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HomeMy WebLinkAboutAttach 5 Quarry Ln Traffic&CircAbrams Associate~ Transportation · Traffic · Engineering · Plannit Quarry Lane School in the Dublin Area of Alameda County Traffic and Circulation Study prepared for: The Quarry Lane School 3750 Boulder Street Pleasanton, CA 94566 Attn: Dr. Sabri Arac prepared by: Abrams Associates 2815 Mitchell Drive, Suite 120 Walnut Creek, CA 94598 (925) 945-0201 July 12, 2000 ATTACHMENT Abrams Associates Transportation · Traffic o Engineering · pla.nihI Updated Traffic and Circulation Study of the Quarry Lane School in the Dublin Area of Alameda County (Abrams Associates -July 12, 2000) 1.) Executive Summary The Quarry Lane School is proposed to be built on Tassajara Road in an unincorporated area of Alameda County. The purpose of this report is to provide updated traffic data, in part due to the large number of projects that have now been approved in the area. The original traffic report for this project was completed in December 1997, and Phase 1 of the school is currently under construction. This phase will accommodate 200 students and is scheduled to be opened in September of 2000. Phase 2 of the Quarry Lane School is now planned to be implemented within the next three years, which will bring the size of the school to an enrollment of 950 students. The previous traffic study considered a school with a maximum enrollment of 1,200 students, so the current project is now smaller, and will have less of a traffic impact than was evaluated in that report. However, since the time of that report, there have been additional projects proposed in this area, so the traffic data needed to be updated accordingly. It is also necessary to look more closely at the timing for the construction of an interim traffic signal at the project entrance. The findings of this report are that there would be no significant traffic impacts on the study intersections that would result from the school as it is currently proposed. This is discussed in more detail below. Beyond the construction of an interim traffic signal at the school entrance, there are no traffic capacity or safety mitigation measures that would be required as a result of this project. The proposed site plan has adequate space on-site for vehicles to queue while waiting to drop off or pick up students, and there is adequate parking for parents, students and visitors to the school. Page 2 Quarry Lane School Updated Traffic Study Abrams Associates Transportation · Traffic · Engineering · Plannin[. 2.) Background The proposed project would involve the development of the Quarry Lane School on Tassajara Road. The location of the project and the study area for this traffic analysis is shown on Figure 1. The school is planning a first phase with up to 200 students and a second phase that would increase the size of the school to 950 students. The site is located on the east side of Tassajara Road in unincorporated Alameda County just to the north of the City of Dublin. The site is currently occupied by a 9,600 square foot building that is used for special event.s such as weddings, meetings and parties. There is also an existing parking lot with 90 spaces. This existing building will become the administrative offices and will also house some classrooms for the school. A project site plan has been submitted to the City and County, which shows the layout of all school buildings and play fields, as well as the location of the driveways and parking areas (See Figure 2). The plan also shows the proposed access design along Tassajara. As mentioned above, there are plans to widen Tassajara Road to a six-lane arterial in the near future (witkin the next five years). The Quarry Lane School will dedicate the necessary right-of-way for the future widening of Tassajara Road, and will be responsible for the cost of the frontage improvements. In this study, five intersections on Tassajara Road were analyzed to determine their future capacity conditions. The three scenarios that were studied included; 1) Existing Conditions, 2) Existing plus Approved Projects, and 3) Existing plus Approved Projects plus the Proposed Project. 3.) Existing Traffic Conditions Existing Roadway Characteristics - As shown in Figure 1, the main access to the school would occur from a driveway connection to Tassajara Road. Tassajara Road is a two-lane rural road, which runs from 1-580 north to the Town of Danville. To the south of Pimlico Drive and 1-580, Tassajara Road tums into Santa Rita Road, a six-lane arterial that serves the east side of Pleasanton and provides access to downtown. Dublin Boulevard is a two-lane roadway running east-west parallel to the 1-580 Freeway and provides access to central Dublin. To the west of Dougherty Road Dublin Boulevard becomes a four-lane arterial. Legend - Study Intersections Future Roadway Dublin City Limit 'Proposed Quarry Lane School Gleason Drive ublin Blvd. t ~ ~ x~_~Pimli~o Drive Quarry Lane School Traffic and Circulation Study City of Dublin Figure 1 Project Location Abrams Associates Figure 2 Site Plan THE d~/A~J~¥ LANE %HOOL I~OJECT: P~OJECT A~DI~ESS: E:,~,~, TA..~,~ I:R~AD ~l~ ffLAN Page 5 Quarry Lane School Updated Traffic Study Abrams Associates Transportation · Traffic * Engineering · Plannin[: Gleason Drive is a two-lane roadway that serves the Santa Rita Rehabilitation Center and a few other county, facilities such as the local California Highway Patrol office and an Alameda County Corporation Yard. Pimlico Drive is a two-way two-lane roadway that provides'access to commercial and residential areas to the east of Tassajara Road and south ofi-580. 1-580 is a six-lane east-west freeway that is one of the main access routes for Bay Area traffic bound for I-5, the Central Valley, and Los Angeles. 1- 580 is also the main route used to access Oakland and San Francisco from the Livermore Valley. Intersections - Five intersections were analyzed for this study. These intersections are listed below and are also noted on Figure 1. 1. Santa Rita Road/1-580 EB Ramps/Pimlico Drive 2. Tassajara Road/I-580 WB Ramps 3. Tassajara Road/Dublin Boulevard 4. Tassajara Road/Gleason Drive 5. Tassajara Road/Project Driveway The project entrance is currently unsignalized but the other four intersections have traffic signals, although the signal at Tassajara Road and Gleason Road is not yet functional. Figure 3 shows the existing lane configurations at each of the project study intersections: Existing Traffic Volumes - Figure 4 shows the existing traffic volumes on the major streets in the area. The traffic count data for each of the study intersections was taken from the recent Traffic Study for the Proposed Dublin Ranch Areas F - H. 1 Analysis Methodology - The TRB (Transportation Research Board) Circular 212 methodology used in analyzing operations at signalized intersections is based on the utilization of intersection capacity. This methodology yields both a volume-to-capacity (V/C) ratio and Level-of-Service (LOS) ratings from A to F. For this study, the LOS for signalized intersections has been determined using the most recent 1995 update of the Contra Costa County Transportation Authority's CCTALOS Program (Version 2.35).. The level-of-service definitions and corresponding volume to capacity ratios for signalized intersections are included in the Appendix. The unsignalized intersections were analyzed using the methodology set forth in Chapter 10 of the Highway Capacity Manual, which is based on average total delay (seconds/vehicle).2 The capacity of each approach is estimated as a function of the proportion of traffic on each approach, the number of lanes on each approach, and the proportion of turning movements on the opposing and conflicting approaches. With the average total delay for each approach the levels of service for each approach and for the I Traffic Study of the Proposed Dublin Ranch Areas F- H, TJKM Transportation Consultants, March 21, 2000. 