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HomeMy WebLinkAboutAttach 7 Apndx8.7 Sec V-VIII Final Report IKEA Development Traffic Impact Study August 2003 V. PROJECT IMPACTS AND RECOMMENDATIONS This chapter discusses the impacts of the proposed IKEA Shopping Center on the surrounding transportation system. LOS calculation results for project conditions are also presented. Baseline Plus Project conditions are defined, and project impacts are identified by comparing the LOS results under project conditions to those under Baseline conditions. Significance Criteria Intersections An impact would be significant if an intersection previously mitigated to an acceptable level would now exceed acceptable levels. In addition, an impact would be significant if a new intersection is identified as exceeding acceptable levels and if such intersection was not previously identified in the Eastern Dublin EIR as a study intersection. The General Plan standard requires that the City strive for LOS D at intersections (General Plan Circulation and Scenic Highways Guiding Policy F). Roadway Segments With respect to routes of regional significance, an impact would be significant if a road has been identified since certification of the Eastern Dublin EIR as such a route and such a route would fail to comply with the applicable standard of the General Plan. The General Plan requires the City to make a good faith effort to maintain LOS D on arterial segments and intersections of routes of regional significance (i.e., Dublin Boulevard, Dougherty Road, Tassajara Road and San Ramon Road), or implement transportation improvements or other measures to improve the service level. If such improvements are not possible or sufficient, and the Tri-Valley Transportation Council cannot resolve the matter, the City may modify the LOS standard if other jurisdictions are not physically impacted (General Plan Circulation and Scenic Highways Guiding Policy E [LOS D]). The maximum average daily traffic (ADT) threshold standards of the General Plan for four-lane roadways (30,000 vpd), six-lane roadways (50,000 vpd) and eight-lane roadways (70,000 vpd) are used to determine street widths. Traffic Estimates With Project Traffic generated by the project (see Table 6) was assigned to the roadway system based on the general distribution characteristics presented in Figure 6. The assigned traffic (see Figures 7A and 7B) was added to the Baseline turning movement volumes (see Figures 4A and 4B) to obtain the Baseline Plus Project traffic forecasts. Figures 8A and 8B show turning movement volumes at the study intersections under the Baseline Plus Project conditions. Planned Roadway Improvements The intersection of Dublin Boulevard/Dougherty Road would consist of lane configurations based on the interim improvements planned for this intersection. These geometries are illustrated on Figures 9A and 9B. These improvements are included in the City of Dublin's 5-Year Capital Improvement Program (CIP) and are expected to be implemented by the time the proposed IKEA Shopping Center is fully developed. The current CIP project to install the interim improvements at Dublin Boulevard/Dougherty Road is funded by project developers who are required to pay their pro- rate share of the cost to construct these improvements through payment of the Eastern Dublin Traffic Impact Fee. Fehr & Peers 27 = ~' ; ~..10(11)~ ~'~'~ i ~.649(512)[420] ~- 211(151) [232] _ _~o~,~ ~= ~ ~ ~7e)~ ~ ~GEND: O = ~udy mteme~ions ~ = AM (PM) [Saturday] Peak Hour Traffic Volum~ .... = Future Roadway FEHR & PEERS TRANSPORTATION CONSULTANTS IKEA Dublin Traffic Impact Analysis BASELINE PLUS PROJECT PEAK HOUR TRAFFIC VOLUMES ^~g.,, ~oo3 FIGURE 8A 1837-17a ~-580 WB On-Ramp 1-58a EB Ramps s31 (547)1444t- TIIANSPORTATION CONSULTANTS LEGEND: .Study intersections xx~lzz~ = AM (PM) [Saturday] Peak Hour Traffic Volumes ..... Future Roadway IKEA Dublin Traffic Impact Analys,s BASELINE PLUS PROJECT PEAK HOUR TRAFFIC VOLUMES 2003 FIGURE 8B 1837-17b 1-580 WE} C~-Ramp /' ~.J Dublin Blvd. Dublin Blvcl. I OL rj m ~ ,/ I O~-Ram¢ .  ~ ScartettDr. I ./ OL: Dublin BIvd I . I Marlmelli Wa~ I LEGEND: O= Study ..... Future Roadway Intersections . = Lane Constructed (~ = Intersection But Not Open Signalized ~=.EE' = Free Right Turn .w = U-Tum Lane OL = Right Turn Overlap FI~HR & P~p~s TRANSPORTATION CONSULIANTS IKEA Dublin Traffic Impact Analysis BASELINE PLUS PROJECT CONDITIONS LANE CONFIGURATIONS AND TRAFFIC CONTROL ~..u~ ~oo~ FIGURE 9A 1837-18a /ttt FEHR & PEERS TRANSPOI~TATION CONSULTANTS LEGEND: O = Study .... = Future Roadway Intersections · = Lane Constructed {~) = Signalized Intersection But Not Open '~-~' = Free Right Turn ** = U-Turn Lane OL = Right Turn Overlap IKEA Dublin Traffic Impact Analysis BASELINE PLUS PROJECT CONDITIONS LANE CONFIGURATIONS AND TRAFFIC CONTROL ~gus~ 2003 FIGURE 9B 1837-18b Final Report IKEA Development Traffic Impact Study August 2003 Ultimate improvements at this intersection are expected to occur at build-out with the development of the Transit Center project, as described in Chapter VI of this report. The specific interim lane geometries for the intersection of Dublin Boulevard and Dougherty Road are listed below: Southbound · Two left-turn lanes · Three through lanes · One right-turn lane Eastbound · One left-turn lane · Three through lanes · Two right-turn lanes Project-Related Roadway Changes Northbound · Three left-turn lanes · Twothrough lanes · One shared through/right-turn lane · One right-turn lane Westbound · Three left-turn lanes · Two through lanes · One right-turn lane Figures 9A and 9B show the lane configurations and traffic control at the study intersections under the Baseline Plus Project conditions. Roadway improvements assumed within the study area and constructed with the project include: Martinelli Way Extension · Construct Martinelli Way between Hacienda Drive and Arnold Road. · Modify the traffic signal at the Martinelli Way/Hacienda Drive/Hacienda Crossings intersection to accommodate the Martinelli Way extension · Design Martinelli Way to accommodate the tdple northbound to westbound left-turn lanes from Hacienda Drive onto Martinelli Way. Construct two left-turn lanes on Martinelli Way at the project site main entrance. · Signalize the project main entrance at Martinelli Way. · Construct a secondary site access right-turn out only driveway on Martinelli Way east of Arnold Road. Arnold Road Extension · Construct the Arnold Road extension south from Dublin Boulevard to the Altamirano Avenue intersection with the southern most project site access. Modify the traffic signal at the Arnold Road/Dublin Boulevard intersection to accommodate the Arnold Road extension south from Dublin Boulevard to the Altamirano Avenue intersection with the southernmost project site access. · Signalize the newly constructed intersection of Arnold Road/Martinelli Way. · Signalize the project access on Arnold Road (midway between Martinelli Way and Altamirano Avenue). Fehr & Peers 32 Final Report IKEA Development Traffic Impact Study August 2003 Project Conditions Intersection Levels of Service Intersection operations under the Baseline Plus Project conditions were evaluated. Tables 7A, 7B and 7C compare the Baseline and Baseline Plus Project conditions for the AM, PM, and Saturday peak hours. Corresponding LOS calculation worksheets are included in Appendix E. With the addition of project trips, most intersections would continue to operate at similar service levels as identified for Basefine conditions. Although there are no significant project impacts in accordance with the City of Dublin criteria, notable differences in service levels caused by the project include the following: · Martinelli Way/Hacienda Drive - Intersection service level changes from LOS A to LOS C during the Saturday peak hour as a result of additional project traffic and the construction of Martinelli Way, which results in the need to convert the existing traffic signal operations from a 3-phase to an 8-phase system. · 1-580 Eastbound Off-ramp/Hacienda Drive - Intersection operations change from LOS A to LOS B for the weekday PM and Saturday peak hours. · 1-580 Westbound Off-ramp/Hacienda Drive - Intersection operations change from LOS A to LOS B for the Saturday peak hour. · Dublin Boulevard/Dou,qhert¥ Road -Weekday PM peak hour intersection operations change from LOS D to LOS A with project traffic and planned road improvements assumed in this study. Project Impacts and Recommendations Based on the Significance Criteria stated at the beginning of Chapter V, there are no significant project-related impacts under the Baseline Plus Project condition. All intersection operations continue to operate at LOS D or better. Fehr & Peers 33 E 0 0 0 0 .,.- CD 0 -- ~ ~ o ~ 0 0 0 dod 0 0 0 m ~ I ~ 8 -o , , 5~ = ~ o ~ m .[~ ~- ~ . ~ 0 ~ .... .~ .