, to Keegan Street in eastern Dublin. Dublin Boulevard has six travel lanes between San Ramon Road and Village Parkway and between Dougherty Road and Tassajara Road. This roadway (east of San Ramon Road) is classified as a Metropolitan Transportation System (MTS) roadway under the county's Congestion Management Program. Pedestrian and bicycle facilities are provided on this roadway within the project vicinity. Hacienda Drive, bordering the project site on the east, is a major north-south arterial that extends from Gleason Drive in Dublin to West Las Positas Boulevard in Pleasanton. Hacienda Drive has six travel lanes between 1-580 and Dublin Boulevard. Pedestrian and bicycle facilities are provided on this roadway within the project vicinity. Arnold Road is a two lane, north-south roadway that extends from Gleason Drive to Dublin Boulevard. In the future, this roadway will extend south past the future Martinelli Way intersection and along the western boundary of the project site. This roadway will provide access between the project site and Dublin Boulevard Martinelli Way will be a future east-west roadway extending from Hacienda Drive to Arnold Road and eventually through the transit center area. The main entrance to the IKEA Shopping Center will be on Martinelli Way. Pedestrian and bicycle facilities will be provided throughout the roadway Existing Transit Service Fixed-route transit, DART (Direct Access Responsive Transit), and paratransit are available in Dublin. "Wheels" is the transit service provided by the Livermore Amador Valley Transit Authority (LAVTA) for the Tri-Valley communities of Dublin, Livermore, and Pleasanton. The "Wheels" routes that provide service near the project site include Routes 1, 3, and 54. Each mute is described below. Freeway volumes from Traffic Volumes on California State Highways (Caltrans, 2001) Fehr & Peers 4 Final Report IKEA Development Traffic Impact Study August 2003 Route 1: Route 1 is separated into Routes lA and lB. Route lA operates clockwise and RoutelB operates counter-clockwise. These routes connect the Dublin Bay Area Rapid Transit (BART) station with the Santa Rita jail, Hacienda Crossing, and the Rose Pavilion. Service is provided from 6:00 AM to 7:30 PM on weekdays with 30-minute headways. Route 3: Route 3 is separated into Routes 3A and 3B. Route 3A operates clockwise and Route 3B operates counter-clockwise. These routes connect the Dublin BART station and Stoneridge Mall along Dublin Boulevard and Foothill Road. They also connect these sites to downtown Dublin and Alcosta Boulevard in San Ramon. The routes cover most of Dougherty Road within the city limits of Dublin. Service is provided during peak weekday pedods from 6:00 to 9:30 AM and 2:00 to 7:00 PM with 1-hour headways. Route 54: This Altamont Commuter Express (ACE) shuttle provides service between the Dublin BART station, Pleasanton Fairgrounds, and ACE train. Service is provided along Dublin Boulevard and Hacienda Drive near the project site. This route operates on weekdays during peak periods from 5:30 to 8:30 AM and 4:00 to 8:00 PM with headways of more than 1-hour. The ACE train provides service between Stockton and San Jose, including stations in Livermore and Pleasanton. DART provides service during off-peak hours when most fixed-route buses are not in operation. Weekday service runs between 9:00 AM and 2:00 PM and 7:30 to 9:30 PM. Saturday service runs from 8:30 AM to 6:30 PM. With a reservation, a DART van will provide passengers with the most direct transportation service possible. Dial-a-Ride paratransit is also available seven days a week for passengers with disabilities. BART provides regional rail transit access from the Dublin/Pleasanton station. BART runs at 15- to 20-minute headways between 4:00 and 12:00 AM on weekdays. Saturday service is available every 20 minutes between 6:00 and 12:45 AM. Service is also available on Sunday from 8:00 to 12:45 AM with 20-minute headways. Existing Traffic Volumes and