2 Highway Gapaci _ty Manual, Special Report 209, a publication of the Transportation Research Board, Washington D. C., 1994 Legend - Study Intersections - Future Roadway Dublin City Limit P"~oposed Quarry Lane School Gleason Drive Blvd. Pimlico Drive 1-580 Quarry Lane School Traffic and Circulation Study City of Dublin Figure 3 Lane Configurations at Study Area Intersections Abrams Associates Legend Study Intersections Future Roadway 14(56) _d 55(778)~'~ ~ 'ls 70(75) ~4 ~._ 448(371 79(213) __~ 176(167) Quarry Lane School Traffic and Circulation Study City of Dublin GleasonDfive J Dublin City Limit P~oposed Quarry Lane School 4(;_3) ~ Blvd. 1901 737(590) Pimlico Drive 1-580 Figure 4 Existing Peak Hour Traffic Volumes AM(PM) Abrams Associates Page 8 Quarry Lane School Updated Traffic Study Abrams Associates Transportation - Traffic · Engineering · Planning entire intersection can then be determined. As with signalized intersections, traffic conditions are based on the percent of the capacity that is used. There are also six levels of service, A through F, which represent conditions from best to worst. Table 1 shows the corresponding average total delay per vehicle for each LOS category from A to F for unsignalized intersections. Table 1 Level of Service Criteria for Unsignalized Intersections Level of Service Ave Total Delay Traffic (LOS) (sec/veh) Condition A < 5 No Delay B 5 - 10 Short Delay C 10 - 20 Moderate Delay D 20 - 30 Long Delay E 30 - 45 Very Long Delay F > 45 Volume>Capacity Intersection Operations - The results of the analysis of existing traffic conditions at each study intersection are shown in Table 3. As seen in this table, all intersections currently operate at LOS C or better in both the AM and PM peak hours. The complete Level of Service calculations are included in the Appendix. Table 2 Existing Intersection Capacity Conditions Intersection Control AM Peak PM Peak 1. Santa Rita Road/1-580 EB Signal A(0.57) B (0.69) Ramps/Pimlico Drive 2. Tassajara Road/I-580 WB Signal A (0.33) A (0.39) Ramps 3. Tassajara Road/Dublin Signal A (0.36) C (0.74) Boulevard 4. Tassajara Road/Gleason Signal A (0.40) A (0.25) Drive 5. Tassajara Road/Project Stop on Proj n/a n/a Driveway Driveway Note: The numbers in parentheses represent the Volume-to-Capacity ratios for signalized intersections. Page 9 Quarry Lane School Updated Traffic Study Abrams Associates Transportalion · Traffic · Engineering o Plannin~ The existing traffic volumes are in all cases below the physical capacity of the streets, and there are only minimum delays for traffic in the area. There are no safety problems at these intersections under the existing conditions. Previous Trip Generation on the Site - The site has previously been operated by the Vista Tassajara, which is a 9,600 square foot building which is used for weddings, parties, meetings, training seminars, etc. There is also an existing parking lot on the site with 90 parking spaces. The maximum capacity of the building is approximately 240 people, and certain events do serve this number. On an annual average, it is reported that the meeting hall serves events that average about 650 people each week. During peak times oftheyear, the weekly average is about 1,000 people at about 10 to 12 different events. On a peak day, generally on a weekend, there would be events that serve about 300 people on the site. The trip generation for this building when used as a wedding hall can be roughly estimated based on the number of people served and the size of the parking lot. A trip rate of 2.0 trips per visitor per day is estimated, which assumes that the guests themselves average 1.5 trips per day, and that the remainder, 0.5 trips per visitor per day, is the result of trips by employees, visitors and various service providers. For 1,000 people in a week, or 140 people per day, the trip generation is estimated to be 280 vehicle trips per day (vpd). On a peak day, the trip generation would be about 600 vpd. Parking - As noted, there is an existing parking lot on the site with about 90 spaces. This is expected to be of sufficient size to serve the needs of the school during Phase 1. There is no on-street parking on Tassajara Road, and there will not be in the future after it is widened. Bus Transit Service - Wheels operates Route 5 along Santa Rita Road and Pimlico Drive to the south of 1-580. The route operates on 30-minute headways during commute hours and one-hour headways at all other times. The route begins operation at 6:15 AM until the last bus leaves at 6:45 PM. There is also a shuttle bus service between the Santa Rita Rehabilitation Center and the Dublin BART Station that uses Dublin Boulevard, Tassajara Road, and Gleason Road. The shuttle operates on 15-minute headways from 6:30 to 9:00 AM and from 2:00 to 7:00 PM. Existing Quarry Lane School Site - Quarry, Lane School has an operating school in Pleasanton at 3750 Boulder Street near Quarry Lane. This school has a current enrollment of 320 students and serves pre-school through 5th grade. Observations of traffic conditions have been made during the A.M. and P.M. peaks and traffic is shown to operate smoothly at all times. The most critical time is the 15 minute period just prior to the start of school in the morning when there is a lot of activity. It can be expected that similar traffic patterns will occur at the new school. Speeding Issues on Tassajara Road - The posted speed limit on Tassajara Road in the vicinity of the school is 50 mph. Traffic counts conducted by Alameda Page 10 Quarry. Lane School Updated Traffic Study Abrams Associate. Transportation · Traffic · Engineering o Planm County show an ADT of 5,200 vehicles per day at the Contra Costa/Alameda County Line. Speed surveys taken in the vicinity, of the school show that 80 percent of the vehicles are exceeding 50 mph, and the 85th percentile speed is 59 mph. During a recent three-year period (1991-1994) a review of accident records indicated that 11 accidents had occurred on this section of Tassajara Road. Of these, 5 involved injuries and one was a fatality. The accident rate for this 2.8 mile section is 0.69 accidents per million vehicle miles. These statistics are not unusual for rural roads of this type in Alameda County, and in fact, the accident rate is below average. However, with the transition of this site into school uses, and other new urban development in the area, these types of speed conditions should be monitored. 4.) Impacts of Approved Projects List of Approved Projects - The following list of approved projects has been taken from the traffic study prepared by TJKM for the Dublin Ranch Areas A-F ' and from the Traffic Study of the Dublin Ranch Phase 1 Residential Development.3 Approved projects consist of developments that are either under construction, are built but unoccupied or partially occupied, or that are not yet built but have approval of their final development plans. The approved projects in the area and their associated trip generation are shown on Table 3 on the following page. It should be noted that adding the traffic from other pending projects in the area would not change any of the conclusions about the traffic signal at the project entrance. Traffic from pending projects also would not be expected to change the conclusions about project impacts at the other four project study intersections. However, this does assume the completion of traffic improvements that are planned by the City of Dublin through their Traffic Impact Fee program. It is assumed that the traffic studies for the pending projects will updated as necessary to include the traffic from projects such as the Quarry Lane School. If the preparation of an "existing plus approved plus pending plus project" scenario is a general requirement for traffic studies in the City of Dublin then the studies for the various pending projects would include the traffic from the proposed Quarry Lane School. The original traffic study for the Quarry Lane School was submitted well before any of the traffic studies for the current pending projects so it is assumed that detailed pending and cumulative analyses are available in their respective traffic studies. If the City finds that additional data is required, then information from those reports could be incorporated into this study. Traffi9 $~!~dy of the Proposed Dublin Ranch Phase 1 Residential Development, TJKM Transportation Consultants, July 29, 1998. Page 11 Quarry Lane School Updated Traffic Study Abrams Associate: Transportation · Tratfic · En§ineerin§ · Planniz Proposed Future Transportation Improvements - This area of Dublin will undergo some major improvements to the transportation network. Tassajara Road is currently four lanes from 1-580 to Dublin Boulevard and two lanes in width from Dublin Boulevard to the north. The entire roadway will be widened to six lanes in the future. As mentioned above, a signal has recently been installed on Tassajara Road at Dublin Boulevard and also at Gleason Boulevard. Also, Hacienda Drive has been extended as a three-lane road to Gleason Road. All of these projects will affect the traffic patterns in the study area. Table 3 List of Approved Projects Project Estimated AM Peak PM Peak Name ADT Traffic Traffic Hacienda Crossings 20,923 409 1,955 (Opus) AutoNation 4,765 142 215 Villas at Santa Rim 2,268 165 204 Summerhill & Jefferson 5,833 440 576 Residential Casterson 1,012 78 107 Creekside Business Park 4,306 659 573 General Motors 3,396 155 201 Development Dublin Ranch Phase I 8,106 635 855 Residential Tassajara Meadows 917 71 97 Koll Dublin Corporate 8,451 962 933 Center Emerald Glen 2,260 174 226 Residential Yarra Yarra Residential 3,533 273 357 Development Dublin Ranch Area G 18,339 940 1,658 Development Dublin Ranch Area A 6,021 462 617 Development Emerald Glen Village 7,436 302 663 Apartments and Commercial Sybase Headquarters 2,800 533 504 Approved Projects n/a 9,661 10,584 Within The City of Pleasanton Page 12 Quarry Lane School Updated Traffic Study Abrams Associates Transportation · Traffic · Engineering · Plantar Existing Plus Approved Project Traffic Impacts - The sum total of the Existing plus Approved Project traffic volumes are shown on Figure 5. This scenario is considered to be the "Background" scenario. The results of the level-of- service analysis for the Existing plus Approved Projects Scenario are shown in Table 4 on the following page. Under this scenario, none of the study intersections are projected to operate at unacceptable levels of service. It is assumed for this scenario that Tassajara Road will continue to be a two-lane road to the north of Gleason Drive. Signal Warrant Analysis - At the intersection of Tassajara Road and Gleason Drive, it is assumed that a fully functional traffic signal would be in place under the Existing plus Approved scenario. Table 4 Existing Plus Approved Project Intersection Capacity Conditions Intersection Control AM Peak PM Peak 1. Santa Rita Road/1-580 EB Signal I B (0.69) F (1.02) Ramps/Pimlico Drive. 