~ m- ~ ~ ~ 0 ~ ~ ~ ~ = -- c ~ ~-o = ~ ~ E ~=~ ~ ~,~ o o ~ ~ o o~ E,~ ~ ~ ~ o o~ 0 Final Report IKEA Development Traffic Impact Study August 2003 VI. BUILD-OUT CONDITIONS This chapter discusses study intersection operations under build-out conditions including existing traffic, traffic generated by short- and long-term development, and proposed project traffic. The methodology for determining build-out volumes is described, and service levels are presented. Two scenarios are analyzed: (1) the currently approved Commerce One development, and (2) replacing the Commerce One development with the proposed IKEA Shopping Center development. This comparison provides a relative difference between potential developments for the project site. Recommendations to minimize project impacts on the surrounding road system are also provided. Build-Out Traffic Estimates As required by City staff, the build-out conditions include existing traffic, baseline traffic, and traffic generated by planned long-term development. The City of Dublin provided a list of potential projects representing the build-out of Dublin. Traffic studies were provided for many of these projects. The amount of traffic generated by these developments during weekday AM, PM, and Saturday peak hours was estimated from ITE's Trip Generation (6th Edition) and project traffic studies. The build-out projects in Dublin (including the Transit Center development) are estimated to generate about 273,000 trips during a typical weekday, AM peak hour net new trip generation is expected to be 22,000 trips (13,700 inbound and 8,300 outbound). Net new trip generation for the PM peak hour is expected to be 27,300 (11,100 inbound and 16,200 outbound). The build-out scenario is expected to generate 24,400 net new Saturday peak hour trips (12,800 inbound and 11,600 outbound). The Bu#d-out traffic estimates for Pleasanton and Dougherty Valley are summarized in Appendix C by land use type, size and the resulting trip generation estimates. Combined Pleasanton and Dougherty Valley development assumed in this study is estimated to generate about 6,110 trips during the AM peak hour. Trip generation is expected to be 9,510 trips during PM peak hour. Saturday peak hour traffic is expected to be 7,990 trips. The final traffic forecasts in this study were compared to Pleasanton's forecasts (i.e., across the affected interchanges) for consistency between models. The directional distribution of trips generated by developments in Dublin, Pleasanton, and Dougherty Valley was estimated using a combination of distributional characteristics from the Tri-Valley traffic model, previously completed traffic studies, and local knowledge of travel patterns. Traffic generated by the developments in Dublin, Pleasanton, and Dougherty Valley was assigned to the roadway system using the software TRAFFIX. The assigned traffic was added to the Baseline conditions turning movement volumes (from Figures 8A / 8B) to obtain Build-out condition traffic forecasts. Traffic assignments used the closest proximity interchanges to access 1-580 while traffic was also distributed more evenly among interchanges in a manner consistent with the effects of ramp metering on traffic patterns in the study area. The resulting turning movement volumes under Build- out conditions for the IKEA Shopping Center are shown on Figures IOA and 10B. Fehr & Peers 37 ~{1~)[1'1~ ~.~ ~ ~ 1.~(~)~% -- ~ . 7 (12)~ ~z~~ ~ ~ ~~ -~ LEGEND: O = ~tuay mte~e~ions ~ = AM (PM) [Saturday] Peak Hour Tra~c Volumes FEHR & PEERS TRANSPORTATION CONSULTANTS IKEA Dublin Traffic Impact Analysis BUILD-OUT PEAK HOUR TRAFFIC VOLUMES ^ugu,, 2oo~ FIGU RE 10A 1837-19a LEGEND: Study . Intersections xxcY~lZZ3 = AM (PM) [Saturday] Peak Hour Traffic Volumes .... = Future Roadway FEHR & PEERS TRANSPORTATION CONSULTANTS iKEA Dublin Traffic Impact Analysis BUILD-OUT PEAK HOUR TRAFFIC VOLUMES ^ugu,t 2oo3 FIGURE 10B 1837-19b Final Report IKEA Development Traffic Impact Study August 2003 The build-out TRAFFIX model used in this study represents the conditions of approved, pending, and build-out projects in Dublin with and without the IKEA project, as well as the development potential within the cities of Pleasanton, and Dougherty Valley. The model is intended to quantify the relative impact of the City of Dublin build-out on the local road system. The resulting forecasts were compared at the interchanges with City of Pleasanton build-out forecasts for consistency