HomeMy WebLinkAboutReso 210-04 Traffic Impact Fee
RESOLUTION NO. 210 - 04
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
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RESOLUTION ESTABLISHING A TRAFFIC IMPACT FEE
FOR FUTIJRE DEVELOPMENTS WITHIN THE DOWNTOWN AREA OF DUBLIN
WHEREAS, the City Council of the City of Dublin has adopted Chapter 7.82 of the Dublin
Municipal Code which creates and establishes the authority for imposing and charging a Transportation
Impact Fee; and
WHEREAS, the areas within the City of Dublin located west of Dougherty Road and the Iron
Horse Trail, as shown on Exhibit A hereto, are referred to in this resolution as the "Downtown Area"; and
WHEREAS, the City Council has adopted a General Plan; and
WHEREAS, the City Council has adopted three specific plans (the Downtown Core Specific Plan,
the West Dublin BART Specific Plan, and the Village Parkway Specific Plan) for certain areas within the
Downtown Area (the "Specific Plans"); and
WHEREAS, the General Plan and Specific Plans provide specific detailed goals, policies and
action programs for land within the Downtown Area, and show future uses in the Downtown Area; and
WHEREAS, a Negative Declaration ("ND") was prepared for the Specific Plans and certified by
the City Council on December 19, 2000, by Resolution No. 226-00 and has been considered by the City
Council; and
WHEREAS, the ND describes certain road improvements necessary for implementation of the
Specific Plans; and
WHEREAS, the ND assumes that certain traffic improvements would be made and that
development within the Downtown Area would pay its proportionate share of such improvements; and
WHEREAS, the ND describes the impacts of contemplated future development on existing public
facilities in the areas of the Downtown Area included within the Specific Plans through the year 2010, and
contains an analysis of the need for new public facilities and improvements required by future development
within such areas of the Downtown Area; and
WHEREAS, the purpose of the adoption of the fee program as it relates to development within the
entire Downtown Area is to obtain funds for capital projects necessary to maintain service within the
existing service areas; that the City's transportation system is currently adequate for the existing level of
development in the Downtown Area, based on the General Plan level of service standard; that the fee will
be used to maintain acceptable service levels with additional traffic from new development; and that no
existing deficiencies have been found to exist in the study area. As such, the fee as it relates to
development within the Downtown Area is not a "project" within the meaning of CEQA (Public Resources
Code section 21080(b)(8)(D)); and
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WHEREAS, a study was prepared for the City of Dublin by TJKM Transportation Consultants in
a document dated November 7, 2002, entitled "Downtown Dublin Traffic Impact Fee" (hereafter "Study"),
which is attached hereto as Attachment B-2 to Exhibit B; and
WHEREAS, an update memorandum to the Study (hereafter "Memorandum"), attached hereto as
Exhibit B, calculated a Downtown Dublin Traffic Impact Fee (hereafter "Downtown TIF" or "Fee") per
daily trip to be imposed on developers, based on the expected traffic growth within the Downtown Area
due to future development and the estimated cost of roadway improvements to accommodate this traffic
growth; and
WHEREAS, a report was prepared by the City of Dublin in a document dated July 2004 entitled
"Downtown Traffic Impact Fee Improvements, Cost Estimates and Diagrams" (hereafter "Report") which
is attached hereto as Exhibit C; and
WHEREAS, the Memorandum, Study and Report set forth the relationship between future
development in the Downtown Area, the needed improvements and facilities, and the estimated costs of
those improvements and facilities; and
WHEREAS, the Memorandum, Study and Report were available for public inspection and review
for ten (10) days prior to this public hearing; and
WHEREAS, the City Council finds as follows:
A. The purpose of the Fee is to finance public improvements and facilities needed to mitigate
the traffic-related impacts caused by future development in the Downtown Area. The public improvements
and facilities are listed in Table B-3 of the Memorandum and are hereafter defined and referred to as
"Improvements". The Improvements are needed to accommodate new development projected within the
Downtown Area and development within the Downtown Area will pay its fair and proportional share of
such Improvements with the implementation of this Fee. The Improvements are all necessary to
accommodate new development projected within the region, including potential developments within the
Downtown Area, as listed on Table B-2 of the Memorandum. However, if there are later changes in the
projections and development in the region, one or more of the Improvements may not be necessary and
alternative Improvements may be required. Such alternative Improvements are included in the definition of
Improvements to the extent development in the Downtown Area contributes to the need for such
Improvements, and the proceeds of the Fee may be used to fund such alternate Improvements.
B. The fees collected pursuant to this resolution shall be used to finance the Improvements.
C. After considering the Memorandum, the Study, the Report, the Agenda Statement
(including Background Documents), the ND, General Plan, Specific Plans, all correspondence received and
the testimony received at the noticed public hearing held on October 19, 2004 (hereafter the "record"),
the City Council approves and adopts the Memorandum, the Study and the Report and incorporates each
herein, and further finds that future development in the Downtown Area will generate the need for the
Improvements and the Improvements are consistent with the Specific Plans, and the City's General Plan.
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D. Adoption of the Fee as it relates to development within the Downtown Area is to obtain
funds for capital projects necessary to maintain service within the existing service areas; that the City's
transportation system is currently adequate for the existing level of development in the Downtown Area,
based on the General Plan level of service standard; that the Fee will be used to maintain acceptable service
levels with additional traffic from new development; and that no existing deficiencies have been found to
exist by the Study (see Study, Table 1). As such, the Fee as it relates to development within the
Downtown Area is not a "project" within the meaning of CEQA (Public Resources Code section
21080(b)(8)(D)); and
E. The record establishes:
1. That there is a reasonable relationship between the need for the Improvements and
the impacts of the types of development for which the corresponding Fee is charged in that new
development in the Downtown Area, both residential and non-residential, will generate traffic which
contributes to the need for the Improvements; and
2. That there is a reasonable relationship between the Fee's use (to pay for the cost of
the Improvements) and the type of development for which the Fee is charged in that all development in
Downtown Area, both residential and non-residential, generates or contributes to the need for the
Improvements; and
3. That there is a reasonable relationship between the amount of the Fee and the cost
of the Improvements or portion thereof attributable to development in the Downtown Area in that the Fee
is calculated based on the number of trips projected to be generated by specific types of land uses in excess
of the number of existing trips, the total cost to construct the Improvements, and the percentage by which
development within the Downtown Area contributes to the need for the Improvements; and
4. That the cost estimates set forth in the Memorandum and Report are reasonable cost
estimates for constructing the Improvements and the Fees expected to be generated by future development
will not exceed the projected costs of constructing the Improvements; and
5. The method of allocation of the Fee to a particular development bears a fair and
reasonable relationship to each development's burden on, and benefit from, the Improvements to be funded
by the Fee, in that the Fee is calculated based on the number of vehicle trips each particular development
will generate.
NOW, THEREFORE, the City Council of the City of Dublin DOES RESOLVE as follows:
1. Definitions
a. "Downtown Area" shall mean all property in the City of Dublin located west of
Dougherty Road and the Iron Horse Trail, as shown on Exhibit A hereto.
b. "Improvements" shall include those transportation improvements as described in
Table B-3 of the Memorandum. "Improvements" shall also include comparable alternative improvements
and facilities should later changes in projections of development in the region necessitate construction of
such alternative improvements; provided that the City Council later determines (1) that there is a
reasonable relationship between development within the Downtown Area and the need for the alternative
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improvements, (2) that the alternative improvements are comparable to the improvements in the
Memorandum and Report, and (3) that the revenue from the Fee will be used only to pay the Downtown
Area development's fair and proportional share of the alternative improvements.
c. "Low Density Dwelling Unit" shall mean a dwelling unit, as defined in the Uniform
Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed on property
designated by the General Plan or applicable Specific Plan for up to 6 units per acre.
d. "Medium Density Dwelling Unit" shall mean a dwelling unit, as defined in the
Uniform Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed on
property designated by the General Plan or applicable Specific Plan for 6.1 units per acre to 14 units per
acre.
e. "Medium/High Density Dwelling Unit" shall mean a dwelling unit, as defined in the
Uniform Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed on
property designated by the General Plan or applicable Specific Plan for 14.1 units per acre to 25 units per
acre.
f "High Density Dwelling Unit" shall mean a dwelling unit, as defined in the Uniform
Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed on property
designated by the General Plan or applicable Specific Plan for over 25 units per acre.
g. "Second Dwelling Unit" shall mean a dwelling unit, as defined in the Uniform
Building Code (UBC) and adopted by the City of Dublin, constructed or to be constructed as specified in
Chapter 8.80 (Second Units Regulations) of the City of Dublin Zoning Ordinance.
2. Traffic Impact Fee Imposed
a. A Downtown Traffic Impact Fee ("Fee") shall be charged and paid for construction
of each Low Density Dwelling Unit, Medium Density Dwelling Unit, Medium/High Density Dwelling Unit,
High Density Dwelling Unit, and Second Dwelling Unit within the Downtown Area when the Certificate of
Occupancy for the unit is issued, except that, from and after the date the City Council approves a Capital
Improvement Program for the Improvements, the Fee shall be paid by the date that the building permit is
issued for any such unit.
b. A Fee shall be charged and paid for additions to existing residential buildings or
structures that result in an increase in the number of dwelling units.
c. A Fee shall be charged and paid for construction of new non-residential buildings or
structures within the Downtown Area by the date that the building permit is issued for such building or
structure, except where the building or structure will require a later stage of discretionary approval by the
City before it can be occupied, in which case, with the approval of the Public Works Director, the Fee for
that building or structure may be deferred for payment to the date the City makes the last discretionary
approval which is required prior to occupancy.
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d. A Fee shall be charged and paid for additions to existing non-residential buildings or
structures that result in an increase of 500 square feet of operational space or more to the building or
structure. The Fee shall be paid at the time of issuance of the building permit for such additions.
e. A Fee shall be charged and paid for changes to existing land uses, businesses and/or
tenants that require discretionary approval by the City (i.e., Site Development Review, Conditional Use
Permit, Tentative Map, Rezoning, Specific Plan Amendment or adoption, General Plan Amendment), if the
new use is expected to create a net increase of 100 trips or more during the AM or PM peak hour. AM
and PM peak hour trips for existing and proposed land uses will be based upon the appropriate trip
generation rate as determined by the City of Dublin Public Works Director.
3. Amount of Fee
The amount of the Fee shall be as set forth on Exhibit D (Downtown Traffic Impact Fee
Schedule) attached hereto and incorporated by reference. The Director of Public Works shall determine
the estimated weekday vehicle trip generation rate for any use not specifically listed on Exhibit D.
4. Minimum Trips Required for Fee and Credit for Existing Trips
Notwithstanding Section '2.e.', no Fee will be imposed unless the development will
generate 100 or more AM or PM peak hour trips. The Public Works Director will determine peak hour
trips based upon trip generation rates obtained from ITE Trip Generation, SANDAG Traffic Generators,
or other sources, as deemed appropriate.
In calculating whether the development will generate 100 or more AM or PM peak hour
trips, credit will be given for daily trips generated by an existing land use, or by the most recent land use if
the site has been vacant for a period of three years or less prior to the date when a project application is
filed with the City.
5. Exemptions From Fee
a. Total Exemption.
The following types of development will be exempt from payment of Fees:
(1) Any alteration or addition to a residential building or structure, except when
a second dwelling unit is added to a single-family unit, or an additional unit is added to an existing multi-
family building.
(2) Any alteration or addition to a non-residential building or structure, except
when the project results in an increase of 500 square feet of operational space or more to the building or
structure.
(3) Any replacement or reconstruction of an existing residential building or
structure that has been destroyed or demolished, provided that the building permit for reconstruction is
obtained within three (3) years after the building was destroyed or demolished, unless the replacement or
reconstruction increases the number of units.