2. Tassajara Road/I-580 WB Signal A (0.53) A (0.51) Ramps 3. Tassajara Road/Dublin Signal B (0.70) D (0.85) i Boulevard 4. Tassajara Road/Gleason Signal B (0.68) B (0.61) Drive 5. Tassajara Road/Project Stop on Proj F (60.9) C (17.2) Driveway Driveway Note: The numbers in parentheses represent the average delay in seconds for the Existing plus Project scenario at the Project Driveway intersection. For all other scenarios and intersections they represent the Volume-to-Capacity ratios for signalized intersections. 5.) School Transportation Characteristics The traffic generated by the Proposed Quarry Lane School would come from teachers, staff and visitors to the school, as well as from student transportation. It is assumed that all students (pre-school through 8th grade) would be accompanied by an adult when arriving or leaving the school. Legend · - Study Intersections · - - Future Roadway 207(592)_~4 1~394 93(292)--~ ~174(22ff Gleasan Drive ' I I Dublin City Limit P~oposed Quarry Lane School Blvd. Pimlico Drive ~ I~. 318(326) /r- 888(6o~ 1-580 Quarry Lane School Traffic and Circulation Study City of Dublin Figure 5 Existing + Approved AM(PM) Peak Hour Traffic Volumes Abrams Associate~, Page 14 Quarry, Lane School Updated Traffic Study Abrams Associates Transportation · Traffic · Engineering · PIanmn The school would operate during the normal September - June school calendar year. The general hours of operation for the school would be from 8:00 a.m. to 3:00 p.m. There would also be some additional activities on site that would allow parents to drop- off their children as early as 7:00 AM and pick them up as late as 6:00 PM. It is expected that about a third of the parents would use the these services to drop-off early, pick-up late, or both. Pedestrian/Bicycle Access - The number of students and employees walking or bicycling to this school will be vet limited. There may be a couple students who live in the immediate neighborhood and are able to walk or bicycle and as the area develops this number will increase. However, for the purposes of this analysis it is assumed that all students and employees would arrive by private automobile or in carpools. School Trip Generation - The expected trip generation from the Quarry Lane school for phases 1 and 2 is shown on Table 4. Recent traffic studies prepared for other schools, including a private school in Danville, show a trip rate of about 0.80 trips per student in the AM peak and 0.63 trips per student during the school's PM peak hour. Studies of other private schools, including the Sierra School in E1 Cerrito, Berean Christian High School in Walnut Creek, and several schools in the Sacramento area also show similar trip rates. Table 4 Quarry Lane School Trip Generation Trip Generation Rates Elementary School (200 students) Elementary School (800 students) High School No of Phase 1 Students Elementary School 200 No of Phase 2 Students Elementary School 800 High School · 150 Total 950 Daily AM Peak Hour (7:30-8:30 AM) Trips In Out Total 3. I 1 0.44 0.37 0.81 2.80 0.40 0.33 0.73 2.25 0.38 0.23 0.61 Daily AM Peak Hour (7:30-8:30 AM) Trips In Out Total 622 88 74 162 Daily AM Peak Hour (7:30-8:30 AM) Trips In Out Total 2,239 317 266 583 338 57 35 92 2,577 374 301 675 PM Peak Hour (5:00-6:00 PM In Out Total 0.16 0.19 0.35 0.14 0.17 0.32 0.09 0.17 0.26 PM Peak Hour (5:00-6:00 PM) In Out Total 32 38 70 PM Peak Hour (5:00-6:00 PM) In Out Total 115 137 252 14 26 39 129 162 291 Page 15 Quarry Lane School Updated Traffic Study Abrams Associate Transportation · Traffic · Engineering * Plann,r Based on these local studies a daily trip rate of 3.11 trips per day per student has been used in this study for the elementary and middle school parts of the project for Phase 1, and a rate of 2.80 has been used for Phase 2. For the high school portion of the school, the trip rate is estimated to be about 2.25 trips per student per day. The high school (up to 150 students) trip rate is less because, even though some students will drive themselves to the school, these would only be one-way trips while the students are parked at the school. There would also be fewer trips by parents driving to the school. Based on these calculations, there would be 374 entering vehicle trips and 301 exiting trips in the AM peak hour when the school is fully occupied. This is reasonably close to the number of trips that would be generated using the ITE trip generation rate. The afternoon traffic is more dispersed since some of the staff and students remain on-site for after school programs and various meetings. The school afternoon peak traffic (2:30 to 3:30 PM) is less than the morning, and generates about 400 vehicle trips. During the PM commute peak hour (5:00 to 6:00 PM) the school would generate about 162 outbound vehicle trips and 129 inbound trips. Quarry Lane School now expects to use the following opening and closing times of the school day for the various parts of the school. The following lists the proposed hours: · Elementary School: Open at 8:30 a.m.; close at 3:30 p.m. · Middle School: Open at 8:00 a.m.; close at 3:00 p.m. · High School: Open at 7:30 a.m.; close at 2:30 p.m. If this program is implemented, the peak hour trip generation can be significantly reduced from that shown in Table 4. The school intends to evaluate this program, and make adjustments as needed to optimize the school traffic circulation. Trip Distribution - Traffic from the completed Quarry Lane would be distributed and assigned as shown on Figure 6. This distribution has been estimated based on land uses in the area and expected enrollment patterns at the school. The largest portion of the school traffic is expected to come from the south from 1-580. The trip distribution assumptions for the project trips are listed in Table 5. Figure 7 shows the total traffic volumes at each intersection based on the sum of existing traffic plus approved trips plus project traffic. Table 5 Distribution of Quarry Project Trips Origin/Destination Percentage of Project Trips 1-580 to the West of Tassajara Road 27% 1-580 to the East of Tassajara Road 18% Pleasanton via Santa Rita Road and Pirnlico Drive 35% Dublin Boulevard to the West of Tassajara Road 12% Tassajara Road to the North of the Project Entrance 8% Legend · - Study Intersections - - Furore Roadway 105(33)-~ ~-~19(6) (14) ~'262(158~ Gleason Drive Blvd. Pimlico Drive Dublin City Limit 'ason[~ Quarry Lane School 1-580 Quarry Lane School Traffic and Circulation Study City of Dublin Figure 6 Traffic Generated by the Completed Quarry Lane School Abrams Associates Legend Study Intersections Furore Roadway Dublin City Limit 67(230) 93(292)--~ ~ ~,~ k-413(388) g-174(226) t'~ Gleason Drive Blvd. d Pimlico Drive 'Proposed Quarry Lane School 136(151)~ 388 ~r~888(6o7) 1-580 Quarry Lane School Traffic and Circulation Study City of Dublin Figure 7 Existing + Approved + Project AM(PM) Peak Hour Volumes Abrams Associates Page 18 Quarry Lane School Updated Traffic Study Abrams Associal Transportation · Traffic · Engineering ~ PI~ Special Events - The school does not plan any special events that will exceed the parking capacity of the site. Auditorium and sport fields will be limited to school activities only. There are no plans for any large sporting events that will draw a significant crowd. Events such as parent's nights, back-to-school nights, etc. will be limited to certain grades so the site capacity will not be exceeded. This impact does not need to be further evaluated. 