between models. The TRAFFIX model was developed jointly by Fehr & Peers and TJKM Transportation Consultants to distribute assign and analyze traffic at local city intersections. The model was developed to better understand City of Dublin traffic on a local level, such as at key intersections and local streets, which a regional model (i.e., 2025 Tri-Valley Model) does not fully consider. While the TRAFFIX model uses a local focus approach to forecast traffic within the City of Dublin, the model also takes into account regional traffic patterns by considering potential traffic diversions from 1-580 to adjacent surface streets within the 1-580 corridor. The output from the TRAFFIX model is shared with other consultants to maintain consistency in the City of Dublin. Build-Out Related Roadway Changes Additional roadway improvements beyond those discussed previously in this report are planned within the study area and are represented in the Build-out conditions analysis. Figures 11A and 11B show lane configurations and traffic controls at the study intersections. Road improvements incorporated into the Build-out conditions analysis include: · Dublin Boulevard/'l'assa~ara 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) · Dublin 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. · Scarlett 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. For analysis purposes, 75 percent of the southbound left turns and westbound right turns at the Dublin Boulevard / Dougherty Road intersection were assumed to shift to the Scarlett Drive Extension. (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 Dublin TIF improvement) · Hacienda Drfve/I.51]O 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. Fehr & Peers 40 ~ DublinBlvd I ttt  k J MaKinelli Way ] Dublin Blvd J Dublin Blvd. J 'mtttr' ii ttt, Mart~elli Way J ~OL kl sc~Dr. I ,/ tttr LEGEND: i~ = Study Intersections Signalized Intersection · m~"' = Free Right Tum OL = Right Turn Overlap .... = Future Roadway · = Lane Constructed But Not Open · * = U-TumLane FEHR & PEEKS TRANSPORTATION CONSULTAfllS IKEA Dublin Traffic Impact Analysis BUILD-OUT LANE CONFIGURATIONS AND TRAFFIC CONTROL 2003 FIGU RE 11A 1837-110a jttt LEGEND: O = Study Intersections Signalized Intersection '~.~£' = Free Right Turn OL = Right Turn Ovedap ..... Future Roadway * = Lane Constructed But Not Open ** = U-Tum Lane FEHR & PEERS TRANSPORTATION CONSULTANTS IKEA Dublin Traffic Impact Analysis BUILD-OUT LANE CONFIGURATIONS AND TRAFFIC CONTROL 2003 FIGURE 11 B 1837-110b Final Report IKEA Development Traffic Impact Study August 2003 · Dublin Boulevard/Dou.qherty 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) · Dou,qherty Road~I-580 WB Off. ramp Capacity Improvement - Addition of one southbound free right-turn lane and one shared rightJthrough 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, · Fallon Road Extension - Extension of Fallon Road north to Tassajara Road to include four lanes of traffic. (Eastern Dublin TIF improvement) · Dublin Boulevard~Arnold 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. · Dublin Boulevard Extension - Extension of Dublin Boulevard east to Fallon Road to include six lanes of traffic. (Eastern Dublin TIF improvement) Build-out Intersection Levels of Service LOS was calculated for the study intersections using the build-out traffic volumes and roadway improvements discussed above. Tables 8A, 8B and 8C present the LOS results; LOS calculation worksheets are included in Appendix F. 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 Build-out Impacts and 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). Tables 8A, 8B and 8C provide this comparison for the AM, PM, and Saturday peak hours. IKEA-specific impacts to the study intersections were previously addressed in Tables 7A, 7B and 7C. As noted in Tables 8A, 8B and 8C, 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 at other areas. Saturday peak hour incremental impacts are more substantial with the IKEA Shopping Center increasing the V/C ratios at most study intersections. 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. These differences explain the variance in intersection operations, which are documented in Tables SA, 8B, and 8C. Fehr & Peers 43 O(::3 Final Report IKEA Development Traffic Impact Study August 2003 Measures to improve 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. The recommendation incorporated into the analysis includes installing one southbound-to- westbound right-turn lane at the Dublin Boulevard/Arnold Road intersection. The southbound Arnold Road approach at Dublin Boulevard would consist of one left-turn lane (existing), one through lane (existing in the form of a right-turn lane), and one right-turn lane (recommended). 