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(4) Any replacement or reconstruction of an existing non-residential building or
structure that has been destroyed or demolished, provided that the building permit for new reconstruction
is obtained within three (3) years after the building was destroyed or demolished and the reconstructed
building would not increase the destroyed or demolished building's trips based on the "Estimated Weekday
Vehicle Trip Generation Rate" listed on Exhibit D to this Resolution as applied to the original building.
(5) Any residential or non-residential building or structure constructed on
property on which a building or structure was demolished for which the Fee or a traffic mitigation
contribution has been paid within the prior twenty year period, provided the exemption shall be in the
amount of the previously-paid Fee or traffic mitigation contribution only, and the applicant shall pay any
additional amount based on the then-current Fee. The new development shall not accrue any unused credit
or reimbursement rights, in the event that the replacement project would result in a lower Fee.
b. Partial Exemption. A partial exemption will be granted based on prior Fees or a
traffic mitigation contribution paid in the situation of a change in the type of use as described below:
If within 20 years of paying the Fees or a traffic mitigation contribution for a specific
development project, the project is demolished and replaced by a new type of development, an exemption
from payment of the Fee will be given for up to the amount which was paid by the prior development
project. The new development shall not accrue any unused credit or reimbursement rights, in the event
that the replacement project results in a lower Fee.
6. Use of Fee Revenues
a. The revenues raised by payment of the Fee shall be placed in a separate Downtown
TIF Fund ("Fund"). A Fund account shall be used to account for such revenues, along with any interest
earnings on the account. Any traffic mitigation contributions made previously or committed to be paid by
approved development projects within Downtown Dublin will be combined into the Fund account, along
with any interest earnings. The Fee revenues (and interest) will be used for the following purposes:
(1) To pay for design, engineering, right-of-way acquisition and construction of
the Improvements and reasonable costs of outside consultant studies related thereto;
(2) To reimburse developers who have designed and constructed Improvements,
the cost of which is greater than their applicable TIF; and
(3) To pay for and/or reimburse costs of program development, program
updates, and ongoing administration of the Fee program.
b. Fees in the Fund account shall be expended only for the Improvements and only for
the purpose for which the Fee was collected.
7. Standards
The standards upon which the needs for the Improvements are based are the standards of
the City of Dublin, including the standards contained in the General Plan and Specific Plans.
8. No Existing Deficiencies
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The City Council determines that there are no existing deficiencies within the Downtown
Area and that the need for the Improvements in the Memorandum, Study and Report is generated entirely
by new development within the Downtown Area, and therefore, the Memorandum has determined the
proportionate share of the cost of the Improvements for which development within the Downtown Area is
responsible.
9. Periodic Review
a. During each fiscal year, the City Manager shall prepare a report for the City
Council, pursuant to Government Code Section 66006, identifying the balance of fees in each account.
b. Pursuant to Government Code Section 66002, the City Council shall also review, as
part of any adopted Capital Improvement Program each year, the approximate location, size, time of
availability and estimates of cost for all Improvements to be financed with the Fee. The estimated costs
shall be adjusted in accordance with appropriate indices of inflation. The City Council shall make findings
identifYing the purpose to which the existing Fee balances are to be put and demonstrating a reasonable
relationship between the Fee and the purpose for which it is charged.
10. Subsequent Analysis of the Fee
The Fee established herein is adopted and implemented by the City Council in reliance on
the record identified above. The City will continue to conduct further study and analysis to determine
whether the Fee should be revised. When additional information is available, the City Council shall review
the Fee to determine that the amounts are reasonably related to the impacts of development within the
Downtown Area. The City Council may revise the Fee to incorporate the findings and conclusions of
further studies and any standards in the Specific Plans and General Plan, as well as increase due to inflation
and increased construction costs. The City will evaluate land values through an appraisal at least every
three (3) years.
11. Automatic Increase in Fees
The purpose of this Section is to provide for annual adjustments of the Fee for inflation,
beginning July 1, 2005 and each July thereafter.
The Fee shall be adjusted based on the change in construction costs and land acquisition
costs, using the percentage increase/decrease in the two indicators described in subsections (a) and (b)
below. Those adjustments shall be applied to the Fee rate based on the relative allocation among the cost
estimate for construction of improvements and acquisition of land included in the Report. Based on the
information contained in Table C-l (Cost Allocation Summary for TIF Improvement Projects) of the
Report, 72.5% of the cost estimate is attributable to construction, and 27.5% to land acquisition.
Accordingly, the construction cost indicator shall be weighted 72.5% and the land cost indicator 27.5%.
a. Construction Cost. Annually each July, the City Manager shall adjust the cost of
construction of the Improvements, as shown on Table C-l of the Report, by increasing/decreasing such
construction cost by the annual percentage increase/decrease reached by comparing the Engineering News
Record Construction Cost Index (20-city average) for the prior March or April over the same Construction
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Cost Index for the same month for the prior year. The City Manager may round the adjusted
Improvements construction cost to whole dollars.
b. Land Acquisition Cost. Annually each July 1, the City Manager shall adjust the cost
of acquiring real property interests for the Improvements, as shown on Table C-l of the Report, by
calculating the percentage change in land cost per acre within the City, based on a comparison of the most
recent appraisal (prepared for the City for the purpose of adjusting development impact fees) and the
immediately preceding appraisal (prepared for the City for the purpose of adjusting the Fee and using the
same methodology). The City Manager may round the adjusted Improvements land acquisition cost to
whole dollars.
c. Total Annual Fee Adjustment. Annually each July 1, the City Manager shall adjust
the Fee by applying the total annual Fee adjustment for that year to the prior year's Fee. The total annual
Fee adjustment shall be reached by apportioning the adjustment in construction cost and land acquisition
cost calculated according to this Section according to the percentage each cost comprises of the whole
Fee.
12. Administrative Guidelines
The City Council may, by resolution, adopt administrative guidelines to provide procedures
for credit, reimbursement, or other administrative aspects of the Fee. The amount of any credit or
reimbursement shall be determined by the Public Works Director using the costs of construction and value
of right-of-way used by the City in calculating and establishing the Fee. The amount of any credit or
reimbursement, once established, shall not be increased for inflation nor shall interest accrue on such
amount. No credit or reimbursement shall be given unless the improvements constructed are the
Improvements described herein. Reimbursement shall only be ftom revenues raised by payment of the Fee.
13. Effective Date
This resolution shall become effective immediately. The Fee provided in Sections 2 and 3
of this resolution shall be effective sixty (60) days from the effective date ofthe resolution.
14. Severability
Each component of the Fee and all portions of this resolution are severable. Should any
individual component of the Fee or other provision of this resolution be adjudged to be invalid and
unenforceable, the remaining provisions shall be and continue to be fully effective, and the Fee shall be fully
effective except as to that portion that has been judged to be invalid.
PASSED, APPROVED AND ADOPTED this 19th day of October, 2004.
AYES:
NOES:
ABSENT:
ABSTAIN:
Councilmembers McCormick, Oravetz, Sbranti and Zika, and Mayor Lockhart
None
None
None
ATTEST:
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Exhibit B
City of Dublin
Downtown Dublin Traffic Impact Fee
Study Update Memorandum
Prepared by Public Works Department
September 2004
In 2002, the City of Dublin commissioned the consulting finn of TJKM Transportation
Consultants to prepare a Downtown Dublin Traffic Impact Fee study ("TIP Study") for
the purpose of establishing a funding program that will enable the City to construct
roadway improvements in a timely manner to support traffic growth due to new
development in downtown Dublin. The traffic study was completed in November 2002.
The traffic study analyzed AM and PM peak hour levels of service at key intersections in
the Downtown Area under existing and buildout traffic conditions. This analysis was
conducted in a manner consistent with a previous comprehensive traffic study for the
Village Parkway. Downtown Core. and West Dublin BART Specific Plans, which was
completed in September 2000 by the consulting firm of Omni-Means Engineers and
Planners.
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The TIP Study evaluated traffic impacts associated with potential future development
based on the City of Dublin General Plan and the Downtown Specific Plans. The study
also identified roadway improvement projects that are needed to mitigate traffic impacts
from such new development in downtown Dublin. These improvements are consistent
with the improvements identified in the Downtown Specific Plans traffic study and other
recent traffic studies for proposed development projects in the Downtown Area.
A Downtown TIP rate was also calculated, as part of the TIF Study, by dividing the
estimated number of trips associated with potential development in the study area into the
unfunded cost of the proposed improvements.
The purpose of this update memorandum is to report the findings of the City of Dublin
Traffic Engineer who reviewed the TIP Study along with other recent traffic studies in
the Downtown Area.
Adeauacy of the TIF Study
No changed circumstances that could potentially result in new significant impacts or
additional mitigation improvements have occurred in the study area since the TIF Study
was completed in November 2002. In general, the intersection level of service analysis
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and roadway improvements listed in this study remain consistent with the findings of
other recent traffic studies in the Downtown Area, and no additional downtown
improvements, other than those described in the TIP Study, have been identified to date
by the City.
Table 4 of the TIP Study listed the intersections of Dublin Boulevard/Dougherty Road,
Dublin Boulevard! Amador Plaza Road, and Dublin Boulevard/San Ramon Road as
operating worse than LOS D during the AMlPM peak hours under buildout conditions,
despite all of the planned improvements possible at these intersections. LOS was re-
analyzed at these locations as part of a recent traffic study for the proposed Scarlett Court
Specific Plan, draft report prepared by Omni-Means, July 12, 2004, using new traffic
counts and an updated land use/traffic model. This traffic study was based upon the same
land use assumptions that were used for the TIP Study Update presented below. The City
Traffic Engineer reviewed the Omni-Means study and, in his professional judgment, it is
appropriate to use this study as the basis for updating the LOS analysis at Dublin
Boulevard/Dougherty Road, Dublin Boulevard! Amador Plaza Road, and Dublin
Boulevard/San Ramon Road.
The updated LOS calculations from the Omni-Means study are reported in Table B-1 of
this memorandum and suggest that the intersections of Dublin Boulevard/Amador Plaza
Road and Dublin Boulevard/San Ramon Road would operate at acceptable levels of
service at buildout with the planned intersection improvements.
The TIP Study projected the Dublin Boulevard/Dougherty Road intersection to operate at
LOS F during both the AM and PM peak hours under buildout conditions, with a volume-
to-capacity (V/C) ratio of 1.05 and 1.18, respectively (see Table 4 of the TIP Study).
However, the updated build91.1t LOS analysis (Omni-Means, July 12, 2004) shows this
intersection operating at an unacceptable level of service (LOS Fwith a 1.02 V/C ratio)
only during the PM peak hour, assuming the Scarlett Court Specific Plan area is
redeveloped to accommodate auto-related uses. During the AM peak hour, the Dublin
Boulevard/Dougherty Road intersection would operate at an acceptable level of service
according to the updated analysis, as shown in Table B-1 of this memorandum.
Additional improvements to reduce the Dublin Boulevard/Dougherty Road intersection
impacts to an acceptable LOS (D or better) would require adding a fourth northbound left
turn lane and other improvements. Allowing four lanes of traffic to perfonn a left turn
movement simultaneously would raise major concerns regarding the safety of such an
operation. In addition, these additional improvements to reduce this impact are not
feasible given the physical constraints at the Dublin Boulevard/Dougherty Road
intersection. Adjacent properties to the intersection are either built out or approved by
the City Council for development, and efforts are now being made to acquire additional
right-of-way to implement the planned improvements in the near future as a Capital
Improvement Program (CIP) project.