Intersection Lane Geometries The study intersection traffic operations were analyzed under weekday AM and PM peak hour conditions and Saturday mid-day peak hour conditions. Peak hour conditions were determined from peak period intersection turning movement counts. Weekday AM and PM turning movement counts were conducted on February 11, 19, and 20, 2003, from 7:00 to 9:00 AM and from 4:00 to 6:00 PM. Saturday turning movement counts were conducted on July 13, 20, and August 24, 2002 from 3:30 to 5:30 PM. The raw traffic count data for the AM, PM, and Saturday peak periods is provided in Appendix A. The peak hour represents the highest 1-hour during the peak period traffic counts. From the data collection effort, weekday peak hours were determined to be 7:30 to 8:30 AM and 5:00 to 6:00 PM, and the Saturday peak hour was 3:30 to 4:30 PM. Figures 2A and 2B present the existing peak hour turning movement counts, and the existing lane configurations and traffic control for the study intersections are shown on Figures 3A and 3B. Fehr & Peers 5 J Dublin Blvd. 65 (255) ~,- 2 C012l ~, ~4 (s3)['/] U ' j~J %z~ (42)F1 ~ ~ e- 757 {1~8) J583~ ~' ~ D~v~. I m Blvd. J ~,' 644 (239) [137j I I'd- 751(1248)r~51 I I 'r~ ('u3~lso73-~.j~l I17 (37)[12J' ~ la(S)~Jf 1 (~)1oI,-~.. s6(24)pq.~ ~',-4 (1) R 0('3)10t ~,- 17 (8)~ I .s~d~.. I 31 (88)[la1~-,~' J DuUin B~d, I LEGEND: O = .Study . Intersections xxlw]jzz) = AM [PM] (Saturday) Peak Hour Traffic Volumes .... = Future Roadway FEHR & PEERS TRANSPORTATION CONSULTANTS IKEA Dublin Traffic Impact Analysis EXISTING (JANUARY 2003) PEAK HOUR TRAFFIC VOLUMES August 2003 ~w-12~ FIGURE 2A 1-580 WB On-Ramp LEGEND: O = intersections xx(YY)LZZ] = AM (PM) [Saturday] Peak Hour Traffic Volumes .... = Future Roadway FEHR & PEERS TRANSPORTATION CONSULTANTS IKEA Dublin Traffic Impact Analysis EXISTING (JANUARY 2003) PEAK HOUR TRAFFIC VOLUMES 2003 FIGURE 2B 1837-12~ Dublin Blvd. J~-.580 v'~ On. Ramp Dublin ~ i ~ ~ ~ Duban BAa. I Jm~ m m , ~- ! (~k, ~ D~ BAa. t Jw ~ · P,mlico Dr. J tttr - {~] ScmtettDr. I / LEGEND: I~J = Study Imersections {~ : Signalized Intersection ~' = Free Right Turn OL = Right Turn Ovedap ..... Future Roadway * = Lane Constructed But Not Open ** = U-Turn Lane FEHR & PEERS TRANSPORTATION CONSULTANTS IKEA Dublin Traffic Impact Analysis EXISTING (JANUARY 2003) LANE CONFIGURATIONS AND TRAFFIC CONTROL August 2003 ~-~ FIGURE 3A FEHR & PEERS TRANSPORTATION CONSULTANTS LEGEND: Study Intersections Signalized Intersection '~' = Free Right Turn OL = Right Turn Ovedap ..... Future Roadway * = Lane Constructed But Not Open ** =U-TumLane IKEA Dublin Traffic Impact Analysis EXISTING (JANUARY 2003) LANE CONFIGURATIONS AND TRAFFIC CONTROL A.gu,, 2o~3 FIGURE 3B 1837-13t~ Final Report IKEA Development Traffic Impact Study August 2003 Level of Service Methodology The concept of level of service (LOS) is commonly used to determine the operating conditions of an intersection or roadway. The LOS grading system is a rating scale ranging from LOS A to LOS F, where LOS A represents free-flow conditions and LOS F represents jammed conditions. A unit of measure, such as the volume-to-capacity (V/C) ratio or average delay, generally accompanies a LOS designation. The City of Dublin General Plan states that a service level of LOS D or better is considered acceptable; LOS E or LOS F standards are considered undesirable. The City of Dublin uses the intersection LOS methodology outlined in Technical Procedures (Contra Costa County Transportation Authority [CCTA], 1997), which relates service level grade to a V/C ratio. The V/C ratio relates the total traffic volumes for critical opposing movements to the theoretical capacity for those movements. This methodology is only applied to signalized intersections. For unsignalized intersections, methods are based on the Highway Capacity Manual (HCM) (Transportation Research Board, 2000). This method determines the service level for each movement based on the average control delay per vehicle. Control