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 El Rs. For example, in order to mitigate the Dublin Boulevard/Dougherty Road intersection to an acceptable service level, a fourth northbound left-turn lane would be required. 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, this additional improvement to reduce traffic impacts at this intersection is not feasible given the physical constraints at the intersection. Adjacent properties to the intersection are already built-out and efforts are now being made to acquire additional right-of-way to implement the planned intersection improvements in the future. Similarly, in order to mitigate the Dublin Boulevard/Hacienda Drive intersection to an acceptable service level, a fourth eastbound through lane would be required. This additional improvement is not feasible given the physical constraints at this intersection location. Adjacent properties to the east of the intersection are already built-out. The Sybase Headquarters building occupies the northwest corner of this intersection. The southwest corner is presently undeveloped; however, this parcel is expected to be developeci in the future. It is recommended that the City monitor the intersections of Dublin Boulevard/Dougherty Road and Dublin Boulevard/Hacienda Drive 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 measures) and discourage traffic from diverting off the freeway due to congestion or incidents. Tables SA, 8B and 8C present the intersection operation results with the identified road improvements. PM peak hour operations at the Dublin Boulevard / Arnold Road intersection are expected to improve from LOS F (VIC = 1.01) with the Commerce One project to LOS E (VIC = 1.00) with the IKEA Shopping Center. Further improvement to LOS D (V/C = 0.88) occurs with the prescribed recommendation. Both the AM and Saturday peak hour operations are acceptable whether or not the recommended measure is provided. Fehr & Peers 47 Final Report IKEA Development Traffic Impact Study August 2003 Congestion Management Agency Thresholds Further analyses were considered for Routes of Regional Significance and the Metropolitan Transportation System (MTS). The Alameda County Congestion Management Agency (ACCMA) may require additional analysis if specific project trip generation thresholds are exceeded. The threshold for analysis is met if the project generates more than 100 net new vehicle trips during either the weekday AM or PM peak hour. The current approvals for the site include the Commerce One development. To assess whether an additional roadway analyses is necessary, the IKEA Shopping Center project trip generation was compared to the current approvals for the site, as shown in Table 9. As noted, the net new peak hour trips generated by the IKEA Shopping Center would generate fewer trips tt-.an the 100-trip threshold (as compared to the currently approved Commerce One) necessary to conduct additional roadway analyses on the Routes of Regional Significance and the MTS routes. Therefore, additional analyses are not required. TABLE 9 Congestion Management Agency Trip Generation Assessment AM Peak Hour Trips PM Peak Hour Trips IKEA Shopping Center 455 881 Commerce One 975 922 Trip Difference - 520 - 4f Source: Fehr & Peers, August 2003 Average Daily Traffic Conditions The ADT forecasts for typical weekday conditions were calculated for this study for four road segments including Hacienda Drive north of Dublin Boulevard, Hacienda Drive North of Martinelli Way, Hacienda Drive north of 1-580 and Tassajara Road south of Dublin Boulevard. The results are summarized below in Table 10. TABLE 10 Weekday Average Daily Traffic Forecasts ' ~-: '::~ :' :' ~' '--'-~ : Baseline Plus IKEA Build-out Plus IKEA · ~ -, ': ':~ ~. · · ' -"~:-:'-~ ~'~ ~ g'.,: Existing Baseline .. ~'-:-:~¥'~'~ ~ .