The City will monitor the intersection of Dublin Boulevard/Dougherty for peak hour
volumes on a periodic basis and continue to obtain updated volume forecasts for future
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horizon years (i.e., Year 2025). Such monitoring will be done to assist the City in
complying with General Plan Policies requiring implementation of transportation
measures to improve levels of service. In addition, current and future phases of the 1-580
Smart Corridor Project (Le., state-of-the-art systems deployment for traffic monitoring,
incident management, and regional traffic coordination among the cities of Dublin,
Livennore and Pleasanton, Alameda County, and Caltrans) would likely relieve some
congestion at the Dougherty Road/Dublin Boulevard intersection through ITS (Intelligent
Transportation Systems) measures and discourage traffic from diverting off the freeway
due to congestion or incidents.
Levels of service at all other intersections covered by the TIF Study would remain
acceptable under buildout conditions according to recent traffic studies. Therefore, since
the City has identified no additional impacts in the Downtown Area beyond those
described in the TIP Study, traffic impacts and mitigation measures discussed in the TIF
Study are still adequate, and no additional analysis is required.
Most of the approved development projects listed on Tables 2A and 3A of the TIF Study
have been constructed and occupied since the TIF Study was completed in November
2002. Field observations suggest that actual peak hour trip generation ITom these projects
appears to be consistent with the forecasts listed on Tables 2A and 3A. Therefore, no
need exists to update these tables since no additional peak hour traffic impacts have been
identified in the Downtown Area beyond those described in the TIF Study.
While the level of service analysis conducted in the TIF Study remains adequate, the TIF
calculations presented in the TIF Study should be updated to reflect current City
projections regarding potential development projects in downtown Dublin and up-to-date
cost estimates to implement the recommended improvements. A discussion of the TIF
Study update follows.
TIF Study Update
Table B-2 of this memorandum replaces Table 2 (Description of Poten[žal Development
Projects: TIF Related Trip Generation) and Table 3 (Potential Development Projects -
Land Use Assumptions & Trip Calculations) of the TIF Study and reflects the anticipated
net increase in downtown trips based on current land use projections for buildout
conditions in downtown Dublin. As shown in Table B-2, the total number of daily trips
that will be subject to the Downtown TIF is estimated to be 38,885 trips. These trips
were calculated based on trip generation rates listed for various land use categories in
Exhibit D to the Downtown TIP Resolution.
This memorandum lists specific development sites within the Downtown Area for which
developments have been proposed (e.g., approved but unbuilt or pending developments),
or for which future development is likely to occur, based on the adopted General Plan and
Specific Plan land uses. (Table B-2.) The six sites or areas are those that the City staff
believes are likely to develop within the next 10 years. In addition, development could
occur at other, unspecified locations within the Downtown Area under the General Plan
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and, hence, trips from this "unspecified locations" development are included on Table B-
2. Development on "unspecified locations" could occur in the fonn of new construction,
additional construction or building expansion, or changes in existing land uses/tenants
requiring discretionary action for approval. The City staff estimate that unspecified
locations development could generate as much as 15% of the total estimated trips for the
specific development sites, based on commercial expansion potentials that exist in certain
parts of the Downtown Area.
The expected increase in traffic for each specific development site and for unspecified
locations development (until buildout) was then calculated. These developments and the
expected incremental traffic increase (above traffic generated by existing uses in the
Downtown Area) are listed in Table B-2. Two of the specific developments listed on
Table B-2 (7197 Village Parkway and Valley Christian Center Expansion) have been
approved and conditioned to pay the applicable Downtown traffic impact fee at the time
of issuance of the building pennit(s), if it is in effect.
The TIP Study used trip generation rates from Institute of Transportation Engineers (ITE)
Trip Generation, 6th Edition, for the AM and PM peak hour LOS analysis. ITE Trip
Generation is widely used in the United States as a valuable resource to estimate typical
trip generation trom various land uses during the AM and PM peak commute hours. The
TIP Study also used ITE Trip Generation to estimate daily trips that would be subj ect to
the TIP (see Tables 2 and 3 of the TIP Study) mainly for the purpose of maintaining
consistency with ITE standards when estimating daily trip generation.
In contrast, Table B-2 of this memórandum, which supersedes Tables 2 and 3 of the TIP
Study, utilizes, for the most part, daily trip rates from San Diego Association of
Governments (SANDAG) Traffic Generators to estimate net daily trips from potential
development in the Downtown Area. ITE trip rates are used in Table B-2 on a limited
basis only to supplement SANDAG trip rates as appropriate. In general, even though
SANDAG may yield higher daily trip generation estimates than ITE, it is appropriate in
the judgment of the City Traffic Engineer to use SANDAG trip rates as the basis for
estimating net daily trips that would be subject to the TIP. This is because SANDAG trip
generation data are strictly based on surveys conducted at traffic generators within the
San Diego County area and, therefore, are representative of daily trip-making
characteristics found in urban and suburban areas in California, including the San
Francisco Bay Area. In addition, it is important to maintain consistency with the Eastern
Dublin TIP program, which also utilizes, for the most part, SANDAG Traffic Generators
to estimate TIP related daily trips, in addition to supplementary ITE trip rates, which are
used on a limited basis only.
It should be noted that in the Fee schedule for the Eastern Dublin TIF, non-fast food
restaurants, bar/tavern, and bank/savings & loan uses were designated to pay the Fee at
the appropriate shopping center trip rate and not the individual trip rate for each use.
This is because, to date, the development of such uses in Eastern Dublin has been
included as part of a larger shopping center or retail/strip commercial development, and
future development of such uses in this area are expected to continue to occur in the same
4
manner. In other words, these uses are not expected to be developed as stand-alone sites
in Eastern Dublin based on planned commercial development in this area.
In contrast, in the case ofthe Downtown TIF, it is proposed that the above uses pay at the
individual trip rate if the site is a stand-alone use, or at the appropriate shopping center
trip rate if the land use is part of a larger shopping center, as shown on Exhibit D to the
Downtown TIP Resolution. This is because, in some cases, these uses already exist in the
Downtown Area as stand-alone sites, and such uses may continue to develop on existing
stand-alone sites in this area.
As a result of updating the list of potential developments taken from the TIP Study
(Tables 2 and 3) and using SANDAG trip generation rates for the study update analysis,
the net daily trips that will be subject to the TIP have increased from the TIP Study's
estimate of 27,712 daily trips to 38,885 daily trips, as shown on Table B-2 of this
memorandum.
Similarly, Table B-3 of this memorandum replaces Table 5 (Description and Cost of
Downtown TIF Improvements) and Table 6 (Downtown Dublin Traffic Impact Fee,
Existing Funding Sources) of the TIP Study and reflects up-to-date cost estimates for the
proposed roadway improvements. As shown in Table B-3, the estimated total cost of
improvements is $8,711,298, including $3,419,020 that will be funded using available
funding sources, based on infonnation obtained from the Finance Division. This will
leave $5,292,278 (i.e., $8,711,298 - $3,419,020) in improvement costs, to be funded by
the Downtown TIP.
It is noted that the total cost estimate of improvements has dropped from $10,13 9,480 in
the TIP Study (Table 5) to $8,711,298 in the Memorandum (Table B-3) even though the
estimated costs for individual projects have risen in most cases since 2002. The main
reason for this drop in the total cost estimate is that the entire segment of S1. Patrick Way
Extension (1,200') between Golden Gate Drive and Regional Street was assumed to be a
TIP improvement in the TIP Study, while the limits of this improvement were reduced in
the Memorandum to only include the easterly 400' portion of the extension near Golden
Gate Drive. The remaining westerly 800' segment of the S1. Patrick Way Extension will
be constructed as part of project mitigation improvements specified in a development
agreement for an approved mixed-use development in the area.
A cost estimate summary report for the proposed improvements is included herein as
Attachment B-1. Detailed cost estimates for the improvements are also provided in
Exhibit C to the Downtown TIP Resolution. The cost estimates were prepared by City
Staff in July 2004.
TIF Calculation
The downtown TIP amount per trip was detennined by dividing the total unfunded cost
of roadway improvement projects by the trips associated with growth in the study area
(see Table B-4 of this memorandum). As shown in Table B-4, it is proposed that the TIP
5
amount be equivalent to $136 per daily trip. The Downtown TIP for a prospective
development is calculated by multiplying the expected daily trip generation by $136,
using the appropriate trip generation rate(s) from Exhibit D to the Downtown TIP
Resolution.
In general, it is common practice to use projected AM and PM peak hour trips from
potential development to size roadway improvements, such as the number of lanes for
particular movements and stacking capacity for turn lanes at intersections, as needed to
support additional traffic demand from the new development. AM/PM peak commute
periods (Le., 7:00'-9:00 a.m. and 4:00-6:00 p.m.) typically represent the highest traffic
volume periods and are most appropriate for purposes of conducting LOS analysis and
determining future roadway improvements.
On the other hand, it is appropriate to use projected daily trips from potential
development to charge the Fee, because daily trips would accurately reflect additional
traffic from land uses, which might peak during the day at times other than the typical
AM/PM peak commute periods. Daily trips would insure that the Fee is distributed
equitably among all development projects based on trip generation on a typical weekday.
G:\Downtown TIF\2004 Downtown TIFIFina/\study update memoßnal.DOC
,....'
6
Table B-1
Peak Hour Intersection Level of Service Update - Buildout Conditions
Dublin Boulevard/Dougherty Road
Dublin Boulevard! Amador Plaza Road
Dublin Boulevard/San Ramon Road
D (0.84)
A (0.49)
B (0.69)
F (1.02)
C (0.72)
D (0.84)
Source: Omni-Means Engineers & Planners, Transportation and Circulation Impacts for the Proposed
Scarlett Court Suecific Plan, City of Dublin, Draft Report, July 12, 2004.
, .
".
G:\Downtown TlF\2004 Downtown TIFlFinallTable 8-1 LOS
10/4/2004
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Table B-3
Description and Cost of Downtown TIF Improvements
,~!lf~I~I"i:II~111' ~
I St. Patrick Way Extension $1,587,921
2 Golden Gate Drive Widening $2,773,285
3 Dublin BlIOolden Gate Dr Intersection Improvements $520,546
4 Dublin BlI Amador Plaza Rd Intersection Improvements $1,182,241
5 Dublin BlIDougherty Rd Intersection Improvements $1,593,885
6 San Ramon RdtDublin BI Intersection Improvements $1,003,420
TIP Report Update $50,000
TOTAL IMPROVEMENT COST $8,71 1;298
i¡!¡J!¡¡~ii¡J1¡ii;:·i~·¡!i:;~.;:1¡::!:;¡¡:~!::!:!:;;1i::!:!!¡¡;!¡::!:::¡!¡¡i::_~ÎIII¡¡IIII~II!i!IIIIII:!i¡¡:1;i::::¡¡:¡1¡:¡¡:'!i:1~!¡¡:¡¡~i:i¡¡::!:¡:¡¡~::::¡:i~i¡¡;;i1iii:;:¡;::!:::¡:IIIIII¡I'tlll~~i::¡Jii
Developer Contributions as of 6130/04 (including Interest)
($1,749,708)
($1,396,312)
1-58011·680 Interchange Reimbursement (including Interest)
BART
($273,000)
TOTAL FUNDS AVAILABLE
($3,419,020)
G:\Downtown TIA2004 Downtown TIAFinaJITable B-3 TIF improvement costs
10/4/2004
Table B-4
Downtown Traffic Impact Fee Calculation
Total Unfunded Cost ofImprovements Associated with Downtown Traffic Growth $5,292,278
Total Number of Daily Trips Added by Downtown Growth 38,885
G; \Downtown TIF2004 Downtown TIF1Final\ Table B-4 TIP calculation 10/4/2004
Attachment B-1
Roadway Improvement Cost Estimate Summary
"i.