delay includes deceleration delay, queue move-up time, stopped delay, and acceleration delay. Table 1 summarizes the LOS criteria for the CCTA (signalized) methodology, and Table 2 summarizes the LOS criteria for the HCM (unsignalized) methodology. Existing Conditions Levels of Service The existing lane configurations and peak hour turning movement volumes were used to determine service levels for the study intersections. These results are shown in Table 3. The measure of effectiveness (V/C ratio) for signalized intersections and LOS are presented. As indicated in the table, all study intersections operate at acceptable LOS C or better during the AM, PM, and Saturday peak hours. LOS calculation worksheets are provided in Appendix B. Fehr & Peers 10 Final Report IKEA Development Traffic Impact Study August 2003 TABLE 1 Signalized Intersection Level of Service Definitions Using ViC Ratio Level of Description of Traffic Conditions VIC Ratio Service Stable flow - slight or no delay. Conditions are such that no approach phase is 0.00 - 0.60 A fully utilized by traffic and no vehicle waits longer than one red indication. B Stable flow - Slight delay. An occasional approach phase is fully utilized. 0.61 - 0.70 C Stable flow- Acceptable delay. A few drivers arriving at the end of a queue may 0.71 - 0.80 have to wait through one signal cycle. D Approaching unstable flow - Tolerable delay. Delay may be substantial during 0.81 -0.90 short pedods, but excessive back ups do not occur. E Unstable flow - Intolerable delay. Delay may be great - up to several signal 0.91 -1.00 cycles. Long queues form upstream of intemection. F Forced flow - Excessive delay. Volumes vary widely, depending on downstream > 1.00 queue conditions. ,,,, Source: Technical Procedures (Contra Costa Transportation Authority, 1997). TABLE 2 Unsignalized Intersection Level of Service Definitions Using Average Delay Level of Service Average Control Delay Description {seconds/vehicle) A 0 - 10 Little or no delay B · 10 - 15 Minor delays C > 15 - 25 Average delays D > 25 - 35 Moderate delays E > 35 - 50 Lengthy delays F · 50 Excessive delayslgfidlock Source: H~hway Capacity Manual 0'ransportation Research Board, 2000). Fehr & Peers 11 Final Report IKEA Development Traffic Impact Study August 2003 III. BASELINE TRAFFIC CONDITIONS This chapter describes the study intersection operations under baseline traffic conditions including existing traffic plus traffic generated by approved projects. The methodology for determining baseline traffic volumes is described and levels of service are also presented. Baseline Traffic Estimates As requested by City staff, baseline conditions were developed by adding existing traffic with traffic generated by approved projects. A list of approved but not yet constructed or fully occupied developments was provided by the City of Dublin. The City also provided traffic studies that were completed for many of the approved projects. The amount of traffic generated by these devel- opments during weekday AM and PM and Saturday peak hours was estimated from the Institute of Transportation Engineers (ITE) Trip Generation (6~ Edition) and the respective project traffic studies. A complete list of approved projects, including trip generation information, is provided in Appendix C. Approved projects in Dublin are estimated to generate between 2,000 and 2,500 net new peak hour trips, as follows: · 2,070 (820 inbound and 1,250 outbound) for the AM peak hour · 2,410 (1,320 inbound and 1,090 outbound) for the PM peak hour · 2,080 (1,100 inbound and 980 outbound) for Saturday peak hour Fehr & Peers contacted the City of Pleasanton and Contra Costa County in July 2002 to investigate probable projects, both north and south of the City of Dublin that potentially could impact the study intersections. The City of Pleasanton provided both land use forecasts and expected build-out traffic forecasts from their traffic model. Contra Costa County provided information