~:~:~ Shopping Center Shopping Center Hacienda Ddve North of 11,140 12,940 13,170 24,550 Dublin Boulevard Hacienda Drive North of 20,550 23,060 23,140 38,330 Martinelli Way Hacienda Drive North of 1-580 29,479 31,989 38,979 65,456 Tassajara Road South of 26,287 32,587 32,787 59,177 Dublin Boulevard Source: Fehr & Peers, August 2003 Fehr & Peers 48 Final Report IKEA Development Traffic/mpact Study August 2003 The above forecast were developed using the following methods: The City conducted 24-hour traffic counts for Hacienda Drive between Hacienda Crossings and 1-580 VVB ramps and Tassajara Road between Koll Center Drive and Dublin Boulevard in May 2003. This data was used to determine existing ADT forecasts for Hacienda Drive north of 1-580 and Tassajara Road south of Dublin Boulevard. The future traffic forecasts were developed by adding the daily traffic (calculated as 10 times weekday PM peak hour traffic) generated by approved projects, build-out projects, and the IKEA Shopping Center to the existing volumes, as applicable, to the appropriate scenario. The City did not provide count data for Hacienda Drive north of Dublin Boulevard and Hacienda Drive north of Martinelli Way. In these cases, ADT was calculated by increasing weekday PM peak hour traffic 10 times. According to the City of Dublin General Plan, the following roadway design standards (upper threshold) are assumed based on ADT: · 30,000 vpd - four lanes · 50,000 vpd - six lanes · 70,000 vpd - eight lanes The number of lanes provided at each roadway segment for each scenario is sufficient to accom- modate the calculated traffic as shown in Table 10. Freeway Mainline Weekday Traffic Weekday AM and PM peak hour freeway traffic forecasts were obtained from the Dublin Transit Center environmental documentation. Tables 11 and 12 provide the comparison for the AM and PM peak hour levels of service, respectively. As noted, the IKEA Shopping Center development is expected to generate similar levels of freeway-related traffic as compared to the previous forecasts, which included the approved Commerce One development. Differences in the forecasts can be attributed to the different trip generation characteristics and the differing distribution characteristics associated with an employment center versus a retail center. Similar to the EIR conclusions documented for the Transit Center development, if IKEA Shopping Center trips were added to Year 2025 No Project mainline volumes on 1-580 and 1-680, projected LOS for freeway segments within the study area would remain unchanged during the AM and PM peak hours. Several freeway segments are expected to operate below ACCMA's standards for the LOS Monitoring Program, even without the IKEA Shopping Center or Commerce One trips. ACCMA has established LOS standard of E for the Congestion Management Program (CMP) roadway network, except where F was the level of service originally measured, in which case the standard shall be E Similar to the approved Commerce One development, the IKEA Shopping Center development would be adding to already deficient conditions on some of the freeway segments noted in Table 11 and 12. Mitigation for these freeway segments is not feasible since freeway improvements are not under the City of Dublin's jurisdiction. Addition of IKEA Shopping Center trips to Year 2025 AM and PM peak hour traffic on 1-580 and 1-680 would be considered a significant unavoidable cumulative impact. Fehr & Peers 49 Final Report IKEA Development Traffic Impact Study August 2003 Development projects in the Tri-Valley area are required to pay Tri-Valley Transportation Development (TVTD) Fees toward constructing planned freeway improvements, including HOV 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 'rVTD 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. TABLE 11 Year 2025 Mainline Freeway Operations AM Peak Hour Level of Service Build-out Transit Center With IKEA Shopping Location Capacity Buildout ~ Center Volume LOS Volume LOS 1-580, 1-680 to Dougherty Road Eastbound 9,200 7,439 D 7,319 D Westbound 9,200 10,536 F 10,665 F 1-580, Dougherty Road to Hacienda Drive Eastbound 13,800 7,339 C 7,200 C Westbound 9,200 10,414 F 10,528 F 1-580, Hacienda Drive to Tassajara Road Eastbound 11,500 5,681 C 5,685 C Westbound 9,200 11,177 F 10,942 F 1-580, Tassajara Road to Fallon Road Eastbound 9,200 5,705 C 5,710 C Westbound 9,200 10,549 F 10,324 F 1-680, 1-580 to Alcosta Blvd. Northbound 6,900 6,277 E 6,329 E Southbound 6,900 6,074 E 6,026 E 1-680, 1-580 to Stoneddge Drive Northbound 6,900 4,674 D 4,616 D Southbound 6,900 5,238 D 5,300 D Note: Assumes maximum service flow rate of 2,30013assenger cars per hour per lane. ~ Traffic volumes and Level of Service (LOS) obtained from the Dublin