~,
Downtown TIF - Cost Estimate Summary
Totals for TIF Share
$ 807,000
Subtotal $ 807,000
$ 522,130
Subtotal $ 522,130
$ 258,791
$
1,587,921
Totals for TIF Share
$ 1,543,060
Subtotal $ 1,543,060
$ 513.249
$ 76,987
Subtotal $ 590,236
$ 426,659
$ 213,330
Total 2,773,285
Totals for TIF Share
$ 263,800
Subtotal $ 263,800
$ 118,800
$ 17,820
Subtotal $ 136,620
$ 80,084
$ 40,042
Total $ 520,546
G:\Downtown TIF\2004 Downtown TIFIFina/\Cost Ëstimata SUmmaI)'
Page 1 of 3, 10/4/2004
I
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_:'",=~~::~~g~i:I,;::!~;~~.ii1!;täi1e$:!ie::"!\:f:tf,0r:¡)E!;~';Jflf\'l,Ii;",'¡¡';i/!iljiit":iWi¡".;¡ij jW\~,::(i~:!~:::'u~si6Æ! /i\V .'\:',
.....8 J~ ., ......nø u Ii
Totals for TIF Share
Intersection Improvements
Dublin Boulevard - Eastbound Riaht Turn Lane@Amador Plaza Road
Amador Plaza Road· Southbound Richt Turn Lane @ Dublin Boulevard
Dublin Boulevard - Westbound Widenino West of Amador Plaza Road
Dublin Boulevard - Westbound AODroach Restrioing
Subtotal $ 701,830
Riaht-of-Wav
West Leo (Both Sides), North Lea (West Side) $ 180,510
Condemnation Contlnoencv (c!¡15% $ 27,077
Subtotal $ 207,587
City Administration, Desion, Construction Manaoement, ROW Acquisition, 20% $ 181,883
Continaencv (lmorovement, Right-of-WaY\ 1 0% $ 90,942
Total $ 1,182,241
1;.;' ""...- "-'¡¡¡~ij'_'Ji iii!
,. ';:':,'; :; :~::'~·ji'~!:~'i\):;.¡~:'~ ~;~~~Kri;: ;i¡¡¿¡1%!:J5\ii~dtt¡mûr"tWlii'!i!!ii¡ãti,ID!¡:.dî!lffl~f¡tUl¡ijj.¡,fdt;A;11~RoUtiÄi:)ÌiÎ'I':OåCW.Ø.
:;'.:\
~lüd.i$'r'Widerl¡nâmgmin~livjr:di:,tØ'i.:$IX}gänêe'j:'iDlÛ~l'ìet1:iJ,1:RdiîØ\ii)"$iijrrâ'iiP ....,..,.....
Totals for TIF Share
Civil Improvements
Douahertv Road, Houston Place to Dublin Boulevard (Seoment 3 per Eastern Dublin TIF) $ 343,850
DOLJohertv Road, Dublin Boulevard to 1-580 Off-Ramo (Seament 4 oer Eastern Dublin TIF) $ 2,528,300
Dublin Boulevard, Sierra Court to Douohertv Road (Seament 6 per Eastern Dublin TIF) $ 1,990,700
Dublin Boulevard, Douaherty Road to Southern Pacific RfW (Seament 7 per Eastern Dublin TIF) $ 948,620
Subtotal $ 5,811,470
Riaht-of-Wav
Douahertv Road, Houston Place to Dublin Boulevard (Seament 3 per Eastern Dublin TIFf $ 138,690
Douoherty Road, Dublin Boulevard to 1-580 Off-Ramp (Seamen! 4 per Eastern Dublin TIF) $ 2,957,420
Dublin Boulevard, Sierra Court to DouohertVRoad (Seoment 6 per Eastern Dublin TiFf $ 935,639
Dublin Boulevard, Douahertv Road to Southern Pacific RfW (Seament 7 oer Eastern Dublin TIF) $ "
Subtotal $ 4,031,749
CllVAdministration, Design, Construction Manaaement, ROW Acquisition (11.87%) $ 1,168,390
Subtotal $ 11,011,609
Zone 7 Fees $ 89,011
Subtotal $ 11,100,621
Dougherty Valley Fees Applied to Intersection Costs $ (1,138,839\
Total Cost to Downtown TIF and Eastern Dublin TIF $ 9,961,782
% of Intersection Costs Assigned to Downtown TIF(Based On Traffic Volumes) 16%
Total Cost to Downtown TIF $ 1,593,885
G:\Dowmown TIF\2004 Downtown T/F\Ffna/\Cost Estimate Summary
Page 2 of 3, 10/4/2004
Totals for TIF Share
Intersection
Northbound San Ramon Road - Add 3rd Left Turn Lane Dublin Boulevard
Eastbound Dublin Boulevard - Modi to One Left Turn Lane San Ramon Road
1m rovements are Within Existin Cit and Caltrans R/W
Subtotal $
$
Subtotal
$
$
$
Total $
733,400
146,680
73,340
50,000
1,003,420
iI';'-".
G:\Downtown TIA;2004 Downtown TIAFinallCost £stlmate Summary
Page 3 of 3, 10/4/2004
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Dublin Boulevardl Dougherty Road Intersection
Apportionment of Costs Between Downtown TIF and Eastern Dublin TIF
Downtown TIF
Eastern Dublin TIF
Total Trips
Trip Generation
57,528
296.836
354,364
G:\Downtown TIF\2004 Downtown TIFIFinal\Dublin-Dougherty Intersection Fee Apportionment
10/4/2004
Attachment B-2
Downtown Dublin Traffic Impact Fee Study
Downtown Dublin
Traffic Impact Fee
For the City of Dublin
November 7, 2002
Prepared by:
T JKM Transportation Consultants
4234 Hacienda Drive, Suite 101
Pleasanton CA 94588..2721
Tel: 925.463.0611
Fax: 925.463.3690
:\urisdìctlon\d\dublln\ 157·001 tl\\ 110702 cornmenls\r110702 city comrnenls.doc
TABLE OF CONTENTS
INTR 0 D U CTI ON AND SUMMARy........ ......... ..................... ............ .......... .......... ..... .............. ............. ......... 1
INTRODUCTION................................... ........................ ...... ...... ..................... ................. ........ ...................... ....... 1
SUMMARY. .... .......... ...... ...................... ... .................. ................... ...... ........................ ...... .... ................. .............. 1
EXISTIN G CO ND ITI 0 N S .............. ............... ....... ............ ............... ...... ............... ........ ....................... ......... ..... 5
ROADWAY NETWORK .. ........... ... ... .................. ........ ..... .... ......... .............. .......... .... .... .... ............ .................. ....... 5
RESULTS OF LEVEL OF SERVICE ANALYSIS .............................................................. ........................... ............... 6
P OTENTIAJ.., PRO JECT S ....... ....... ............ ............. ............... ..... ............................. ..... ......... ............... ....... ...... 7
DESCRlPTION OF POTENTIAL PROmCTS ............... ................................. ............................................... .............. 7
PROPOSED STREET II.\1PRO'VEMENT PROJECTS ................................................................................. 10
FUTURE INTERSECTION LEVELS OF SERVICE........... .......................................... ................................... ............ 10
PROPOSED WPROVEMENT PROJECTS. ............ ......... ............. .............. .......... .................... ................... ......... .... 11
TRAFFIC Il\1P ACT FEE CALC'ULATION ................................................................................................... 17
INTRODUCTION AND SUMMARY
Introduction
The purpose of the City of Dublin' s Downto"N11 Traffic Impact Fee (TIF') Study is to establish a
funding program that win enable the City to consiruct roadway improvements in a timely ma1111er to
support growth in the downtovrn area. The Downtown TIP would include all of the area within the
incorporated portion of Dublin, west of a line beginning at the northerly City limit and Dougherty
Road, south along Dougherty Road to the northern line of the old Southern Pacific RaiJroad right-of-
way line, then southeast of Dougherty Road along the Southern. Pacific Railroad right-of-way to
Interstate 580. Most of the area east oftms boundary is included in the Eastern Dublin Traffic Impact
Fee. The improvements included in the downtown TIP include both the construction of new roadway
facilities and the upgrade and improvement of existing facilities. The City of Dublin Downtown TIP
funding program will augment funds that are planned or programmed ftom other sources that will be
used to upgrade the City's transportation infrastructure to serve future travel demands. The
Downtown TIP applies only to the potential development and associated transportation infrastructure
in the designated study area. Other traffic impact fees for regional facilities are also applicable.
The features of this TIF study are as follows:
·
Existing conditions, in the form of existing levels of service at key study intersections,
are examined.
·
All potential future developmep.t or future redevelopment projects in the study area are
identified. .
·
The impacts an~:nitigation measureS associated with these developments are determined.
·
The cost of constructing the future improvements that are needed to support the future
growth is determined.
·
The per ttip cost of the TIP is established by dividing the number of future trips into the
total costs of the improvements that are not funded by other sources.
The study area for the City of Dublin Downtovvn TIP is shovvn in Figure 1.
Summary
Existing Conditions
The existing traffic conditions at the major study area intersections were evaluated to see if they
operate within the City's minimum standards. The City of Dublin has established Level of Service D
as its goal for acceptable traffic conditions. It was found that all of the existing study intersections
operate at LOS D or better which is consistent with the City's performance goal. Many of the
intersections operate at LOS A or B, in many cases because of improvements made within the City in
the recent past.
City of Dubiin Downtown Traffic Improvement Fee
T JKM Transportation Consultants
Page 1
November 7, 2002
The level of service analysis was based on Year 2000 traffic conditions consistent with the Gmni-
Means traffic study for the Downtown Specific Plans. Intersection LOS has not changed significantly
despite the 1-680 ramp opening, and the opening of the Safeway and Home Depot. Each of these
projects was anticipated in the Omni-Means studies and the predicted traffic was included as a part of
the growth traffic. In addition, future LOS analyses in this study reflect not only the additional trips,
but also the now-installed street improvements from these projects.
Future Conditions
The study evaluated traffic impacts associated with 11 specific potential development projects
anticipated in the study area by the Year 2010, based on the City of Dublin General Plan and the
Downtown Specific Plans. Approximately 27,700 trips per day will be generated by those projects.
As a result of these projects, Level of Service conditions will degrade at most of the study
intersections. With the planned improvements, however, future conditions at all study intersections
will be at the City's LOS D standard, or better, except for the intersections of Dublin Blvd./Dougherty
Road, San Ramon Road/Dublin Blvd. and Amador Plaza RoadJDublin Blvd.
Recommended TIF Improvements
The future roadway improvement projects through 2010 consist of six specific projects having an .
estimated cost of $10.1 million. The unfunded portion ofthese costs totals approximately $8.0
million. The projects are as follows:
1. St. Patrick Way Extension (from Golden Gate Drive to Regional Street)
2. Golden Gate Drive Widening (from Dublin Boulevard to the West BART Station)
3. New Right Turn Lane - Eastbound Dublin Boulevard at Golden Gate Drive
4. Dublin Blvd.!Amador Plaza Road Intersection Improvements
5. Dublin BoulevardIDougherty Road Intersection hnprovements
6. San Ramon RoadlDublin Boulevard Impr?vements
"..
Traffic Impact Fee
Approximately 27,700 trips per day will be generated in the study area by 11 development projects
which will be subject to the future TIP. The $8.0 million in unfunded improvements divided by the
associated 27,700 future daily trips yields a TIP fee of$290 per daily trip. The DO\V11tovro Traffic
Impact Fee for a prospective development is calculated by multiplying the expected daily trip
generation by the TIP rate of $290.