6.) Impact Analysis Capacity and Level-of-Service Analysis - As described earlier in Table 4, during the first phase with 200 students, the Quarry Lane school would generate 88 inbound trips and 72 outbound trips during the AM peak hour between 8:00 AM and 9:00 AM. During the PM peak hour of traffic in the surrounding area (5:00 AM and 6:00 PM) it is estimated that the school would generate 124 inbound trips and 173 outbound trips. With the addition of Phase 2 project traffic (950 students) all project study intersections will operate at Level of Service D or better with planned roadway improvements and a traffic signal at Tassajara Road/Project Driveway in place. The results of the level-of-service analyses are shown below in Table 6. Table 6 Summary of Intersection Capacity Conditions In tersection Existing Traffic Existing + Approved Conditions Conditions AM Peak Hour LOS I. Santa Rita Road/ 1-580/Pimlico Drive [ 2. Tassajara Road/ A (0.33) 1-580 WB Ramps 3. Tassajara Road/ A (0.36) Dublin Boulevard 4. Tassajara Road/ A (0.40) Gleason Drive 5. Tassajara Road/ n/a Project Driveway A (0.57) PM Peak Hour LOS B (0.69) A (0.39) C (0.74) A (0.25) n/a AM Peak Hour LOS B (0.69) A (0.53) B (0.70) PM Peak Hour LOS F (1.02) A (o.51) D (0.85) B (0.68) 1 B (0.61) F (60.9) C (17.2) B (0.62) A (0.49) D (0.85) D (0.83) A (0.48) Existing + Approved + Project Conditions AM Peak PM Peak Hour Hour LOS LOS D (0.88) A (0.SD C (0.77) B (0.67) A (0.39) Note: The numbers in parentheses represent the average delay in seconds for the Existing plus Project scenario at the Project Driveway intersection. For all other scenarios and intersections they represent the Volume-to-Capacity ratios for signalized intersections. Mitigated conditions are shown for intersections 1, 3 and 5 for the existing plus approved plus project scenario Page 19 Quarry Lane School Updated Traffic Study Abrams Associates Transportation * Traffic · Engineering * Planning As a worst case these calculations assume that for the existing plus approved scenario Tassajara Road will not have been widened, and no additional mitigation measures will be in place. The level-of-service calculations for each of these intersections are included in the appendix of this report. Calculations both with and without signalization and the mitigations are also included. Parking Needs Analysis - There are no standardized parking guidelines for private schools of this type. However, the parking requirements for elementary schools are frequently based on one (1) parking space for each employee. The Quarry Lane School proposes to have 90 parking spaces during Phase 1, with 30 total employees and a maximum of 20 employees and staff parked on site at any one time. This would meet the employee parking requirement in most parking codes. At another private school which has a 600 student enrollment, on a typical weekday there are about 35 to 40 spaces used by employees and staff, and about 20 to 30 parking spaces being used by visitors and parents. With an enrollment of 950 it is expected, based on counts of parking at other schools, that there would be a maximum of about 145 parking spaces required during the school day. Figure 8 summarizes the expected parking demand for the Quarry Lane School. Table 8 Parking Demand at Quarry Lane School Estimated Parking Demand Staff Student Visitor Total Parking to be Parking Parking Parking Demand Provided Phase I - 200 20 0 30 50 90 students Phase 2 - 950 55 40 50 145 175 students Traffic Signal at the Project Entrance - As noted in the report and shown on the site plan, all access to the school will occur at a driveway that connects to Tassajara Road. A traffic signal is not warranted with the existing conditions, nor will it be warranted during the first phase of the school, when there will be up to 200 students. While this portion of Tassajara Road is presently considered as a rural area, in a few years it will certainly have urban traffic characteristics. The peak hour volume warrant (Warrant 11) for urban areas suggests that this traffic signal will be warranted when the side street (school driveway) traffic exceeds 160 vehicles per hour. Once Tassajara Road is widened to be four lanes divided, the signal would be warranted at the point when the side street traffic exceeds 200 vehicles per hour. The traffic volumes are not likely to meet Warrant 1 (Minimum Vehicular Volume) for eight hours, even when the maximum enrollment of 950 students is reached. Based on the expected traffic volumes, a traffic signal should be constructed and be in operation by the time that the school reaches a level of about 400 students. .Page 20 Quarry Lane School Updated Traffic Study Abrams Associates Transportation · Traffic · Engineering · Ptanmn! However, the precise timing when this will occur is unclear at this time. Tassajara Road is planned to be widened to a four lane divided roadway within the next few years, and the signal should certainly be constructed in conjunction with this widening. If this widening is delayed, however, and Phase 2 of the school proceeds before the widening takes place, an interim traffic signal should be constructed at the school entrance due to safety, considerations. As a part of this interim operation, a left turn lane should be constructed for southbound traffic, along with a right turn lane for northbound traffic. This signal should be in place at the time that Phase 2 opens for operation. Pedestrian and Bicycle Access - At the current time, pedestrian and bicycle access to the school is quite difficult. There are no sidewalks in the area, and Tassajara Road is not wide enough for safe bicycle travel. During the first phase or two of the school, this condition will continue. It is not expected that any students will walk or bike to the school. There is no residential development near the school at the present time, but this will change in the future. With the widening of Tassajara Road, it is anticipated that there will be a separate bicycle and pedestrian path on the east side of the roadway. There will be pedestrian crosswalks and pedestrian signals incorporated into the ultimate traffic signal on Tassajara Road at the school entrance. These improvements will alleviate furore pedestrian and bicycle access issues. On-Site Circulation - The project site plan shows two driveways connecting to Tassajara Road. There will be no median opening to the northernmost driveway so the driveway will be limited to right turns only. A separate right turn lane on Tassajara Lane will not required at this driveway. The southernmost driveway will be signalized at the time that Phase 2 of the school development opens for operation, and will be the location for all access to the school. The outbound movement from the school will have two lanes, separately designated as right and left mm lanes. The aisle widths, parking space dimensions, and circulation features within the Quarry Lane School meet the City of Dublin standards. The internal circulation will operate safely and efficiently. The most critical movement on the school grounds will be from parents dropping off their children at the start of morning classes. It is expected that vehicles would queue up adjacent to the front of the school when dropping off and picking up children. There is enough space on-site to store a queue of up to 34 waiting vehicles, and this will be more than adequate for this school. The location of this queuing is illustrated on the attached site plan. This program will prevent vehicles from stacking out onto Tassajara Road. All traffic operations aspects of the site plan are satisfactory. The driveway to the parking lot is located at least 75 feet from Tassajara Road. Vehicles exiting from this driveway will merge with other outbound traffic on the approach to the signal. Quarry Lane School has plans to stagger the opening and closing times of the school day for the various parts of the school. The following lists the proposed hours: Page 21 Quarry Lane School Updated Traffic Study Abrams'Associates Transportation · Traffic · Engineering * Piannin · Elementary School: Open at 8:30 a.m.; close at 3:30 p.m. · Middle School: Open at 8:00 a.m.; close at 3:00 p.m. · High School: Open at 7:30 a.m.; close at 2:30 p.m. If this program is implemented, the traffic volumes will be stretched out over a longer period, and the peak hour traffic can be significantly reduced. The school intends to evaluate this program, and make adjustments as needed to optimize the school traffic circulation. 7.) Study Results and Conclusions The Quarry Lane School project would not result in any significant traffic impacts at any of the five project study intersections or on other local streets in the area. This assumes the completion of traffic improvements that are planned by the City of Dublin through their Traffic Impact Fee program. There will be increased traffic and activity on Tassajara Road at the school, but this traffic can be accommodated without any special delay or traffic safety problems. Other than the construction of an interim traffic signal at the entrance, there are no traffic mitigation measures that are required by this project. As is shown in this study, however, there are certain traffic safety and operational items that should be considered on Tassajara Road. Currently, Alameda County is planning to widen Tassajara Road to a six-lane arterial in the near furore. The Quarry Lane School will dedicate the necessary right-of-way for the future widening of Tassajara Road, and will contribute to the cost of the frontage improvements. Mitigation measures to address the issue of high speeds on Tassajara Road have been reviewed. The school has made it clear that at no time will any parents be permitted to stop on Tassajara Road to pickup or drop-off children. The Caltrans Traffic Manual and Section 22352 of the California Vehicle Code both state that school zone signing is not required if there are no school pedestrians using the highway and the school grounds are separated from the highway by a fence, gate