Transit Center Environmental Impact Report, July 2002. Forecasts include Commerce One project. Source: Highway Capacity Manual, Chapter 23, Table 23.2, LOS Criteria for Basic Freeway Sections, Transportalion Research Board, 2000 Fehr & Peers 50 Final Report IKEA Development Traffic Impact Study August 2003 TABLE 12 Year 2025 Mainline Freeway Operation PM Peak Hour Level of Service Build-out Transit Center Location Capacity Buildout ~ With IKEA Shopping Center Volume LOS Volume LOS 1-580, 1-680 to Dougherty Road Eastbound 9,200 10,541 F 10,839 F Westbound 9,200 8,840 E 8,890 E 1-580, Dougherty Road to Hacienda Drive Eastbound 13,800 9,878 D 10,143 D Westbound 9,200 8,600 E 8,617 E 1-580, Hacienda Drive to Tassajara Road Eastbound 11,500 10,150 E 9,975 E Westbound 9,200 7,318 D 7,330 D 1-580, Tassajara Road to Fallon Road Eastbound 9,200 10,395 F 10,230 F Westbound 9,200 6,656 D 6,678 D 1-680, 1-580 to Alcosta Blvd. Northbound 6,900 7,486 F 7,506 F Southbound 6,900 5,762 D 5,881 D 1-680, 1-580 to Stonefidge Drive Northbound 6,900 5,436 D 5,579 D Southbound 6,900 6,034 E 6,058 E Note: Assumes maximum service flow rate of 2,300 passenger cars per hour per lane. ~ Traffic volumes and Level of Service (LOS) obtained from the Dublin Transit Center Environmental Impact Report, July 2002. Forecasts include Commerce One project. Source: Highway Capacity Manual, Chapter 23, Table 23.2, LOS Criteria for Basic Freeway Sections, Transportation Research Board, 2000 Fehr & Peers 51 Final Report IKEA Development Traffic Impact Study August 2003 VII. SITE ACCESS, CIRCULATION, AND PARKING This chapter discusses the general project site characteristics including access, circulation, and parking. Bicycle and pedestrian access is also outlined in this chapter. Site Access and Circulation As mentioned in Chapter I, the IKEA development will be located on Martinelli Way between Hacienda Drive and Arnold Road to the north of 1-580 in Dublin, California. 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. Four driveways provide direct site access. The main driveway is located on Martinelli Way between Hacienda Drive and Arnold Road. It is a signalized, four-legged intersection with the northbound leg a proposed driveway to the shopping center and the southbound leg a proposed driveway to a future office complex. Two westbound-to-southbound left-turn lanes provide access to the IKEA Shopping Center. A secondary right-turn only driveway is proposed to be located on Martinelli Way east of Arnold Road. Per the City's request, this driveway was analyzed as outbound only. Two driveways are located on Arnold Road. The first driveway is located midway between Martinelli Way and Altamirano Avenue. For the Build-out conditions scenario, this would be a signalized, four- legged intersection with office development access proposed for the site to the west of the IKEA Shopping Center. Per the City's request, this intersection was analyzed as a full access signalized intersection with single left-turn lanes and single through lanes on Arnold Road. The second driveway on Arnold Road is located at the intersection of Arnold Road/Altamirano Avenue. This access intersection was evaluated as an all-way stop T-intersection. The IKEA Shopping Center driveway would be located opposite the Altamirano Avenue leg to this intersection. Delivery trucks would only be permitted to enter the IKEA Shopping Center site from the Altamirano Avenue intersection. IKEA-related delivery trucks would be directed to the podium level for delivery service and would exit the site from a "truck only" service driveway located on Arnold Road approximately 90 feet south of the Martinelli Way/Arnold Road intersection. Sidewalks are provided along the perimeter of the project site and connect with sidewalks along Hacienda Drive and along Arnold Road north to Dublin Boulevard. The site design will also include an accessible walkway between the public walkway system on Martinelli Way and the primary building entrance per California Building Code requirements, as well as other convenient walkways through the parking fields. No designated bicycle facilities are provided on the roadways surrounding the site. Parking The IKEA store will be comprised of the following land uses: · Furniture/retail (217,000 square feet) · Restaurant (21,000 square feet) · Warehouse (62,000 square feet) · Office (17,000 square feet) Fehr & Peers 52 Fina/ Repo~t IKEA