City of Dublin Downtown Traffic Improvement Fee
T JKM Transportation Consultants
Page 2
November 7,2002
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EXISTING CONDITIONS
Roadway Network
The roadway network in the study area consists of the following important s'treets:
Dublin Boulevard is a maj or east-west arterial. It is a six ~lane road fronted largely by retail and
commercial uses between San Ramon Road and Village Parkway, and four lanes between Village
Parkway and Dougherty Road. Dublin Boulevard is a six~lane road between Dougherty Road and
Tassajara Road. Dublin Boulevard is cUITently being widened to six lanes between Village Parkway
and Sierra Court.
Amador Valley Boulevard is a major east~west arterial street that runs between Cronin Circle and
Dougherty Road. It is four lanes within the project vicinity and is fronted by commercial/retail uses.
St. Patrick Way is a new two-lane roadway that connects Amador Plaza Road and Golden Gate Drive.
A new signal was recently installed at the intersection of Amador Plaza Road/St. Patrick Way!I~680
southbound hook ramps. The intersection of Golden Gate Drive/St. Patrick Way is four-way stop-
con'trolled. There are sidewalks on both sides of the street with on-street parking prohibited.
San Ramon Road is a major north~south arterial roadway that extends north from 1-580. San Ramon
Road becomes Foothill Boulevard south ofl~580. This roadway has a median and is between four
and six lanes. San Ramon Road provides access from I~580 to residential neighborhoods and retail
areas of Dublin. No on-street parking is allowed.
Regional Street is à north-south roadway that extends from Amador Valley Boulevard to south of
Dublin Boulevard. South of Dublin Boulevard, Regional Street is a wide, two-lane roadway and
north of Dublin Boulevard, this roadway has two lanes with a two-way lefHurn lane. This roadway
provides access to commercial/retail uses.
Golden Gate Drive currently extends south from Dublin Boulevard. It is a two-lane roadway that
provides access to commercial/retail and light industrial uses. It would serve as the primary access to
the West Dublin BART Station area. There are sidewalks and on-street parking on both sides of the
s'treet.
Amador Plaza Road is a north-south street that extends from Amador Vaney Boulevard to south of
Dublin Boulevard. Amador Plaza Road has two travel lanes and a two way left~turn lane between
Amador Valley Boulevard and Dublin Boulevard. South of Dublin Boulevard, this roadway has four
travel lanes and provides access to commercial/retail development. The southern terminus of Amador
Plaza Road provides a connection to the new 1-680 southbound on and off ramps. On-street parking
along Amador Plaza Road is prohibited, except at the southern end of the road in the court. 1J¡ere are
sidewalks on both sides of the street.
Villa€Z:e Parkway is a north-south roadway that extends from Dublin Boulevard to Alcosta Boulevard
in San Ramon. North of Amador Valley Boulevard, it is a four-lane, divided roadway with bike lanes
and sidewalks on both sides of the street. On this segment, on-street parking is prohibited on both
sides of the street. South of lunador Valley Boulevard, Village Parkway provides access to retail and
office uses and on-street parking is generally permitted. North of Amador Valley Boulevard, Village
parkv,ray provides access to residential neighborhoods.
City of Dublin Downtown Traffic Improvement Fee
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Dougherty Road is a four~lane arterial between the Alameda/Contra Costa County border and Dublin
Boulevard, and six lanes between Dublin Boulevard and I-580. South ofI~580, it continues with six
lanes as Hopyard Road in the City of Pleasanton.
Results of Level of Service Analysis
TABLE 1: PEAK HOUR INTERSECTION LEVELS OF SERVICE ~ EXISTING CONDITIONS
.
Ex/stine¡ Conditions
ID Intersection A.M. Peak Hour P,M, Peak Hour
vie LOS vie LOS
San Ramon/ Amador Valley 0.47 A 0.59 A
2 Regional/Amador Valley 0.32 A 0,54 A
3 Donohue/Amador Valley 0.37 A 0040 A
4 Amador Plaza/Amador Valley 0.30 A 0.54 A
5 Village Parkway/Amador Valley 0,60 A 0.69 B
6 San Ramon/Dublin 0.63 B 0.58 A
7 RegionallDublln 0.32 A 0.48 A
8 Golden Gate/Dublin 0.23 A 0040 A
9 Amador Plaza/Dublin 0.24 A 0.48 A
10 Village Parkway/Dublin 0.36 A 0.49 A
11 Dougherty/Dublin 0.58 A 0.86 D
12 San Ramon Rd.l1-580 we
13 Golden Gate/St. Patrick
14 Amador Plaza!St. Patrick
15 Starward/Amador Valley* 17.5* C 22.8* C
16 CJarklDublin 0.41 A 0.55 A
17 Sierra/Dublin 0.34 A 0.55 A
18 Dublin Ct./Dublin 0.29 A 0.54 A
19 1·580 We/Dougherty 0.58 A 0.50 A
20 1-580 EB/Hopyard 0.56 A 0.62 B
*Unsignalized intersection, for which average delay (in seconds) per vehicle for stopping movements is reported (instead of
vlc ratío) with the corresponding level of service.
It is noted that all intersections are currently operating at acceptable conditions in both the a.m. and
p.m, peak hours.
City of Dublin Downtown Traffic Improvement Fee
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POTENTIAL PROJECTS
Description of Potential Projects
Table 2 lists 11 potential projects in the dovmtovvn area. These potential projects have been identified
by the Dublin staff as likely future development projects based on the City's General Plan and the
downtown Specific Plans. New daily trips fi:om these projects are subject to the future TIP and are
listed in Table 2. Table 2A lists 21 approved development projects that have paid or committed to
pay traffic mitigation contributions, and thus are not subject to the future TIP. Tables 3 and 3A
provide a greater level of detail for all approved and potential projects in the dovvntownarea,
including existing land uses and their trip generating characteristics. Trip generation rates were
obtained from Trip Generation, 6th Edition, published by the Institute of Transportation Engineers.
TABLE 2: DESCRIPTION OF POTENTIAL DEVELOPMENT PROJECTS: TIF RELATED TRIP GENERATION
No. Project* Size Trip Rate·* Net Trips TIF Trips
KSFfDU Daily P.M. Daily P.M. Daily
1. Ralph's/Longs Center Redevelopment 30 83.63 8.63 171 18 171
2. New retail In vacant parcel near Dublin SIISan 15 32.19 2.81 483 42 483
Ramon Rd.
3. Plumbery - add 90 KSF 90 11.01 1.49 991 134 991
4. Clark Avenue Redevelopment 148 11.01 1.49 1,630 221 1,630
5. Scarlett Ct. area: 40 KSF retail, 20 KSF office 60 19.83 2.07 1,190 124 1,190
6. Corrie (automotive/retail)" 20 61.91 5.98 1,238 120 1,238
7. Village Parkway office/retail 20 21.6 2.15 432 43 432
8. Downtown Core wlo Home Depot, Safewar 178/100 12.04/3.0 1.26/0.32 2,443 256 2,443
9. West BART Specific Plan without Corrie" 454.1/491 25.214.5 2.30/0.42 13,637 1,258 13,637
10. Valley Christian Center Expansion (Parcel 1 )+ 187 3.25 0.32 608 59 608
11. Amendment to West BART Specific Plan"·a 290 16.85 2.18 4,889 633 4.889
Totals 27,712 2,908 27.712
..
Refer to Figure 1 for project location.
Source: Trip Generallon. 6u, Edition by the Institute of Transportation Engineers. 25% pass-by trips are assumed fOT retail.
Trips are based on project traffic impact study.
Approved in October 2001 by Dublin City Council; Amendment inciuded the Bnca and Crown Chevr01et Properties.
.
+
Table 2 is superseded by Table 82 of the Study Update Memo
City of Dub/in Downtown Traffic Improvement Fee
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November 7, 2002
TABLE 2A: DESCRIPTION OF ÁPPROVED DEVELOPMENT PROJECI'S: NON- TIF TRIP GENERATION
No. Project" Size Trip Rate" Net Trips TIF
Trips
KSF/DU Dally P.M. Daily P.M. Daily
1. Shamrock Village Center+- 25.85 26.62 5.96 688 154
2. Popeye's fast food 2.23 496.12 33.48 1,107 75
3. Chrysler Auto Sales 24.89 37,5 2.8 933 70
4. Dublin Toyota Expansion 1.4 37.5 2.8 53 4
5. Archstone Apartments'" 177 6.63 0.62 1,174 110
6. Scarlett Place (previouslyTrumark Homes"') 60 6.63 0.62 398 37
7. Park Sierra Apts. <- 285 6.63 0,62 1,890 177
8, 7·11 Convenience Store'" 2.80 634.2 45.46 1.776 127
9. Dublin Nlssan 23 37.5 2.8 863 64
10. Dublin Volkswagen 20 37.5 2.8 750 56
11. Arlen Ness Office and Sales"'" 68.4 40.0 2.8 2,052 192
12. Kindercare 1808 3,2 0.63 576 114
13. Palace Auto 4.09 37.5 2.8 154 12
14. Hexeel+ 150b 4.12 0.58 618 87
15. Home Depot Expo'" 93.13 33.8 2.9 3,150 270
16. Safeway'" 66 66.6 6.9 4,395 455
17. Corrie Center Expansion'" 46.4 10.37 1.12 481 52
18. Valley Center: 5 KSF retail, 3 KSF offiee 8 29.6 3 237 24
19. Schaefer Ranch"'" 474 17.44 1.9 8,267 902
20. Armstrong Garden Center"'" 6.4 36.1 3.9 231 25
21. Tarç¡et Expansion 9.6 56.67 4,:27 544 41
Totals 30,337 3,048
~ Refer to Figure lA for project location.
~. Source: Trip Generation, 6u, Edition by the Institute of Transportation Engineers. 25% pass-by trips are assumed for retail.
+ Trips are based on project traffic impact study.
a Number of students.
b Number of employees.
City of Dublin Downtown Traffic Improvement Fee
T JKM Transportation Consultants
Page 8
November 7,2002
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PROPOSED STREET IMPROVEMENT PROJECTS
Future Intersection Levels of Service
The City of Dublin General Plan states that development and road improvements should be phased so
that the operating Level of Service (LOS) for intersections in Dublin is not worse than LOS D (see
Guiding Policy F, Circulation and Scenic Highways Element). In addition, Guiding Policy E requires
a good faith effort to maintain LOS D (v/c<O.91) on Routes of Regional Significance, whìch include
Dublin Boulevard, Dougherty Road, and San Ramon Road.
A.M. and P.M. peak hour levels of service (LOS) at the study intersections under future traffic
conditions (with buildout of approved and potential development projects listed in Tables 2 and 2A)
are shown in Table 4, along with the LOS for current traffic conditions. Calculation sheets are
included in the Appendix. Mitigation measures are required at several intersections, and these
mitigation measures constitute the improvement projects described below. All intersections are
expected to operate at LOS D or better, the City's standard, under future traffic conditions, except the
intersections of Dublin Boulevard/Dougherty Road (LOS F), San Ramon Road/Dublin Blvd.(LOS E),
and Amador Plaza Rd./Dublin Blvd.(LOS E). These three intersections will operate worse than
LOS D despite all of the planned improvements possible at these intersections as described below.
Dougherty Road/Dublin Blvd., San Ramon Road/Dublin Blvd., and Amador plaza RdjDublin Blvd.