related to Dougherty Valley development. Appendix C contains a summary of the baseline traffic estimates for Pleasanton and Dougherty Valley including land use type, size and resulting trip generation. Combined, development in Dougherty Valley and the City of Pleasanton is likely to generate about 2,550 AM peak hour trips, 2,950 PM peak hour trips, and 1,720 Saturday peak hour trips. The directional distribution of the trips generated by the developments in Dublin, Pleasanton, and Dougherty Valley were developed using a combination of distribution characteristics from the Tri-Valley traffic model, previously completed traffic studies, and knowledge of local travel patterns. Traffic generated by the developments in Dublin, Pteasanton, and Dougherty Valley was assigned to the roadway system using the software TRAFFIX. The assigned traffic was added to the existing turning movement volumes (as shown on Figures 2A and 2B) to obtain the Baseline conditions traffic forecasts. Figures 4A and 4B present the resulting turning movement volumes at the study intersections under Baseline conditions. Fehr & Peers 13 ...L~.~ , ~.~.,,,w.~ ~+ ~ *+ ~ ...... +~ +~ +/ . ~; - -~~ -. I I I I I ~U~S)~l/mm m m ~ (n,~4) ~1i~ m m i i I ~5~)~ ~ 1.~(1~)~ ~ ~818(1~)~l ,~o~)~ . ~ ~ ~ ~)~1]~ ~GEND: ~ = ~udy Inteme~ions ~ = AM (PM) [Saturday] Peak Hour Tra~c Volumes .... = Future Roadway _p IKEA Dublin Traffic Impact Analysis BASELINE PEAK HOUR F E H K & P E E KS TRAFFIC VOLUMES TRANSPORTATION CONSULTANTS ^~,, zooz FIGURE 4A 1837-14a On-Ramp 1-580 EB Ramps 6'12 ('514) [3CT'~ ~ LEGEND: O = .Study . intersections xxcn31zzl = AM (PM) [Saturday] Peak Hour Traffic Volumes .... = Future Roadway FEHR & PEERS TNANSPORTATION CONSULTANTS IKEA Dublin Traffic Impact Analysis BASELINE PEAK HOUR TRAFFIC VOLUMES August 2003 FIGURE 4B 1837-14b Final Report IKEA Development Traffic Impact Study August 2003 Baseline Roadway Changes There is a planned roadway improvement currently under construction within the study area that was included in the Baseline conditions analysis: · Tassaiara Road/Santa Rita Road/1-580 Interchange Reconstruction - This project includes interchange improvements such as: (1) one westbound right-turn lane and an exclusive overpass lane leading to the northbound free right-turn lane at the 1-580 westbound off-ramp/ Tassajara Road intersection; and (2) adding one eastbound left-turn lane, one westbound left-turn lane, and one northbound overpass through lane at the 1-580 off-ramp/Pimlico Drive/ Santa Rita Road intersection. This improvement, including the study intersection lane configurations and traffic control under Baseline conditions, is shown on Figures 5A and 5B. Baseline Conditions Intersection Levels of Service Levels of service were calculated for the study intersections using the baseline traffic volumes from Figures 4A and 4B, and lane configurations and traffic controls shown on Figures 5A and 5B. Table 4 presents the LOS results for Baseline conditions. LOS calculation worksheets are included in Appendix D. As shown in Table 4, all intersections operate at an acceptable LOS D or better during the AM, PM, and Saturday peak hours. Notable differences between the Existing and Baseline conditions include: · The change from LOS A to LOS B at the 1-580 eastbound off-ramp/Pimlico Drive/Santa Rita Road intersection during the weekday PM peak hour. LOS degradation occurs despite the roadway improvements assumed at this study intersection. · The 1-580 eastbound off-ramp/Hopyard Road intersection is anticipated to deteriorate from LOS B to LOS D during the weekday AM peak hour and from LOS A to LOS B during the PM peak hour. · The Dublin Boulevard/Dougherty Road intersection is expected to deteriorate from LOS C with Existing conditions to LOS D with Baseline conditions during the weekday PM peak hour. Fehr & Peers 16 Dublin BIv0. I m m m ~ ~ ttt~ ~J ScadettDr. I / + ,~ttn J ~J Dublin ~lvd. _.-. l, tt- OL -.