or other physical barrier.' Since a 25 mph school zone on this section of Tassajara Road would be undesirable, we have recommended that the school have a fence installed along the Tassajara Road frontage. A southbound left mm lane on Tassajara Road will be required along with the interim traffic signal at the school entrance at the time that Phase 2 opens for operation. A northbound right-turn lane should also be constructed at the school entrance. It is recommended that the left turn lane be put in place before the school begins Phase 2, (i.e., once the size of the school exceeds 200 students). The left turn lane should be about 150- feet in length and have a 90-foot taper. The right turn lane should be a minimum of 200 feet in length (longer if possible) plus a 90-foot taper. A major concern with any elementary school is the queuing of vehicles while dropping off and picking up students at the school. With the proposed site plan, it is Page 22 Quarry. Lane School Updated Traffic Study Abrams Associate,. Transportation · Traffic · Engineering · Plantar expected that this will be contained within the school property. With 90 parking spaces for the first phase of the school, on-site parking will be sufficient for all normal weekday activities. With the second phase (950 students), the parking will be expanded to about 175 spaces. During this stage, the on-site parking will continue to be adequate for the school demand. Quarry Lane School has plans to adopt a transportation management program (TSM) to reduce the number of single-occupant vehicles generated by the school. These plans would include the formation of carpools by parents at the school, defining the location of pickup/drop-off points for students, and defining the exact location of staff parking. Specific measures in the plan could include: · assigning a specific TSM Program Coordinator · orientation of all new staff and parents · management and control of drop-off and pick-up locations · carpooling incentives - set a target goal of 2.0 students per vehicle · defining the travel routes for parent vehicles, and · coordination with the City of Dublin This type of program has been successful at other schools. It is expected that this TSM program would reduce the trip generation below the level that has been estimated in this report. Abrams Associate Transportation · Traffic · Engineering · Planm, e Appendix Table A-1 Level-of-Service Definitions for Signalized Intersections Traffic Signal Warrant Analyses for the Intersection of Tassajara Road with the Project Entrance Capacity and Level-of-Service Calculations Table A-1 Abrams Associates Transportation * Traffic * Engineering * Plannin Level of Service for Signalized Intersections The 1997 HIGHWAY CAPCITY MANUAL~ methodology for analyzing signalized intersections measures the performance by the control delay per vehicle in seconds. The CRITICAL MOVEMENT ANALYSIS METHODOLOGY2, which is described in Transportation Research Board's Circular 212, defines Level of Service (LOS) for signalized intersections in terms of the ratio of critical movement traffic volumes to an estimate of the maximum capacity for critical volume at an intersection. Critical movements at an intersection are calculated by determining the maximum traffic volumes for conflicting traffic movements (i.e., left-turns plus opposing through traffic) per single stream of traffic (by lane). For the Critical Movement Methodology the LOS for intersections is determined by the ratio of critical movement volume to critical movement capacity (volume-to-capacity ratio = V/C) for the entire intersection. Six categories of LOS are defined, ranging from LOS "A" with minor delay to LOS "F" with delays averaging more than 40 seconds during the peak hour. Level of Service Description LOS "A" V/C Range Average Stop Delay (seconds) LOS "B" V/C Range Average Stop Delay (seconds) 0.00 - 0.60 0.0- 10.0 0.61 - O.70 I0.1 - 20.0 LOS "C" V/C Range 0.71 - 0.80 Average Stop Delay (seconds) 20.1 - 35.0 LOS "D" V/C Range 0.81 - 0.90 Average Stop Delay (seconds) 35.1 - 55.0 LOS "E" V/C Range 0.91 - 1.00 Average Stop Delay (seconds) 55.1 - 80.0 LOS "F" V/C Range3 -Measured 1.00 or less - Forecast 1.01 or more Average Stop Delay (seconds) > 80 Free flow (relatively). If signalized, conditions are such that no vehicle phase is fully utilized by traffic and no vehicle waits through more than one red indication. Very slight or no delay. Stable flow. If signalized, an occasional approach phase is fully utilized; vehicle platoons are formed. Slight delay. Stable flow or operation. If signalized, drivers occasionally may have to wait through more than one red indication. Acceptable delay. Approaching unstable flow or operation; queues develop but quickly clear. Tolerable delay. Unstable flow or operation; the intersection has reached ultimate capacity; this condition is not uncommon in peak hours. Congestion and intolerable delay. Forced flow or operation. Intersection operates below capacity. Jammed 1 Source: Transportation Research Board, "Highway Capacity Manual, Special Report 209, Third Edition", Washington D.C., December 1997. 2 Source: Transportation Research Board, "Plannine Level Methodgloaw - Sienalized Intersections", Circugar 21£, Washington D.C., January, 1980. 3 While forecast demands can exceed maximum capacity, actual measured volumes theoretically cannot. Since traffic inefficiencies arise at capacity demand conditions, the calculated V/C ratios for LOS "F' conditions can be substantially below a V/C of 1.00. Traffic Signal warrant Study (For the Proposed Quarry Lane SchOol) Intersection Name: Tassajara Road and the Quarry Lane Project Entrance Scenario: Existing Plus Project Conditions Jurisdiction: City of Dublin Warrants Met: YES Major Street: Tassajara Road Minor Street: Quarry Lane Project Entrance Crit ApproaCh Speed: 45 mph Cfit APProaCh SPeed: 25 mph Urban Rural Warrant 1 - Minimum Vehicular Volume 100% SatisfiedN___O 80¥0 Satisfied NO MINIMUM REQUIREMENTS (80% SHOWN IN BRACKETS) UI R Ut R Hour APPRCH LANES 1 2 or more 8-9a 54p Both Apprchs, 500 350 600 420 Major Street (400) (280) (480) (336) 1,244 745 High Apprch 150 105 200 140 Minor Street (120) (84) (160) (112) 28s 172 Warrant 2 - Interruption of Continuous Traffic 100% SatisfiedN___O 80% Satisfied N___O MINIMUM REQUIREMENTS (80% SHOWN IN BRACKETS) APPRCH LANES I 2 or more 8-9a 5-6p Both ApPrchs. 75'0 525 900 630 Major Street (400) (280) (720) (504) 1,244 745 High Apprch 75 53 I00 70 ~ 285 172 Minor Street (60) (42) (80) (56) Warrant 3 - Minimum Pedestrian Volume Satisfied NO (For this warrant to be met there must be 100 or more pedestrians per hour for four hours or 190 or more for one hour in addition to other conditions. Based on observations made during the traffic counts this Warrant is not met.) Page 2 Traffic Signal Warrant Study Warrant 4 - School Crossings Satisfied N__QO (For this warrant to be met there must be more than 100 school age pedestrians crossing per hour for at least 2 hours, or over 500 pedestrians per day. Based on observations made during the traffic counts this warrant is not met.) Warrant 5 - Progressive Movement Satisfied NO (A traffic signal can be justified under this warrant if the adjacent traffic signals do not provide the necessary platooning and speed control and a traffic signal is needed to provide a progressive signal system.) Warrant 6 - Accident Experience Satisfied NO (For this warrant to be met there must be 5 or more accidents in a 12 month period. Although we do not have the most recent accident data, we believe that this criteria is not met.) Warrant 7 - Systems Warrant Satisfied NO (For this warrant to be met there must be a minimum volume of 1,000 vehicles per hour entering the intersection on all approaches during a typical peak hour. In addition, both streets must appear as major routes in the Ci~'s General Plan.) Warrant 8 - Combination of Warrants (For this warrant to be met Warrants 1 and 2 must be 80% satisfied.) Satisfied NO Warrant 9 - Four Hour Volume Satisfied NO (This warrant is determined using Figure 9-6 of the Caltrans Traffic Manual. For this warrant to be met there must be a minimum volume of 80 vehicles per hour entering the intersection on the minor approach for any four hours on an average day. Based on our review of the available traffic data this warrant [s not met.) Warrant 10 - Peak Hour Delay Satisfied YES (For this warrant to be met there must be a total delay of four vehicle-hours during any one hour on ~he minor approach for an average day. Based on our observations of delay at the intersection, this warrant is not met.) Warrant 11 - Peak Hour Volume Satisfied'~ YES 2 or Approach Lanes One more 8-9a 5-6p Both Approaches - Major Street 1,244 745 Highest Approach - Minor Street 285 172 * As determined from Figure 9-8 of the Caltrans Traffic Manual, dated December 15, 1996. Traffic Signal Warrant Study (For the Proposed Quar Lane SchooO Intersection Name: Tassajara Road and the Quar~_ Lane Project Entrance Scenario: Existing Plus Approved Plus Project Con ditions Jurisdiction: City. of Dublin Warrants Met: YES Major Street: Tassajara Road Minor Street: Quarry Lane Project Entrance Urban · Rural D Crit Approach Speed: 45 mph Crit Approach Speed: 25 mph Warrant 1 - Minimum Vehicular Volume i00% Satisfied N___O 80% Satisfied N.