Additional roadway improvements, beyond those described below undet the heading "Proposed
Improvement Projects", to improve future levels of service at the intersections of Dougherty
Road/Dublin Boulevard, San Ramon RoadlDublin Boulevard and Amador Plaza Road/Dublin
Boulevard to acceptable levels would not be feasible due to physical constraints and/or traffic safety
reasons. For example, at Dougherty RoadlDublin Boulevard, full mitigation of future traffic impacts
would require major improvements, including the addition of a fourth lane to the northbound and
westbound left-turn movements, which is not recommended due to safety considerations. Similarly,
to mitigate the San Ramon Road/Dublin Boulevard intersection, a fourth westbound left-turn lane
would need to be added to mitigate impacts to an acceptable level but are not proposed because of
safety concerns with four turn lanes. At Amador Plaza RoadlDublin Boulevard, full mitigation of
future traffic impacts would require widening eastbound Dublin Boulevard to four through lanes,
which is physically infeasible due to all four corners of the intersection being fully developed.
It should be noted that the unacceptable levels of service at the above intersections could be
attributed, in part, to the additional future trips from the approved development projects listed in
Table 2A of this study. However, the implementation of some ofthese projects is uncertain at this
point, including the Schaefer Ranch Development, the Shamrock Village Center and possibly others.
Nevertheless, it is appropriate to include the trips from all of the approved projects in the future LOS
analysis because they are approved projects. However, it is anticipated that one or more of the
approved development projects on Table 2A will not occur during the time horizon of this study. The
absence of trips from such non-implemented projects would, however, likely be offset by additional
net trips from other miscellaneous infill development within the proposed TIP area. .AIl example of
such miscellaneous infill development would include projects involving changing businesses/tenants
within existing office, commercial, retail or industrial space in a manner consistent with the City of
Dublin General Plan and the Downto'W11 Specific Plan. These miscellaneous infill projects would
City of Dublin Downtown Traffic Improvement Fee
T JKM Transportation Consultants
Page 10
November 7,2002
contribute to the overall growth in background traffic within the TIF area and would be subj ect to the
TIP.
Proposed Improvement Projects
A total of six roadway improvement projects have been identified to make up the DO\V11town Dublin
TIF program. These projects are required because of safety and capacity issues arising from the
development of the proposed land use projects identified in Table 2 of this study. A description of the
six projects is listed below. The location of the projects is shown in Figure 2 and the description and
costs are listed in Table 5. Table 6 lists each of the six proj ects and the details of existing funding
sources.
Description ofProiects
1. St. Patrick Wav Extension: St. Patrick Way would be extended westward from its current
temrinus at Golden Gate Drive to Regional Street. This project provides circulation in
the BART Specific Plan area and serves planned new uses in the area. It enables 1raffic
to travel directly to and from the new 1-680 hook ramps. It will be a two-lane collector
with a center two-way turn lane. The City established a precise plan line for the
widening several years ago. New right of way will be required
2. Golden Gate Drive Widening: Due to planned projects in the BART Specific Plan Area,
Golden Gate Drive will require widening from its current two lanes to four lanes plus a
second northbound left turn lane at Dublin Boulevard. This roadway will be the primary
access point for uses in the BART compleX. The project will require the acquisition of
some right of way along the street. In addition, this project will install traffic signals at
Golden Gate Drive and St. Patrick Way.These signals are needed because of growth in
the BART Specific Plan area.
3. New RiQ:ht turn lane - EastboW1d Dublin Boulevard at Golden Gate Drive: This project is
necessitated by future iraffic growth serving uses in the BART Specific Plan Area. The
project will require the acquisition of some right of way on Dublin Boulevard.
4. Dublin Blvd.! Amador Plaza Road Intersection Improvements: A new right turn lane for
the eastbound lanes of Dublin Boulevard is necessitated by future traffic growth serving
uses in the BÞ.RT Specific Plan Area. The proj ect will require the acquisition of some
right of way on Dublin Boulevard. This improvement will also include restriping the
northbound Amador Plaza Road approach at Dublin Boulevard to accommodate an
exclusive right-turn lane. For the westboW1d lanes, growth in traffic volumes in the
downtown area will require both a double left turn lane and three through lanes on
westb01,md Dublin Boulevard at this intersection. This will require widening the street on
the north side. It will not require the removal or modification of any buildings but will
require the acquisition of some right of way on Dublin Boulevard. For the southbound
lanes, future traffic growth will require widening this approach to accommodate two left-
turn lanes, one through lane, and one right~turn lane. This improvement will require the
acquisition of right of way on the west side of Amador Plaza Road.
5. Dublin BoulevardfDouQ:hertv Road Intersection ImProvements: Growth in traffic in the
study area requires that the eastbound direction of Dublin Boulevard at Dougherty Road
be increased from two to tbree through lanes and from one to two right-turn lanes. This
will help to mitigate growth-related level of service problems at the Dublin/Dougherty
Page 11
November 7, 2002
City of Dublin Downtown Traffic Improvement Fee
T JKM Transportation Consultants
intersection. Some right of way will be required. Growth in traffic in the study area also
requires that the northbound left turn lanes on Dougherty Road at Dublin Boulevard be
increased from two lanes to three lanes. This will help to mitigate growth-related level of
service problems at the intersection. Some right of way will be required.
6. San Ramon RoadlDublin Boulevard Im'Drovements: This project will add a third
northbound left-turn lane on San Ramon Road to accommodate this heavy traffic
movement during the .AM and PM peak hours. The project will also modify the traffic
signal at this intersection, relocate the median island on Dublin Boulevard between
Donlon Way and SanRamon Road, and widen San Ramon Road on the west side
betw"een Dublin Boulevard and 1-580 westbound on-ramp.
In addition, three other roadway improvement projects within downtown Dublin are cUITently
included as part of the City's Capital Improvement Program (CIP) and are fully funded using various
sources of funding. These projects are not included in the Downtown Dublin TIP program, but are
assumed as planned improvements for the intersection LOS analysis under future cÖnditions. The
three projects are:
a. New Ri¡zht turn lane - Eastbound Dublin Boulevard at Villa¡ze Parkway
b. Dublin Boulevard Widenin¡z to six lanes between Villa¡ze Parkway and Sierra Court
c. Lenlrthen the northbound Left Turn Lane on Village Parkway at Lewis Avenue
For additional documentation on the justifications of the above roadway improvement projects, please
refer to the City's CIP and the following traffic studies:
Ornni·Means Engineers and Planners, Consultant's Report of the TranS1Jortati on Impacts For the
Proposed Village Parkway. Downtown Core. and West BART Station Specific Plans. City of Dublin,
September 25,2000.
Ornni~Means Engineers and Planners, Consultant's Re'Dort: Transportation Impacts for the Prouosed
Dublin Transit Center. City of Dublin, April 27, 2001.
Ornni-Means Engineers and Plarmers, Consultant's Report on the Transportation Im'Dacts for the
Pro'Dosed Dublin Safeway Center. Final Report, City of Dublin, March, 2001.
TJKM Transportation Consultants, Draft Supulemental Environmental ImlJact Re'Dort for the West
DublinIPleasanton BART Station and Transit Village Proiect. Sections 4.5 and 6.1, EDA W,
November 30, 2000.
Fehr & Peers Associates Inc., Final Report. Valley Christian Center Proposed EXlJansion Traffic
Impact Study. City of Dublin, May 2001.
City of Dublin Downtown Traffic Improvement Fee
T JKM Transportation Consultants
Page 12
November 7, 2002
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TABLE 5: DESCRIPTION AND COST OF DOWNTOWN TIF IMPROVEMENTS
1. St. Patrick Extension
2. Golden Gate Drive Widening
3. New Right turn lane· EB Dublin at Golden Gate
4. Dublin Blvd.lAmador Plaza Way Intersection Improvement
5. Dublin Blvd.lDougherty Rd. Intersection Improvement
6. San Ramon Rd./Dublin Blvd. Improvement
Total
Total Cost" Existing Unfunded
(In thousands) funding costs
sources...... (In thousands)
(In thousands)
4,915.39 1,830.98 3,084.41
1,844.45 0 1,844.45
539.63 3.83 535.80
919.26 42.57 876.69
1,314.23 240.64 1,073.59
606.52 0 606.52
10,139.48 2,118.02 8,021.46
No. Project and Description"
"'Refer to Figure 2 for project location
....Based aTl cost estimates prepared by City of DubliTl Pub1ic Works Staff, iTlcludiTIg design, right-or-way and construction costs.
Calculation sheets are avaiJabJe at the City of DubJin.
·....Refer to Table 6 far detailed infornlation.
T a. b I e !i i s s u ø er S ({I d e d b y T a ó I e S 3 ø f the S t u d y U fJ d a. t e Me m 0
City of Dublin Downtown Traffic Improvement Fee
T JKM Transportation Consultants
Page 14
November 7, 2002
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TRJ\FFIC IMP ACf FEE CALCULATION
The Downtown Traffic Impact Fee was determined by dividing the total unfunded cost of roadway
improvement projects by the trips associated with growth in the study area. The increase in trips in
the study area mcludes expected new traffic from existing development sites that are modified or
otberwise occupied at higher densities, as well as new development on vacant or under~uti1ized
parcels. The calculation of the Downto\V!l Dublin TIF involves taking the cost of improvements
required by growth in the study area and dividing it by the number of new trips associated with that
growth. In this case the calculation is as follows:
Total Unfunded Costs Associated with Downtown Traffic Growth $8,021,460
Total Number of Daily Trips Added by Downtown Growth 27,712
Cost per Daily Trip $290
The Downtown Traffic Impact Fee should be applied to various development proposals by
multiplying the unit TIP cost by the number of daily trips generated. The TIP will apply to new
developments as well as the re-use of existing buildings. In the case of re-use, the net change in daily
trip generation will be multiplied by the unit cost.
Till fI aÞø ve eft I/I.(t is BfJu(liØi'f"ii'8,tl4ìrJ ó y
Tab f B /J 4 ø f thè $ tud Y Utlll//'tl19 AI em 0
City of Dublin Downtown Traffic Improvement Fee
T JKM Transportation Consultants
Page 17
November 7 I 2002 .
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RCS: Unsiqnali~ed Intersections Relaase 3.1a
TWO-WAY STOP CONTROL (TWSC) ANALYSIS
Analyst: TJKM
Intersection: Starward/Amador Valley
count Date:
Time period: am peak
@)
ßQ".S e. è """"ð--i t-; CI"'t"-.5
Intersection Orientation: East-West Major St.
Vehicle Volume Data:
Movements:
...................... .._"..... _"' _....... II............ _01 ............. __ 11_'".... p",....... 11-- --........................... "..- .."......-"..-....-........... -..
1
2
3
4
5
6
7
a
9
10
11
12
Volume:
HFR.
'E'JiF:
PHV:
..........-.... .........-- ..,,-.--. ..-_...-- -_..-.- --....--. -_....---_...-- -.. ....--_... __",___" ....- ...-- -.. --. ..-- ...-- --..
18
19
0.95
0.00
722
760
0.95
0.00
4
4
0.95
0.00
4
4
0.95
0.00
786
827
0.95
0.00
23
24
0.95
0.00
5
5
0.95
0.00
o
o
0.95
0.00
2
2
0.95
0.00
59
62
0.95
0.00
o
o
0.95
0.00
50
53
0.95
0.00
Pedestrian volume Data:
Movements:
.. --...... --....... -....-..".. -- ,,",...........- -..... -- --................... ..--."'..... --..................... --.. ..-_..... -- -................. --...............
Flow:
Lane width.