~ LEGEND: = Study Intersections = Intersection Signalized = Free Right Turn OL = Right Turn Overlap ..... Future Roadway * = Lane Constructed But Not Open ** = U-Turn Lane F I~HI~ & TRANSPORTATION CONSULTANTS IKEA Dublin Traffic Impact Analysis BASELINE CONDITIONS LANE CONFIGURATIONS AND TRAFFIC CONTROL ^~9u~ 2oo-~ FIGURE 5A 1837-15a Jttt LEGEND: O = Study Intersections Signalized Intersection 'F.EE' = Free Right Turn OL = Right Turn Ovedap .... = Future Roadway * = Lane Constructed But Not Open ** = U-Tum Lane F[HR. &. PE~RS TRANSPORTATION CONSULTANTS IKEA Dublin Traffic Impact Analysis BASELINE CONDITIONS LANE CONFIGURATIONS AND TRAFFIC CONTROL ^.g.~, 2oo3 FIGURE 5B 1837-1 Final Report IKEA Development Traffic Impact Study August 2003 IV. PROJECT CHARACTERISTICS The proposed project consists of a 317,000 square foot IKEA store and a 135,215 square-foot shopping center, including approximately 25,855 square feet (20 percent) of restaurant space. The methodology used to estimate the amount of traffic generated by these uses is presented in this chapter. Project Traffic Estimates The amount of traffic associated with a project is estimated using a three-step process: 1) Trip Generation - the amount of traffic entering and exiting a project site is estimated on a daily and peak-hour basis. 2) Trip Distribution - the directions of trips to approach and depart the site are estimated. 3) Trip Assignment- the assigned traffic to specific roadway segments and intersection- turning movements is determined. The results of this process are described in the following sections. Trip Generation The AM and PM peak hour traffic added to this roadway system by the proposed IKEA store was estimated on traffic volumes collected at existing IKEA stores in Emeryville, California in December 2001, and in Woodbridge, Virginia in November 2002. The survey findings are presented in Table 5. Other factors considered in the trip generation development process included the relative locations of the approved East Palo Alto store (to be opened in 2003) in Santa Clara County and the existing IKEA store in Emeryville. The regional attraction of these stores creates a situation where a third similar-type establishment is not expected to generate new trips at the same rate as the initial establishment. According to the market projections conducted by IKEA Property, Inc., when fully operational, IKEA Dublin will generate about 61 percent of the current sales at IKEA Emeryville. TABLE 5 Vehicle Trip Generation - IKEA Store Surveys AM Peak Hour PM Peak Hour Saturday Peak Hour Survey Location ~ Vehicle Trips Vehicle Trips Vehicle Trips In Out In Out In Out Emeryville; 29 32 266 298 630 549 Woodbddge 3 19 9 119 148 733 795 Notes: 1. These survey sites are similar in size, visitor activity, and are the only IKEA stores in their respective markets. 2. Vehicle trips obtained from driveway volumes counted at the existing IKEA location in Emeryville, California during December 2001. 3. Vehicle trips obtained from driveway volumes counted at the existing IKEA location in Woodbridge, Virginia dudng November 2002. Source: Fehr & Peers, June 2003 Fehr & Peers 20 Final Report /KEA Development Traffic Impact Study August 2003 Considering the survey data from Table 5 and sales projections discussed above, Fehr & Peers, in consultation with City staff, determined the Dublin IKEA would likely generate about 25 percent fewer weekday trips than was generated at the existing Emeryville IKEA. Appropriate adjustments were made for pass-by IKEA traffic during the weekday PM peak hour. For Saturday data, trip estimates were based solely on the Woodbridge IKEA store trip generation survey results as this facility is located at a shopping destination similar to the Dublin site. The amount of traffic generated by the proposed shopping center adjacent to the IKEA store was derived from ITE's Trip Generation (6th Edition) for a Shopping Center (Land Use Code 820) and Restaurant (Land Use Code 832) with appropriate adjustments made for pass-by