__Q MINIMUM REQUIREMENTS (80% SHOWN IN SRACK~rS) U R U R Hour APPRCH LANEs 1 2 or more 8-9a 5-6p Both Apprchs. 500 350 600 420 Major Street (400) (280) (480) (336) 1,379 965 I High APprch 150 105 200 140 Minor Street (120) (84) (160) (112) 285 172 / Warrant 2 - Interruption of Continuous Traffic 100% satisfied NO 80% Satisfied NO 1 MINIMUM REQUIREMENTS (80% SHOWN IN BRACKETS) U, R U R Hour APPRCH LANES I 2 or more 8-9a 5-6p BothApprchs. 750 I 525 900 630 Major Street (400) (280) (720) (504) 1,379 965 HighApprch 75 I 53 I00 70 Minor Street (60)] (42) (80) (56) 285 [ 172 Warrant 3 - Minimum Pedestrian Volume Satisfied NO (For this warrant to be met there must be 100 or m0r. e pedestrians per hour for four hours or 190 or more for one hour in addition to other conditions. Based on observations made during the traffic counts this warrant is not met,) Page 2 Traffic Signal Warrant Study Warrant 4 - School Crossings Satisfied NO (For this warrant to be met there must be more than 100 school age pedestrians crossing per hour for at least 2 hours, or over 500 pedestrians per day. Based on observations made during the traffic counts this warrant is not met.) Warrant 5 - Progressive Movement Satisfied NO (A traffic signal can be justified under this warrant if the adjacent traffic signals do not provide the necessary platooning and speed control and a traffic signal is needed to provide a progressive signal system.) Warrant 6 - Accident Experience Satisfied NO (For this warrant to be met there must be 5 or more accidents in a 12 month period. Although we do not have the most recent accident data, we believe that this criteria is not met.) Warrant 7 - Systems Warrant Satisfied NO (For this warrant to be met there must be a minimum volume of 1,000 vehicles per hour entering the intersection on all approaches during a typical peak hour. In addition, both streets must appear as major routes in the City's General Plan.) Warrant 8 - Combination of Warrants (For this warrant to be met Warrants 1 and 2 must be 80% satisfied.) Satisfied N___O Warrant 9 - Four Hour Volume Satisfied NO (This warrant is determined using Figure 9-6 of the Caltrans Traffic Manual. For this warrant to be met there must be a minimum volume of 80 vehicles per hour entering the intersection on the minor approach for any four hours on an average day. Based on our review of the available traffic data this warrant is not met.) Warrant 10 - Peak Hour Delay Satisfied YES (For this warrant to be met there must be a total delay of four vehicle-hours during any one hour on the minor approach for an average day. Based on our observations of delay at the intersection, this warrant is not met.) Warrant 11 - Peak Hour Volume Satisfied* YES 2 or Approach Lanes One more 8-9a 5-6p Both Approaches - Major Street Highest Approach - Minor Street 28s * As determined from Figure 9-8 of the Caltrans Traffic Manual, dated December 15, 1996. CCTALOS Software ver. 2.35 by TJK~ Transportation Consultants Condition: Existing AM Peak Hour INTERSECTION 1 Santa Rita Rd/I-580 EB Count Date Time CCTA METHOD 01/04/80 RIGHT THRU LEFT 179 820 130 <----- V ------> 1.9 2.0 1.0 1.5 (NO. OF LANES) 0.0<--- 0.0 2.0 2.0 1.0 Peak Hour 6-PHASE SIGNAL I I Split? Y LEFT 70 1.1 448 RIGHT THRU 79 ---> 2.1 0 THRU RIGHT 543 --- 1.9 176 LEFT STREET NAME: 1-580 EB SIG WARRANTS: W + E 8 0 49 Urb=Y, Rur=Y S LEFT THRU RIGHT Split? N STREET NAME: Santa Ri ta Rd ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLUME* CAPACITY RATIO V/C NB RIGHT (R) 649 473 * 3000 0.1577 THRU (T) 840 840 3300 0.2545 0.2545 SB RIGHT (R) 179 179 1650 0.1085 THRU (T) 820 820 3300 0.2485 LEFT (L) 130 130 1650 0.0788 0.0788 EB RIGHT .('R) 543 543 1650 0.3291 THRU (T) 79 79 3300 0~0239 LEFT (L) 70 70 1650 0.0424 T + L 149 3300 0.0452 WB RIGHT (R) 448 318 * 1650 0.1927 LEFT (L) 176 176 1650 0.1067 0.0452 0.1927 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.57 A * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARAMEX,CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved AM Peak Hour 01/04/80 INTERSECTION Count Date CCTA METHOD ^ LEFT 198 --- 1.1 THRU 93 ---> 2.1 RIGHT 907 --- 1.9 v N W + E S 1 Santa Rita Rd/I-580 EB Time RIGHT THKU LEFT 74 1084 157 <----- V -----> 1.9 2.0 1.0 Peak Hour 6-PHASE SIGNAL I Split? Y 1.5 --- 384 RIGHT (NO. OF LANES) 0.0<--- 0 THRU 174 LEFT O.Q 2.o 2.o 1.0 <___ A ___> ] 1052 545 LEFT THRU RIGHT Split? N STREET NAME: 1-580 EB SIG WARRANTS: Urb=Y, Rur=Y STREET NAME: Santa Rita Rd MOVEMENT RIGHT (R) THRU (T) ORIGINAL ADJUSTED V/C CRITICAL VOLUME VOLUME* CAPACITY RATIO V/C ..... ........ ..... ..... ............ 1052 1052 3300 0 . 3188 0 · 3188 SB EB RIGHT (R) 74 74 1650 0.0448 THRU (T.) 1084 1084 3300 0.3285 LEFT (L) 157 157 1650 0.0952 0.0952 RIGHT (R) 907 907 1650 0.5497 ~THRU (T) 93 93 3300 0.0282 LEFT (L) 198 198 1650 0.1200 0.1200 T + L 291 3300 0.0882 RIGHT (R) 384 227 * 1650 0.1376 0.1376 LEFT (L) 174 174 1650 0.1055 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.67 B ADJUSTED FOR RIGHT TURIN ON RED INT=QUARRY,VOL=QUARAMAP,CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved+Project AM Peak Hour 01/04/80 INTERSECTION 1 Santa Rita Rd/I-580 EB Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 6-PHASE SIGNAL 74 1170 171 t <--- v ---> I Split? Y LEFT 303 1.1 1.9 2 . 0 1.0 1.5 403 RIGHT STREET NAME: THRU 93 ---> 2.1 (NO. OF LANES) 0.0<--- 0 THRU 1-580 EB RIGHT 907 1.9 0.0 2.0 2.0 1.0 174 LEFT N SIG WAP_RANTS: W + E 0 1169 45 Urb=Y, Rur=Y S LEFT THRU RIGHT Split? N STREET NAME: Santa Rita Rd ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLUME* CAPACITY RATIO V/C NB RIGHT (R) 545 371 * 3000 0.1237 THRU (T) 1169 1169 3300 0.3542 0.3542 SB RIGHT (R) 74 74 1650 0.0448 THRU (T) 1170 1170 3300 0.3545 LEFT (L) 171 171 1650 0.1036 0.1036 EB RIGHT (R) 907 907 1650 0.5497 THRU (T) 93 93 3300 0.0282 LEFT (L) 303 303 1650 0.1836 0.1836 T + L 396 3300 0.1200 WB RIGHT (R) 403 232 * 1650 0.1406 0.1406 LEFT (L) 174 174 1650 0.1055 TOTAL VOLUME-TO-CAPACITY RATIO: 0.78 INTERSECTION LEVEL OF SERVICE: C · ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARA_MAP+QUARAMPR,CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved+Project(Mitigated) AM Pk Hr 01/04/80 INTERSECTION 1 Santa Rita Rd/I-580 EB Count Date Time Peak Hour ...... - ......... ~i~E SIGNAL CCTA METHOD RIGHT THRU LEFT 74 1170 171 I <--- v ---> I Split? Y LEFT 303 --- 2.1 1.9 2.0 1.0 2.5 --- 403 RIGHT STREET NAME: THRU 93 ---> 2.1 (NO. OF LANES) 0.0<--- 0 THRU 1-580 EB RIGHT 907 --- 1.9 0.0 2.0 2.0 2.0 174 LEFT v v ~ 1169 45 LEFT THRU RIGHT Split? N N W + E S STREET NAME: Santa Rita Rd SIG WARRANTS: Urb=Y, Rur=Y SB EB ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLLTME* CAPACITY RATIO V/C RIGHT (R) 545 449 * 3000 THRU (T) 1169 1169 3300 RIGHT (R) 74 THRU (T) 1170 LEFT (L) 171 RIGHT (R) THRU (T) LEFT (L) T + L 0.1497 0.3542 0.3542 74 1650 0.0448 1170 3300 0.3545 171 1650 0.1036 0.1036 907 907 1650 0.5497 93 93 3300 0.0282 303 303 3000 0.!010 0.1010 396 4650 0.0852 _ WB RIGHT (R) 403 LEFT (L) 174 92 * 3000 0.0307 174 3000 0.0580 0.0580 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: * ADJUSTED FOR RIGHT TURN ON RED iNT=QUARRY,VOL=QUA_KAi~AP+QUAR-AMPR, CAP= 0.62 B CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing PM Peak Hour 01/04/80 INTERSECTION 1 Santa Ri%a Rd/I-580 EB Count Date Time CCTAMETHOD RIGHT THRU LEFT ^ LEFT 75 1.1 THRU 213 ---> 2.1 Peak Hour 382 631 218 <------ V ------> 1.9 2.0 1.0 (NO. OF LANES) I Split? Y 1.5 371 RIGHT 0.0<--- 0 THRU 6-PHASE SIGNAL STREET NAME: 1-580 EB RIGHT 110 --- 1.9 0.0 2.0 .2.0 1.0 --- N W+ E 85168 S LEFT THRU RIGHT Split? N 167 LEFT SIG WARRANTS: Urb=Y, Rur=Y STREET NAME: Santa Rita Rd ORIGINAL ADJUSTED V/C MOVEMENT VOLUME VOLUI~E* CAPACITy RATIO NB RIGHT (R) 1268 1101 * 3000 0.3670 THRU (T) 835 835 3300 0.2530 CRITICAL V/C 0.3670 SB RIGHT (R) 382 382 1650 0.2315 THRU (T) 631 631 3300 0.1912 LEFT (L) 218 218 1650 0.1321 0.1321 EB RIGHT (R) 110 i10 1650 0.0667 THRU (T) 213 213 3300 0.06,45 LEFT (L) 75 75 1650 0.0455 T + L 288 3300 0.0873 0. 0873 WB RIGHT (R) 371 153 * 1650 0.0927 LEFT (L) 167 167 1650 0.1012 0.1012 TOTAL VOLUME-TO-CAPACITY RATIO: 0.69 INTERSECTION LEVEL OF SERVICE: B · ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARPMEX,CAP= CCTALOS Software vet. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved PM Peak Hour 01/04/80 INTERSECTION 1 Santa Rita Rd/I-580 EB Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 49 835 200 <------ V ------> LEFT 391 --- 1.1 1.9 2.0 1.0 1.5 THRU 292 ---> 2.1 (NO. OF LANES) 0.0<--- Split? Y 371 RIGHT 0 THRU 6-PHASE SIGNAL STREET NAME: 1-580 EB RIGHT 933 --- 1.9 0.0 2.0 2.0 1.0 --- 226 LEFT N SIG WARP~kNTS: W + E 0 17 6 1 39 Urb=Y, Rur=Y S LEFT THRU RIGHT Split? N STREET NAME: Santa Rita Rd ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLUME* CAPACITY RATIO V/C NB RIGHT (R) 1139 913 * 3000 0.3043 THRU (T) 1706 1706 3300 0.5170 SB EB 0.5170 RIGHT (R) 49 49 1650 0.0297 THRU (T) 835 835 3300 0.2530 LEFT (L) 200 200 1650 0.1212 0.1212 RIGHT (R) 933 933 1650 0.5655 THRU (T) 292 292 3300 0.0885 LEFT (L) 391 391 1650 0.2370 0.2370 T + L 683 3300 0.2070 WB RIGHT (R) 371 171 * 1650 0.1036 LEFT (L) 226 226 1650 0.1370 0.1370 TOTAL VOLUME-TO-CAPACITY RATIO: 1.01 INTERSECTION LEVEL OF SERVICE: F · ADJUSTED FOR RIGHT TURN ON RED !NT=QUARRY,VOL=QUARPMAP,CAP= CCT~OS Software ver. 2.35 by TJ~ Transportation ConsUltants Condition: Existing+Approved+PrOject PM Peak Hour 01/04/80 INTERSECTION 1 Santa Rita Rd/I-580 EB Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 49 887 209 I <--- v ---> I Split? Y LEFT 424 1.1 1.9 2.0 i. 0 1.5 377 RIGHT THRU 292 ---> 2.1 (NO. OF LANES) 0.0<--- 0 THRU 6-PHASE SIGNAL STREET NA/4E: 1-580 EB RIGHT 933 1.9 0.0 2.0 2.0 1.0 --- 226 LEFT v N W + E 1743 1 39 S LEFT THRU RIGHT Split? N SIG WARRANTS: Urb=Y, Rur=Y STREET NAME: Santa Rita Rd ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLIIME VOLIIME* CAPACITY P~ATIO V/C NB RIGHT (R) 1139 913 * 3000 0.3043 THRU (T) 1743 1743 3300 0.5282 0.5282 SB RIGHT (R) 49 49 1650 0.0297 THRU (T) 887 887 3300 0.2688 LEFT (L) 209 209 1650 0.1267 0.1267 EB RIGHT (R) 933 933 1650 0.5655 THRU (T) 292 292 3300 0.0885 LEFT (L) 424 424 1650 0.2570 0.2570 T + L 716 3300 0.2170 WB RIGHT (R) 377 168 * 1650 0.1018 LEFT (L) 226 226 1650 0.1370 0.1370 TOTAL VOLUME-TO-CAPACITY RATIO: 1.05 INTERSECTION LEVEL OF SERVICE: F * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARPMAP+QUARPMPR,CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved+Project(Mitigated) PM Pk ~r 01/04/80 INTERSECTION I Santa Rita Rd/I-580 EB Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 49 887 209 [ <--- v ---> I Split? Y LEFT 424 --- 2.1 1.9 2.0 1.0 2.5 --- 377 RIGHT THRU 292 ---> 2.1 (NO. OF LANES) 0.0<--- 0 THRU RIGHT 933 1 . 9 0 . 0 2 . 0 2 . 0 2 . 0 226 LEFT N SIG WARRANTS: W + E 1743 1 39 Urb=Y, Rur=Y S LEFT THRU RIGHT Split? N STREET NAME: Santa Rita Rd 6-PHASE SIGNAL STREET NAME: 1-580 EB ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLUME* CAPACITY RATIO V/C RIGHT (R) 1139 1015 * 3000 0.3383 THRU (T) 1743 1743 3300 0.5282 0.5282 SB RIGHT (R) 49 49 1650 0.0297 THRU (T) 887 887 3300 0.2688 LEFT (L) 209 209 1650 0.1267 0.1267 EB RIGHT (R) 933 933 1650 0.5655 THRU (T) 292 292 3300 0.0885 LEFT (L) 424 424 3000 0.1413 T + L 716 4650 0.1540 WB RIGHT (R) 377 0 * 3000 0.0000 LEFT (L) 226 226 3000 0.0753 TOTAL VOLUME-TO-CAPACITY P~AT!O: INTERSECTION LEVEL OF SERVICE: 0.1540 0.0753 0.88 D * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARPMAP+QUARPMPR,CAP= CCTALOS Software ver. 2.35 by~TJ'~ Transportation Consultants Condition~ Existing AM peak Hour 01/04/80 INTERSECTION 2 Tassajara Rd/I-580 WB Co~t Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 4-P~SE SIGNAL 130 419 0 <--- V ----> 1.9 3.0 0.0 I Split? N LEFT 0 --- 0.0 1.0 190 RIGHT STREET NAME: THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU 1-580 WB RIGHT 0 --- 0.0 0.0 2.0 1.9 2.0 --- 737 LEFT N SIG WARP-ANTS: W + E 0 247 94 Urb=Y, Rur=Y S LEFT THRU RIGHT Split? N STREET NAME: Tassajara Rd ORIGINAL ADJUSTED V/C' CRITICAL MOVEMENT VOLUME VOLUME* CAPACITY RATIO V/C NB RIGHT (R) 894 894 1650 0.5418 THRU (T) 247 247 3300 0.0748 SB RIGHT (R) 130 130 1650 0.0788 THRU (T) 419 419 4950 0.0846 0.0846 WB RIGHT (R) 190 190 1650 0.1152 LEFT (L) 737 737 3000 0.2457 0.2457 TOTAL VOLUME-TO-CAPACITY RATIO: 0.33 INTERSECTION LEVEL OF SERVICE: A * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARA~iEX,CAP= CCTALOS Software ver. 2.35 by TJY24 Transportation Consultants Condition: Existing+Approved - AM Peak Hour 01/04/80 INTERSECTION Count Date CCTA METHOD A LEFT 0 --- 0.0 THRU 0 ---> 0.0 RIGHT 0 --- 0.0 V N W + E S 2 Tassajara Rd/I-580 WB Time RIGHT THRU LEFT 175 601 0 <---- V ------> 1.9 3.0 0.0 (NO. OF LANES) 0.0 2.0 1.9 <___ A ___> 0 346 1 52 LEFT THRU RIGHT Split? N Peak Hour 4- PHASE SIGNAL ^ I Split? N 1.0 --- 318 RIGHT 0.0<--- 0 THRU 2.0 --- 888 LEFT V STREET NAME: 1-580 WB SIG WARRANTS: Urb=Y, Rur=Y STREET NAME: Tassajara Rd ORIGINAL ADJUSTED MOVEMENT VOLUME VOLUME* CAPACITY NB RIGHT (R) 1052 1052 ~650 THRU (T) 346 346 3300 V/C P~ATIO CRITICAL v/c 0.6376 0.!048 SB RIGHT (R) 175 175 1650 THRU (T) 601 601 4950 0.1061 0.1214 0.1214 WB RIGHT (R) 318 318 - 1650 LEFT (L) 888 888 3000 0.1927 0.2960 0.2960 TOTAL QOLUME-T0-CAPACITy'RATI0: INTERSECTION LEVEL OF SERVICE: 0.42 A * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY, VOL=QUARAMAP , CAP= CCTALOS Software vet. 2.35 by TJ~ Transportation Consultants Condition: Existing+Approved+Project AM Peak Hour 01/04/80 INTERSECTION 2 Tassajara Rd/I-580 ~ Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 4-PHASE SIGNAL 175 829 0 1.9 3.0 0.0 [ Split? N LEFT 0 --- 0.0 1.0 388 RIGHT STREET NAME: THRU 0 ---> 0.0 (NO. OF LANES) 0.0<-I- 0 THRU 1-580 WB RIGHT 0 --- 0.0 0.0 2.0 1.9 2.0 888 LEFT N SIG WARRANTS: W + E 5 7 1 Urb=Y, Rur=Y S LEFT THRU RIGHT Split? N STREET NAME: TasSajara Rd ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLUME* CAPACITY RATIO V/C NB RIGHT (R) 1052 1052 1650 0.6376 THRU (T) 587 587 3300 0.1779 0.1779 SB 175 175 1650 829 829 4950 WB RIGHT (R) 388 388 1650 0.2352 LEFT (L) 888 888 3000 0.2960 0.2960 TOTAL VOLUME-TO-CAPACITY RATIO: 0.47 INTERSECTION LEVEL OF SERVICE: A * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUA~P+QUARAMPR, CAP= RIGHT (R) 0.1061 THRU (T) 0.1675 CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing PM Peak Hour 01/04/80 INTERSECTION Count Date 2 Tassajara Rd/I-580 WB Time Peak Hour CCTA METHOD LEFT 0 RIGHT THRU LEFT 82 935 0 < .... v ---> I split? N 1.9 3.0 0.0 1.0 --- 18! RIGHT THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU RIGHT N W + E S 0 --- 0.0 0.0 2.0 1.9 2.0 --- LEFT THRU RIGHT Split? N 590 LEFT STREET NAME: Tassajara Rd 4-PHASE SIGNAL STREET NAME: 1-580 WB SIG WARRANTS: Urb=Y, Rur=Y ORIGINAL ADJUSTED MOVEMENT VOLUlW_E VOLUME* V/C CRITICAL CAPACITY RATIO V/C NB RIGHT (R) 744 THRU (T) 400 SB RIGHT (R) 82 THRU (T) 935 WB RIGHT (R) 181 LEFT (L) 590 744 1650 0.4509 400 3300 0.1212 82 1650 -~[0497 935 4950 0.1889 181 1650 0.1097 590 3000 0.1967 0.1889 0.1967 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.39 A ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARPMEX,CAP= CCTALOS SOftware vet. 2.35 by TJKM Transportation Consultants Condition: ExistinG+Approved - PM Peak HOUr 01/04/80 INTERSECTION Count Date 2 Tassajara Rd/I-580 WB Time Peak Hour CCTA METHOD RIGHT THRU LEFT 116 1051 0 I <--- v. ---> I Split? N LEFT 0 0.0 1.9 3 . 0 0.0 1.0 326 RIGHT STREET NAME: THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU 1-580 WB 4-PHASE SIGNAL RIGHT 0 0.0 0.0 2.0 1.9 2.0 607 LEFT N SIG WARRANTS: W + E 846 1455 Urb=Y, Rur=Y S LEFT THRU RIGHT Split? N STREET NAME: Tassajara Rd ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLUME* CAPACITY RATIO V/C NB RIGHT (R) 1455 1455 1650 0.8818 THRU (T) 846 846 3300 0.2564 0.2564 SB RIGHT (R) 116 116 1650 0.0703 THRU (T) 1051 1051 4950 0.2123 WB RIGHT (R) 326 326 1650 0.1976 LEFT (L) 607 607 3000 0.2023 0.2023 TOTAL VOLUME-TO-CAPACITY RATIO: 0.46 INTERSECTION LEVEL OF SERVICE: A * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARPMAP,CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved+Project PM Peak Hour 01/04/80 INTERSECTION 2 Tassajara Rd/I-580 WB Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 4-PHASE SIGNAL ........... 116 1189 0 I <----- V ---> LEFT 0 --- 0.0 i.9 3.0 0.0 I Split? N 1.0 --- 348 RIGHT THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU RIGHT 0 --- 0.0 V N W + E S 0.0 2.0 1.9 2.0 --- <___ A ___> 0 923 1455 LEFT THRU RIGHT Split? 607 LEFT STREET NAME: Tassajara Rd STREET NAME: 1-580 WB SIG WARRANTS: Urb=Y, Rur=Y MOVEMENT ORIGINAL ADJUSTED VOLUME VOLUME* NB RIGHT (R) 1455 1455 THRU (T) 923 923 SB RIGHT (R) 116 116 THRU (T) 1189 1189 WB RIGHT (R) 348 348 LEFT (L) 607 607 CAPACITY 1650 3300 1650 4950 1650 3000 V/C RATIO 0.8818 0.2797 0.0703 0.2402 0.2109 0.2023 CRITICAL V/C 0.2797 0.2109 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.49 A * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARPMAP+QUARPMPR,CAP= CCT~OS Software ver. 2.35 by TJ~ Transportation Consultants Condition: Existing AN Peak Hour 01/04/80 INTERSECTION 3 Tassajara Rd/Dublin Blvd Co~t Date Time Peak Hour CCTA ~THOD RIGHT THRU LEFT 4-P~SE SIGNAL ..... 23 500 0 I <---- V -----> 1.0 !.! 