Deve/oprnent Tra~c Impact Study August 2003 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 requirements: 1 stall per · 1 stall per · 1 stall per · I stall per · I stall per · 1 stall per 400 square feet of retail (furniture/large appliance/floor) 100 square feet of restaurant 1000 square feet of warehouse 250 square feet of office (0 to 7,500 square feet) 300 square feet of office (greater than 7,500 square feet) 300 square feet of retail (general, neighborhood) 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. A portion of the IKEA parking supply (about 582 parking spaces) would be provided under the IKEA store. Of these parking spaces, 25 would be reserved as handicap parking and 40 would be designated for customer loading. Parking space designations have not been provided for the retail center component of the project. The City of Dublin requires full-size parking stalls to be 9 feet in width and 20 feet in length and compact spaces to be 8 feet wide and 17 feet long. All parking stalls, except for those under the IKEA store, will be 9 by 20 feet. Parking stalls under the IKEA store are constrained by column placements. These stalls are proposed to be 10 feet wide by 18 feet long to accommodate the column spacing. For parking structures, the City allows adjustments based on utilization; however, the width must be no less than 8.5 feet. Based on the proposed 24-foot drive aisle between rows and the additional maneuverability provided by 10-foot stall widths, Fehr & Peers believes the 10 by 18 foot stall would provide sufficient room for maneuverability and is acceptable for this development. Fehr & Peers 53 Final Report IKEA Development Traffic Impact Study August 2003 VIII. OFF-SITE RECOMMENDATION SUMMARY This chapter discusses the roadway improvements recommended for the IKEA Shopping Center development. These improvements, developed in consultation with City Staff, describe the roadway infrastructure necessary to provide transportation access to the site and additional transportation financing to implement other improvements assumed in this study. The improvements are outlined below. Martinelli Way Extension Improvements for the Martinelli Way Extension include: · Construct Martinelli Way between Hacienda Drive and Arnold Road. · Modify the traffic signal at the Martinelli Way/Hacienda Drive/Hacienda Crossings intersection to accommodate the Martinelli Way extension. · Design Martinelli Way to accommodate the triple northbound to westbound left-turn lanes from Hacienda Drive onto Martinelli Way. · Construct two left-turn lanes on Martinelli Way at the project site main entrance. · Signalize the project main entrance at Martinelli Way. · Construct a secondary site access right-turn out only driveway on Martinelli Way east of Arnold Road. Arnold Road Extension Improvements for the Arnold Road Extension include: · Construct the Arnold Road extension south from Dublin Boulevard to the Altamirano Avenue intersection with the southernmost project site access. · Modify the traffic signal at the Arnold Road/Dublin Boulevard intersection to accommodate the Arnold Road extension. · Signalize the newly constructed intersection of Arnold Road/Martinelli Way. · Signalize the project access on Arnold Road (midway between Martinelli Way and Altamirano Avenue). In addition to the roadway improvements mentioned above, 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. 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. Fehr & Peers 54 Final Report IKEA Development TraffTc Impact Study August 2003 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 Dublin 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 made 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. The proposed IKEA Shopping Center project will be required to pay for its proportionate sharo of impacts to 1-580 and 1-680, by payment of Tri-Valley Transportation Development (TVTD) Fees to construct planned freeway improvements, including HOV lanes, auxiliary lanes, and interchange improvements. The Project will also pay its proportionate share toward public transportation improvements to help reduce traffic on the freeways and other roadways in the Tri-Valley area, by payment of the TVTD Fee; two of the improvements to be funded by the TV'I-D Fees are the West Dublin BART Station and the Express Bus Service from Livermore to the East Dublin BART Station. Fehr & Peers 55 APPENDIX A INTERSECTION TRAFFIC COUNTS