traffic. Trip rates for the shopping center were based on the regression equation (and not average value) from Trip Generation, according to the guiding principles stated in the Trip Generation Handbook (October 1998). The same publication indicates that restaurant rates should be based on average values. Table 6 shows the projected trip generation for the Dublin IKEA Shopping Center. As shown in Table 6, the site is projected to generate approximately 16,100 daily trips during a typical weekday4 During the AM peak hour, about 460 net new trips (250 inbound and 210 outbound) would be generated. Net new PM peak hour traffic generated by the site is anticipated to be about 880 trips (440 inbound and 440 outbound). Net new Saturday peak hour traffic is estimated to be approximately 2,510 trips (1,310 inbound and 1,200 outbound). Table 6 also shows the trip generation for Commerce One as approved by the city of Dublin. The IKEA Shopping Center site (previously known as Commerce One) has approvals for a 780,000 square-foot office use. Trip generation shown in Table 6 was obtained from the traffic impact study prepared for the Commerce One office development. As shown, net new PM peak hour trips generated by the Commerce One and IKEA Shopping Center developments are similar (i.e., within 5 percent). During the AM peak hour, Commerce One would generate substantially more traffic than the IKEA Shopping Center, while the reverse is true for the Saturday peak hour. Trip Distribution and Assignment Traffic distribution for the Dublin IKEA Shopping Center was derived from the primary trade areas (PTAs) established by IKEA Property, Inc. PTAs were established using zip code sales surveys at the existing Emeryville IKEA, 2006 population projections, and the relative locations of the three stores (i.e., existing store in Emeryville, store opening in East Palo Alto, and proposed Dublin store) within the Bay Area. Using information provided by IKEA, Fehr & Peers derived the following regional trip distribution for IKEA Shopping Center trips: · 35 percent of trips to/from the south along 1-680 · 30 percent of trips to/from the north along 1-680 · 10 percent of trips to/from the west along 1-580 · 11 percent of trips to/from the east along 1-580 · 14 percent of trips to/from the Dublin, Pleasanton, and San Ramon areas 21 Fehr & Peers Final Report IKEA Development Traffic Impact Study August 2003 These trip distribution percentages are illustrated on Figure 6. The distribution percentages shown and listed above were applied to the trip generation estimates shown in Table 6. The resulting trips were then assigned to the roadway system through the study intersections. The assignment process was completed using the assignment software TRAFFIX. The traffic assignments used the closest proximity interchange (i.e., Hacienda Drive) to access the freeway. Pass-by traffic assignments were applied according to the inter-relationship between traffic levels on Dublin Boulevard and Hacienda Drive. The resulting project traffic assignments are illustrated on Figures 7A and 7B. 23 Fehr & Peen~ 30% ? 14% TRIPS WITHIN TRI-VALLEY AREA ?DUBI21N-= 11% N Not to scale LEGEND: ...... City Limits 11% = Percentage of Trip Dis~ibulJon FEHR 1~ PEERS TRANSPORTATION COSSULTANTS 35% IKEA Dublin Traffic Impact Analysis IKEA REGIONAL TRIP DISTRIBUTIOI" FIGURE 6 ~- 29(61),168] i .,a._ 29(61)[1681 [ ~ ~ ~..3~[181 ,,e...6 (13)[36j 35 {62) [2231'"'~ GE 35 (63) [2231'"e' ,'~ 8 (13) [39~ .~, LEGEND: I~ = Study Intemeetions ~xcenm = ^M (eM) [Smurday] ~eak Hour Traffic Volumes NOTE: Volumes include diverted trips. F£HR & PliERS TRANSPORTATZON CONSULTANTS IKEA Dublin Traffic Impact Analysis PROPOSED PROJECT TRIP ASSIGNMENT '~g~'~' ~ FIGURE 7A 1837-16a 19 (33)[~37] LEGEND: O = .Study ~ ntersections xx(~31zzi = AM (PM) [Saturday] Peak Hour Traffic Volumes FEHR & PEERS TRANSPORTAT[O~ CONSULTANTS IKEA Dublin Traffic Impact Analysis PROPOSED PROJECT TRIP ASSIGNMENT August 2003 1837-16b FIGURE 7B