1.1 0.0 LEFT 14 ^ I Split? N 0.0 --- 0 RIGHT STREET NA/WiE: THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU Dublin Blvd RIGHT 55 1.0 2.0 2.0 0.0 0.0 --- 0 LEFT N SIG WARRANTS: W + E 117 360 0 Urb=N, Rur=N S LEFT THRU RIGHT Split? N STREET NAME: Tassajara Rd ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLUME* CAPACITY RATIO V/C NB THRU (T) 360 360 3300 0.1091 LEFT (L) 117 117 3000 0.0390 0.0390 SB RIGHT (R) 23 23 1650 0.0139 THRU (T) 500 500 1650 0.3030 T + R 523 1650 0.3170 0.3170 EB RIGHT (R) 55 0 * 1650 0.0000 LEFT (L) 14 14 1650 0.0085 0.0085 TOTAL VOLUME-TO-CAPACITY RATIO: 0.36 INTERSECTION LEVEL OF SERVICE: A * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARAMEX,CAP= CCTALOS Software vet. 2,35 by TJKM Transportation Consultants Condition: Existing+Approved - AM Peak Hour 01/04/80 3 Tassajara Rd/Dublin Blvd Time N W + E S INTERSECTION Count Date CCTA METHOD RIGHT THRU LEFT 68 833 0 I <--- v ---> I Split? N LEFT 62 --- 1.0 1.1 1.1 0.0 0.0 --- 0 RIGHT THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU RIGHT 176 --- 1.0 2.0 2.0 0.0 0.0 --- 0 LEFT 23 541 0 LEFT THRU RIGHT Split? N Peak Hour 4-PHASE SIGNAL STREET NAME: Dublin Blvd SIG WARRANTS: Urb=Y, Rur=Y STREET NAME: Tassajara Rd ORIGINAL ADJUSTED V/C MOVEMENT VOLUME VOLUME* CAPACITY RATIO NB THRU (T) 541 541 3300 0.1639 LEFT (L) 238 238 3000 0.0793 CRITICAL V/C 0.0793 SB RIGHT (R) 68 68 1650 THRU (T) 833 833 1650 T + R 901 1650 EB RIGHT (R) 176 45 * 1650 LEFT (L) 62 62 1650 0.0412 0.5048 0.5461 0.5461 0.0273 0.0376 0.0376 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEV]EL OF SERVICE: 0.66 B * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUAP32viAP,CAP= CCTALOS Software ver. 2.35 by TJKM Transportation COnsultants Condition: Existing+Approved+Project AM peak Hour 01/04/80 INTERSECTION 3 Tassajara Rd/Dublin Blvd Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 4-pHASE SIGNAL 102 1061 0 [ <--- v ---> I Split? N 1.0 1.1 1.1 0.0 0.0 0 RIGHT LEFT 109 STREET NAME: THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU Dublin Blvd RIGHT 176 1.0 2.0 2.0 0.0 0.0 --- 0 LEFT W + E 238 852 0 Urb=Y, Rur=Y S LEFT THRU RIGHT Split? N STREET NAME: Tassajara Rd ORIGINAL ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLUME* CAPACITY RATIO V/C NB THRU (T) 852 852 3300 0.2582 LEFT (L) 238 238 3000 0.0793 0.0793 SB RIGHT (R) 102 102 1650 0.0618 THRU (T) 1061 1061 1650 0.6430 T + R 1163 1650 0.7048 0.7048 EB RIGHT (R) 176 45 * 1650 0.0273 LEFT (L) 109 109 1650 0.0661 0.0661 TOTAL VOLUME-TO-CAPACITY RATIO: 0.85 INTERSECTION LEVEL OF SERVICE: D * ADJUSTED FOR RIGHT TUP~N ON RED INT=QUARRY,VOL=QUARAMAP+QUA~PR, CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved+Project(Mitigated) AM Pk Hr 01/04/80 INTERSECTION 3 Tamsajara Rd/Dublin Blvd Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 102 1061 0 I <--- v ---> I Split? N LEFT 109 1.0 1.1 1,1 0.0 0.0 --- 0 RIGHT THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU 4-PHASE SIGNAL STt~EET NAME: Dublin Blvd RIGHT 176 2.0 2.0 2.0 0.0 0.0 --- v I v ~ + E 238 852 0 S LEFT THRU RIGHT Split? N 0 LEFT SI G WARRANTS: Urb=Y, Rur=Y STREET NAME: Tassajara Rd ORIGINAL ADJUSTED MOVEMENT VOLUME VOLUME* CAPACITY NB THRU (T) 852 852 3300 LEFT (L) 238 238 3000 V/C RATIO CRITICAL V/C 0.2582 0.0793 0.0793 SB RIGHT (R) 102 102 THRU (T) 1061 1061 T + R 1163 1650 1650 1650 0.0618 0.6430 0.7048 0.7048 EB RIGHT (R) 176 45 * LEFT (L) 109 109 30OO 1650 0.0150 0.0661 0.0661 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.85 D * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QU~P+QUARAMPR,CAP= CCTALOS Software ver. 2.35 by TJKI~ Transportation Consultants Condition: Existing PM Peak Hour 01/04/80 INTERSECTION Count Date 3 Tassajara Rd/Dublin Blvd Time CCTA METHOD RIGHT THRU LEFT ............ 7 434 ' 0 I <---- V -----> LEFT 56 I . 0 1 . 1 1 . 1 0 . 0 THRU 0 ---> 0.0 (NO. OF LANES) Peak Hour 4-PHASE SIGNAL I Split? N 0.0 --- 0 RIGHT 0.0<--- 0 THRU STREET NAME: Dublin Blvd RIGHT 778 N W+ E S 1.0 2.0 2.0 0.0 0.0 9 340 0 LEFT THRU RIGHT Split? N 0 LEFT SIG WARRANTS: Urb=Y, Rur=Y STREET NAME: Tassajara Rd ORIGINAL ADJUSTED MOVEMENT VOLUME VOLUME* CAPACITY NB THRU (T) 340 340 3300 LEFT (L) 90 90 3000 v/c RATIO 0.1030 0.0300 CRITICAL V/C 0.0300 SB RIGHT (R) 7 7 THRU (T) 434 434 T + R 441 1650 1650 1650 0.0042 0.2630 0.2673 0.2673 EB RIGHT (R) 778 729 * LEFT (L) 56 56 1650 1650 0.4418 0.0339 0.4418 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.74 C * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARPMEX, CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved - PM Peak Hour 01/04/80 INTERSECTION Count Date 3 Tassajara Rd/Dublin B!vd Time CCTA METHOD RIGHT THRU LEFT 43 532 0 I <---- V ----> LEFT 202 1 . 0 1 . 1 1 . 1 0 . 0 0 . 0 THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- RIGHT 815 --- 1.0 V N W + E S 2.0 2.0 0.0 0.0 <---- ^ ---> I 256 827 0 LEFT THRU RIGHT Split? N STREET NA~IE: Tassajara Rd Peak Hour 4-PHASE SIGNAL Split? N 0 RIGHT 0 THRU 0 LEFT STREET NAME: Dublin Blvd SIG WARRANTS: Urb=Y, Rur=Y ORIGINAL ADJUSTED V/C MOVEMENT VOLUME VOLUME* CAPACITY RATIO THRU (T) 827 827 3300 0.2506 LEFT (L) 256 256 3000 0.0853 CRITICAL V/C 0.0853 SB RIGHT (R) 43 43 1650 0.0261 THRU (T) 532 532 1650 0.3224 T + R 575 1650 0.3485 EB RIGHT (R) 815 674 * 1650 0.4085 LEFT (L) 202 202 1650 0.1224 0.3485 0.4085 TOTAL VOLUME-TO-CAPACITY RATIO: 0.84 INTERSECTION LEVEL OF SERVICE: D * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARPMAP,CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved+Project - PM Peak Hour 01/04/80 INTERSECTION 3 Tassajara Rd/Dublin Blvd Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 4-PHASE SIGNAL 64 670 0 LEFT 217 --- ^ I Split? N 0.0 --- 0 RIGHT THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU STREET NAME: Dublin Blvd RIGHT 815 --- 1.0 2.0 2.0 0.0 0.0 --- 0 LEFT N SIG WARRANTS: W + E 256 9 6 0 Urb=Y, Rur=Y S LEFT THRU RIGHT Split? N STREET NAME: Tassajara Rd ORIGINAL MOVEMENT VOLUME NB THRU (T) 926 LEFT (L) 256 ADjUSTED V/C CRITICAL VOLUME* CAPACITY RATIO V/C 926 3300 0.2806 256 3000 0.0853 0.0853 SB RIGHT (R) 64 THRU (T) 670 T+R EB RIGHT (R) 815 LEFT (L) 217 64 1650 0.0388 670 1650 0.4061 734 1650 0.4448 0.4448 674 * 1650 0.4085 0.4085 217 1650 0.1315 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.94 E * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARPMAP+QUARPMPR,CAP= CCTALOS Software ver. 2.35 by TJK~4 Transportation Consultants Condition: Existing+Approved+Project(Mitigated) PM Pk Hr 01/04/80 INTERSECTION Count Date CCTA METHOD 3 Tassajara Rd/Dublin Btvd Time LEFT 217 THRU 0 ---> 0.0 RIGHT 815 2.0 N W + E S RIGHT THRU LEFT 64 670 0 1.0 1.1 1.! 0.0 Peak Hour (NO. OF LANES) I Split? N 0.0 --- 0 RIGHT 0.0<--- 0 THRU 4-PHASE SIGNAL STREET NAME: Dublin Blvd 2.0 2.0 0.0 0.0 <----- ^ ----> 256 926 0 LEFT THRU RIGHT Split? N 0 LEFT SIG WARR3LNTS: Urb=Y, Rur=Y STREET NAME: Tassajara Rd SB ORIGINAL ADJUSTED MOVEMENT VOLUME VOLUME* THRU (T) 926 926 LEFT (L) 256 256 V/C CRITICAL CAPACITY~ RATIO V/C 3300 0.2806 3000 0.0853 0.0853 RIGHT (R) 64 64 1650 THRU (T) 670 670 1650 T + R 734 1650 0.0388 0.4061 0.4448 0.4448 RIGHT (R) 815 674 * LEFT (L) 217 217 3000 1650 0.2247 0.1315 0.2247 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.75 C * ADJUSTED FOR RIGHT TURiq ON RED INT=QUARRY,VOL=QUARPMAP+QUARPMPR, CAP= CCTAL©S SoftWare ver. 2.35 bY TJKM Transportation consultants Condition: Existing AM Peak Hour 01/04/80 INTERSECTION 4 Tassajara Rd/Gleason Road Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 36 445 0 I <--- v ---> I Split? N LEFT 4 --- 1.0 1.0 1.0 0.0 0.0 --- 0 RIGHT STREET NAME: THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU Gleason Road RIGHT 48 --- 1.0 1.0 1.0 0.0 0.0 --- 0 LEFT N SIG WARRANTS: W + E 216 151 0 Urb=N, Rur=N S LEFT THRU RIGHT Split? N .4-PHASE SIGNAL STREET NAME: Tassajara Rd 0RIGINAL~ ADJUSTED V/C CRITICAL MOVEMENT VOLUME VOLUME·* CAPACITY· RATIO V/C NB THRU (T) 151 151 1650 0.0915 LEFT (L) 216 216 1650 0.1309 0.1309 SB RIGHT (R) 36 32 * 1650 0.0194 THRU (T) 445 445 1650 0.2697 0.2697 EB RIGHT (R) 48 0 * 1650 0.0000 LEFT (L) 4 4 1650 0.0024 0.0024 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.40 A * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUARAMEX,CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved - AM Peak Hour 01/04/80 INTERSECTION 4 Tassajara Rd/Gleason Road Count Date Time Peak Hour CCTA METHOD RIGHT THRU LEFT 4-PHASE SIGNAL 58 854 0 <------ V ------> 1.0 1.0 0.0 ^ LEFT 35 --- 1.0 THRU 0 ---> 0.0 RIGHT 119 --- 1.0 !.0 1.0 0.0 Nv W + E 207 539 0 S LEFT THRU RIGHT Split? N (NO. OF LANES) STREET NAME: Tassajara Rd I split? N 0.0 --- 0 RIGHT 0.0<--- 0 THRU 0.0 --- 0 LEFT V STREET NAME: Gleason Road SIG WARRANTS: Urb=N, Rur=Y ORIGINAL VOLIIME MOVEMENT NB THRU (T) 539 LEFT (L) 207 SB RIGHT (R) 58 THRU (T) 854 EB RIGHT (R) 119 LEFT (L) 35 ADJUSTED V/C CRITICAL VOLUME* CAPACITY RATIO V/C 539 1650 0.3267 207 1650 0.1255 0.1255 854 16500. 176 0.5176 0 * 1650 0.0000 35 1650 0.0212 0.0212 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.66 B * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY, VOL=QUARAMAP, CAP= CCTALOS Software ver. 2.35 by TJKM Transportation Consultants Condition: Existing+Approved+Project - AM Peak Hour 01/04/80 INTERSECTION Count Date 4 Tassajara Rd/Gleason Road Time Peak Hour CCTA METHOD LEFT 35 RIGHT THRU LEFT 58 1116 0 ^ <--- ---2> v 1.0 1.0 1.0 0.0 l Split? N 0.0 --- 0 RIGHT THRU 0 ---> 0.0 (NO. OF LANES) 0.0<--- 0 THRU RIGHT 119 --- 1.0 1.0 1.0 0.0 0.0 --- N W + E 207 8 7 0 S LEFT THRU RIGHT Split? N 0 LEFT STREET NAME: Tassajara Rd' 4-PHASE SIGNAL STREET NA/~E: G!eason Road SIG WARRANTS: Urb=B, Rur=Y ORIGINAL ADJUSTED MOVEMENT VOLUME VOLUME* CAPACITY NB THRU (T) 897 897 1650 LEFT (L) 207 207 1650 V/C RATIO CRITICAL V/C 0.5436 0.1255 0.1255 SB RIGHT (R) 58 23 * 1650 THRU (T) 1116 1116 1650 EB RIGHT (R) 119 0 * 1650 LEFT (L) 35 35 1650 0.0139 0.6764 0.0000 0.0212 0.6764 0.0212 TOTAL VOLUME-TO-CAPACITY RATIO: INTERSECTION LEVEL OF SERVICE: 0.82 D * ADJUSTED FOR RIGHT TURN ON RED INT=QUARRY,VOL=QUAR3/z~XP+QUARAMPR,CAP=