Walk speed:
.. Blockac;¡e:
Median Type: Raised Curb
# of vehicles: 4
Flared approach Movements:
Lane usage for movements 1,2&3
Lane 1
L T R
..-- - --...... --........................................ _.......- --.. '" --.... - - -..... - - -..O'.. __.._ - - -... -.... - -.. - --.... -- -..... - -.... --.... - - -~-
0
0
approach:
Lana 2 Lane 3
L T R L T R
# of vehicles: Northbound
# of vehicles: Southbound
y N N N Y N N Y Y
Channelized: N
Grade: 0.00
Lane usage for movements 4,5&6 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
--" - -. -. - ...-_. ..--_..-- -- ..... --.... --_...--- -............ --.. ..--_.... ..-- ...-- ......---...-....--...-...... --....... -.. --..---..
y N N N Y N N Y Y
_.~
Channelized: N .-
Grade: 0.00
Lane usage for movements 7,8&9 ap¡;u:oach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
-OO ___ ...- --.........--.....- - --"'.... - -..- ---.... --....... _...-- -...-- .......- ......---..--......--.. ..--.'O-- -" ...... ---Oo--...... -..
y y y N N N N N N
Channeli:>:ed: N
Grade: 0.00
Lane usage for movements 10,11&12 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
-- - -... _&..... -"'-- -.. - - - - -........ - - "'.. - --..... -- .:... -.... _.......- -... ---..... - -_..-'O- ...--....- -- - --...... -.... - -. --.... -.. -...
y
y
y
N
N
N
N
N
N
Channelized: N
Grade: 0.00
Data for Computinq Effect of Delay to Major Street Vehicles.
. -.. -- ---. --..-... ---...- -... -- --...... - .......-..-.. .,,_.....- -. ..--_....-_.. .----,,-- ----...... _..---- ...--_..- -- ....-_... ..-..
Eastbound
o
o
1700
1700
2
Westbound
o
o
1700
1700
2
Shared in volume, major th vehicles:
Shared ln volume, major rt vehicles:
Sat flow rate, major th vahicles:
Sat flOW rate, major rt vehicles:
Number of major street throuqh lanes:
Length of study period, hrs: 1.00
.. - . - - - - - .. - .. . - .. .. - .. - - - - - - ... - . - - - . - - - - .. - .. " - - . .. - - - .. - - - .. .. .. - - .. .. .. - - . - .. - .. ... .'- .. .. .. - - . . - .. - .. .. - .. .. - .. . . - - .. . - - . - -
worksheet 4 Critical Gap and Follow'uP time calculation.
Critical Gap Calculations:
Movement 1 4
-" - -- .-- --- .-_....... --.. -.. - - -_...- -. ~---- _.....- -- ..---- -. -.. ..--_. .--_..- -_..- --.. -- .._----,,- --,,-_..O' __.._ - -.O'
7
8
9
10
11
12
t C,Þaae 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
t ç,hv 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
1? hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t ç,q p.2 0.2 0.1 0.2 0.2 0.1
G 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t 3,lt 0.0 0.0 0.0 0.0 0.0 0.0 0,0· 0.0
t ç,T:
1 stage 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
2 stags 0.00 0.00 1.00 1. 00 0.00 1. 00 1.00 0.00
t C
1 stag", 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
2 s taga .4.1 4.1 6.5 5.5 6.9 6.5 5.5 6.9
FolloW Up Time Calculations:
Movement 1 4 7 6 9 10 11 12
............... - --........ -..---..... ............ ....... --.... --.. ---.......... ~..................... -.. --....... ...... -. -- -- ..---............"......-
t f ,base 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
t f,HV 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t f 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
...... -.......... ............. -...-.. -... ........... -.. --...... ---- -..".... -- .... ... .... ..-_.. -- --.. --....... -.- ---- .....-..-..........
Worksheet 6 Impedance anð capacity equations
Step 1: RT from Minor St.
..............._...'".............. II......"......... ......".. __ _.. __.. "__....,,......... ... ......" "....... __.. _II......... ........ ----... -".........
9
12
Conflicting Flows
potential Capacity
pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
382
622
1. 00
622
1. 00
426
583
1.00
583
0.91
Step 2: LT from Major St.
"*...,,.. __.. ................._.............. ___ ___ _._.." __..................... ....__.. ...._ __ __ _........ ..__...... - - - - _____...... It ........_
4
1
.. _.... - - _"". .._.. ....__........ __...... - ___ __ _......... _.... ..... ...... It.. ......._.. _.... ____........... ,,-- - - -- ----...".... ...... - - -- --
Conflicting Flows
Potential Capacity
Pedestrian Impe~ance Factor
Movement Capacity
Probability of Queue free St.
764
858
1. 00
858
1. 00
652
796
1.00
796
0.98
*..... - _....... _.. ___ __.... .._....... - - __ - __ - - .._... - - - - - - _........ II..... ..___...... __.._ _ __........... __ - - - - __ __ - _......11_..___
. .~-:!..i..
'":....
Step 3: TH from Minor St.
part 1· First Stage.
worksheet 7a . Computation of the effect of Two'stage gap acceptance
11
8
- --... ..... - -- -............... -- - -....... ..-.. --......O'"..- - - - - _" - __ _........... -......- - - -"............... - - -- - -- -" -............
Conflicting FlOWS
potential Capacity
Peðestrian Impeðance Factor
Cap. Adj. factor due to Impeðing mvrnnt
Movement Capacity
Probability of Queue free St.
600
400
1.00
0.98
391
1. 00
848
"380
1.00
1.00
379
1. 00
Part 2· Seconð Stage
.. __.. __ _...... II.. __ _ __ __ _ _.". _... _ _ _ __ __ __ _ _ _ _.. _.................... 'O-.. - - - - --............." -- - -...... -..... ........... ....- - - --.......
.. _.....:.. __ _.. _........... _........ ......... II.. __ _.... _.. ___.. _ _ _ _ _...... r." ...... -- --- -- -...... ..... -..- -..- -- - -......... -.. ----...
Conflicting Flows
Potential capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impe~ing mvmnt
Movement Capacity
860
376
1.00
1. 00
374
802
399
1.00
0.98
390
Part 3- Single Stage
..--.. - ..,,- ....- ...- ------ -.. ...... .,,---- ----- - --- --..... O'..-.. .._____ ___...... .....- 'O--..--.. ........ --....--- -.... .-.....
- - - - - - _............- - - - -- -- -....... ....-- -- --..- - - -. - - -.......... -.... - - -.. - -- -* -......." - --- --...... ..-.... - - --.............
conflicting FlOws
Potential capacity
pedestrian Impedance Factor
cap. Aðj. factor due to Impeding mvrnnt
Movement Capacity
1660
98
1. 00
0.97
96
1650
100
1. 00
0.97
97
Result for 2 stage process:
_..... - - _......_ 'O__ __ __.._ _....... ..__ - _.._.. .__ _...... II ......- _ __A _ _ -.........." ......- -- - ..........- -- - - - -...... ...- - - - -..-.
. _.............. - - - - _.............. _".... - - __.. _........."..."O'.." - - _" _...... II ......... ..-- -- _ ......- -- --.. - ,,-........... - --........ ....
a
y
C t
Probability of Queue free St.
0.96
1.14
308
1. 00
0.98
0.98
317
1. 00
- -- - -...- - -... -..... - -. -... - - - --- -...... ..-O'.... __ __ __ - __......... ........- - -- --........ ..-..- -........... ...... - - - --........--
Step 4: LT from Minor St.
Part 1· Firat Stage
Worksheet 7b . Computation of the effect of Two·stage gap acceptance
7
10
-... - - - - -..... - ...... O'.-.. _..._ ___...... - - _.........................._.. _... - _......_........._ --.......... ---- -- -....... -...... - -....-
Conflicting Flows
potential Capacity
Pedestrian Impedance Factor
caþ. Adj. factor due to Imp6~inq mvrnnt
Movement Capacity
800
349
1. 00
0.98
341
848
327
1. 00
1.00
325
part 2· Seoonð Staqe
.. _... - _...............O'..... - _.. - _.. ...._ - - _.. - _*...... - _....... 'II... ___. ___ __ _ _._ _...._ -- - -.... -.... ... ---- - -...... _....-" -..
~..."
- .. - .. - .. - . .. . . . .,¡ . . . . . . .. .. .. . .. .. - .. .. . - - - - - - .. - .. - - - .. - .. .. . . . . ... . 'II .. .. _ .. _ _ 'O _ _ _ _ .. . .. .. .. .. - - .. .. .. . . . . ". " .. .. - - .. - . . .. .. . . It' .. ..
Conflictinq Flows
potantial Capacity
Pedéstrian !mpédanc6 Factor
Cap. Adj. factor ðue to Impeðinq mvmnt
Movement Capacity
422
585
1.00
0.91
530
418
589
1. 00
0.97
573
Part 3- Single Staqa
..........,..- _....-.............- --............. --...... ---...... ...-.... -- -.......................... -- ............... --.... ....... ...... ............ -.......
.. .. .. .. .. .... .. .,. .. .. .... .. .. .. .. .. .. .. .. .. ..... .. .. .. .. .. .. .. .. .. ... .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. ..". ..
Conflictinq Flows
poteptial Capa~ity
Pedestrian Impedance Factor
Maj. L. Min T Impedance factor
Maj. L. Min T Adj. Imp Facto~.
Cap. Adj. factor due to Impedinq mvrnnt
Movement Capacity
1222
138
1. 00
0.97
0.98
0.89
123
1266
128
1. 00
0.97
0.98
0.97
125
Result for 2 stage process:
..............".... wOO ....._.. II... __......... ..-- Io.."" -.... --.............. -- .............. -.. ....... ..... --.............. -_......................- .....-
......"'''''_'' 11...............- ..........._.... _....._.......... -.. .-....... --............ It..........·......:..........·..·.... ...- -." ..-_...... -.. ...-...
a
y
C t
0.98
0.56
323
0.98
0.45
313
- ..".. ........................ - ............ _..... .'... _.. ........ .... .. - - It.. _.... _............ - -.......... -.............. -... .. - - - - - -...... - - -.." .. -.......
Worksheet 8 Shared Lane Calculations
Shared Lane Calculations
Movement
7
8
9
- .. - .. ... - .. - ._ - .. .. - .. " - .. .. ~ - - - .. .. . - - II .. _ .. oil .. .. - - .. .. - - .. .. - - - - .. .. - - .. - .. .. .. - .. .,. - - - . .. .. - .. .. .. - .. .. .. - .. . - - - .. - .. - ... . . .. - .. .. - - - - . ..
10
11
12
v (vph)
Movement Capacity
Shared Lane Capacity
I - - . - . - - - - . - - - - . - . . - II - - - . . - - . . - . . . - - . . - - I
1 II I
I II I
5
323
374
o
308
2
622
o
317
53'
583
- __... - .__...... ..._... __.........11....-.. ....._ _.... _.... _.._ _.... -- -. ..... --... __...._ - -. ..-_..- _.....- -..... - .... - - -... -.... - --
62
313
397
Movement
worksheet 10 delay,queue length, and LOS
4
7
8
9
1
- ... it _ . - .. .. - - - .. ... - . .. . . . .. .. .. .. . .. .. - .. - .. - - .. .. - - - .. .. - - - .. - - - .. .. . - - - - .. . - - .. " .. .. - .. .. .. - .. ... ". - .. ... - - .. . .. .. .. ... .. - - .. . .. - .. .. . - - .. .. -
10
11
12
v (vph)
C m(vph)
vlc
951\! queue 1enqth
Con trol Delay
LOS
Approach Delay
Approach LOS
19
796
0.02
9.6
A
4
858
0.00
9.2
A
,..- ..-.---...-.- ,,-11"'- ..........- -,,-1
\ II I
7 115
374 397
0.02 0.29
14.8
B
14.8
B
17.7
C
"ßÛ4. C.......~ ~ en"> ~
...._.... _...._ _... _....__ .___........ _....._......_ _A._ _........ ...... - _...... ___ 11-- __._ _..... _...... - _.... -..... -... - -....... _......_11
17.7
C
HCS: Unsiqnalized Intersections Release 3.1a
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analyst: TJKM
Intersection: Starward!Amador Valley
Count Date:
Time period: pm peak
Intersection Orientation: East-West Major St.
@
'ßð.. o¡¿ C4-ø..~ h (I"IA,.~
Vehicle Volume Data:
Movements:
1
2
3
4
5
7
B
9
10
11
12
.. _..... ..__. __.. ___.. __ __...._.. __.....11 II_II...... ___........... II......... .._...... ........ _II......"............. __..".. ..___ __...... ..........
volume: 107 915 18 31 962 80 10 1 5 47 0 60
HFIt: 113 963 19 33 1013 84 11 1 5 49 0 63
P1!F: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
P1!V: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
.. __ _......... __.. __........ __ __.... __ __........... II.. __.... woo.. II......... ..... ... ............._ __ ___ __...... ___........................
Pedestrian Volume Data,
Movements:
II .. .. .. .. .. .. . .. .. .. .. .. .'.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. It .. .. .. .. .. .. ... .. .. .. .. .. - .. .. .. .. .. .. ... .. .. '" .. .. .. .. .. .. II .. ..
Flow,
Lane wid th:
Walk speed:
.. Blockage:
Median TYPe: Raised Curb
# of vehicles: 4
Flared approach Movements:
# of vehicles: Northbound
# of vehicles: Southbound
Lane usage for movements 1,2&3
Lane 1
L T R
0
0
approach:
Lane 2 Lane 3
L or R L or It
....... - ......__ __.... ........ woO~.""""""""""""""",,,,,_ _..o. .............. It........_....._.. __ ___ _ _ _ __ __ 01.._................_.. - -----'"
y N N N '{ N N Y '{
Channelized: N
G:rade: 0.00
Lane usage for movements 4,5&6 approach:
Lane 1 Lane 2 Lane 3
L T It L T R L 'r It
..... - - _...,.. -- - - - -- - - --- - -.... - -.....- --.. - -. - - ---.. -.. -.. - - -- - - - -.... - --- - - -.................. - - - -- -- - - - --.......... "......--
y N N N 'f ,."' N N '{ Y
Channeli z ed : N
Grade: 0.00
Lane usage for movements 7,8&9 approach:
Lane 1 Lane 2 Lane 3
L T R L or R L T R
-.... - - ................. - - - -- -....... _........................'O........- _.... _.. __...._ _'O..._ __ - - ___....... ..--- ...-- -- - - -.... -.............
y '{ '{ N N N N N N
Channelized: N
Grade: 0.00
Lane usage for movements 10,11&12 approach:
Lane 1 Lane 2 Lane :I
L T R L or R L or R
.... - - - II" .._...'O _ _ _.._ __............................. .....".... _ _ __.... _ ...... o..._ __ _................ _.. - - - __ __ ..... 11.........._ -..- - -...
y
Y
Y
N
N
N
N
1:'1
N
Channelized: N
Grade: 0.00
Data for Computinq Effect of Delay to Major Street Vehicles:
_... - - ___........ .._.. - - - - - - - - - - ___ - - ......__ _........ _.... ....... _......... - - ..._ - - - - - __......... ___.. - - - - _.... - _01. ....... "..
Shared 1n volume, major th vehicles:
Shared In volume, major :rt vehicles:
sat flow rate. major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
Eastbound
o
o
1700
17,00
2
Westbound
o
o
1700
1700
2
Length of study period, hrs: 1.00
- _..... _............ ........_ __ - - ........ _.. - _.. - - - __...___ _.. __ - ___ __.._ ____.. __ _.._ 01. ....._ _ _____.. _..._ _............. - -.. -- ---
csiculstion. ~."'.
Worksheet 4 Critical Gap and Follow· up time
Cri tical Gap Calculations:
Movement 1 4 7 8 9 10 11 12
. . .. - . .. .. .. - - .. .. .. .. - .. .. - - - - - .. .. .. . ... .. '- ... . .. - - .. - .. .. - - - - .. - - - - - - - - - - - - - - - - - - - - .. .. . .. .. - .. - - - - - - - - - - .. .. .. .. .. .. .. - - - .. . - - -
t. c,þase 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
t. c,hv 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t. c,C;¡ 0.2 0.2 0.1 0.2 0.2 0.1
G 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t. 3, 1t 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
t. c,T·:
1 stage 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
2 stage 0.00 0.00 1. 00 1. 00 0.00 1.00 1. 00 0.00
t C
1 stage 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
2 stage 4.1 4.1 6.5 5.5 6.9 6.5 5.5 6.9
Follow Up Time Calculations:
Movement. 1 4 7 8 9 10 11 12
.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. ... .. .. .. .. .. .. ... .. .. .. - It .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. It .. ... .. .. .. .. .. .. .. .. " .. .. -, ... .. .. .. .. .. II " .. .. .. .. .. .. .. .. .. .. .. .. ..
t f , base 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
t f,RV 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t f 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
........................ __.. __............ __.._............. __.......... __ It.. __ ....................-....... --...... -........ --.......-.. --...... ~...........".. -......
Worksheet. 6 Impedance and capacity equations
Step 1: RT from Minor St..
..... __.... ___. __....___.._ ____It.. .........- ........-_...--- ...... -.......---. ----....... --...... ...... ---...---....-... --.. ......-
9
12
Conflicting Flows
potential Capacity
Pedest.rian Impedance Fact.or
Movement. Capacity
probability of Queue free St.
491
529
1. 00
529
0.99
548
485
1. 00
485
0.87
Step 2: LT from Major St.
.It__ __ ,,__ _.... ...........- w.. ..-- --- ,,-- .......--_. ....-- ....- .......----..----....-- -_....--".. ----.. .-- ....-- ....-- ...... ----
4
1
_............ ~_ _... .__... - _.. _".._ - - _.. __ _,o.... .__ _...._ _.. __ - - _. __ - _..... -- - ~ - - - _.....- 'Or --- -..... -- -.... - - -.... -.....- -.....
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement. Capacity
Probability of Queue free St..
982
711
1.00
711
0.95
1097
644
1.00
644
0.83
----"'" - ...~.. -.... --....... - _....- ..-- - .....- -.. ......-- -.. ....--~ -----"'..- - ....--- _...-- -- -..-.. ....-.... ..-_.... - ...-_..... --...."
Step 3: TH from Minor St.
Part 1- First Stage
Worksheet 7a . Computation of the effect of TWo-stage gap acceptance
8
11
... " - - .. - - ~ - - - - . .. - . . - - - .. - .. .. .. - - .. . .. - - .. . " .. - - .. .. - - - - .. - - - - . " - - .. - .. . -" - - . .. - - - - - .. - . - . .. - - - ... . - - " .. .. - - . - - - . ... - - .. ..
Conflicting Flows
potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnE.c·
Movement Capacity
probability of Queue free St.
1198
261
1.00
0.83
215
1. 00
1120
284
1.00
0.95
271
1.00
part 2· second Stage
- - .. - - . .. . - . ~ - .. . . - - . ... - - - - - - .. .. - - - .. - - - ,_ - .. - - - - .. - - - - . .. - - . . .. .. - - .. II . .. _ _ _ " - - . .. - .. - - - .. - - .. .. - - - . . - ... ... - - - .. .. - - - .
_ _._ __ ..__ _..___n__ _........... ---...-- ......... --- +..--_.. --- - -..----...O' - .-" ..---..----.. ---... ..--..... ---...- ....---....--
Conflict.ing Flows
potential Capacity
pedestrian Impedance Fact.or
Cap. Adj. factor due to Impeding mvmnt
Movement. Capacit.y
1162
272
1. 00
0.95
259
1207
258
1. 00
0.83
213
Part 3- single Stage
..-..- -- .-- - ....--_.. -- --.. ".....,,-_.. ....-. -- ....- _.....-- - ..---_.. 'O..- __....._ -.......--....--. ....- -.... ---....- -.. ---....- -..---
_...._ - - ..__ ....._.. ___........ _..__ ".... __ _.... ____....__.....___ ........___...____....._ __...._ .....___....._ - _._ _... ___II ___.___
Conflicting FlOws
potential Capacity
Pedestrian Impedance Factor
cap. Adj. factor due to Impeding mvmnt.
Movement. Capacity
2360
36
1. 00
0.79
2B
2327
2B
1.00
0.79
30
Result for 2 st.age process:
- . - - - - - - - .. - - .. . .. . - ... .. - - - .. - - ... .. - - ... .. .. - - - .. .. . - - - .. .. - - .. .. - - - ... . - - - - .. .. - - - .. .. - - ... .. - - - .. .. - . .. .. - - - .. .. - - .. .. .. - - .. - - .. - - -
.... - _. ,,_._ ....___..__.. ,,__ - - __ ......___.. __ _.._ ____fl_ __,,___........ _... ....--_... --II ..--.....-- -..--....- -..O' --....-. ...---..
a
y
C t
probability of Queue free St.
0.9B
1. 58
135
0.99
0.98
1. 60
167
1. 00
_ _ _ _ _ _~. _.. _ __.. _ _ _..." ~...... __.... _ __... _ __.. ..__ _oO.. __ _.... _.. _.. ..____.. _ _ -....- _ _ M -.... -" -.... - -".- --... - -- - -."....
step <I: LT from Minor St.
part 1- First stage
Worksheet 7b - Computation of the effect of Two-st.age gap acceptance
7
10
- - __ _,,___ _..._ .._..__ ........ __....__...._ _....._...... ..__....._ _.... .___...._____ __ __.... ._" ".._ - 11--- _.'O_ -.--....--...---
Conflicting Flows
pot.ential Capacity
Pedestrian Impedance Factor
cap. Adj . factor due to Impeding mvumt.
Movement. Capacity
1198
200
1.00
0.83
165
1120
223
1. 00
0.95
213
part 2· Second Stage
- . - .. - - - .. - - .. .. - - - . .. - - - - - - - .. ... . - - - .. .. .. - - II .. _ _ _ .. .. - - - . ,. - - .. - .. .. - - - .. .. - - - - .. - - ... .. - - - .. .. - " .. .. - - .. . - - - . - - - .. - - - . - -'-
- ..--_. -*.. ..-_...-_............. ....- -_.--..-_. ------ --...---.. ...--........--...".. -- ..-..- ..--_. .-_... -- _..-- ...... _.....-......-
Conflicting FlOws
pot.ential capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt.
Movement. Capacity
572
478
1.00
0.B3
396
707
397
1.00
0.81
322
Part 3- Sinqle Staqe
.. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. It .. .. .. .. .. .. .. .. .. '", .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. ..
.. .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. ... .. .. It .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ,. .. .. .. .. .. .. ,. .. .. .. .. .. .. "!" .. .. .. .. .. .. ..
Conflictinq Flows
Potential capacity
Pedestrian Impedance Factor
Maj. L, Win T Impedance factor
Maj. L, Win T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvrnnt
Movement capacity
1769
54
1. 00
0.79
0.84
0.73
39
1827'
49
1. 00
0.78
0.83
0.82
40
Result for 2 stage process:
..............-....... ......... .... .......................-..........- -...... ---.......... --.... -- -.. --...... ..... ..... ... ... ................. .............
_......... __......" _...._.. __. _... ....__........ __ ...._................... _" ........... ..... ............ .-_............ ----.. ----.. -................
a
y
C t
0.98
0.52
157
0.98
0.69
194
......".... ...- -.-.. ............. ..---............. -.. .................... ..... --............ ---..- ---....... -.. .o.o-.. ...... "........_...... - _..
Worksheet 8 Shared Lane Calculations
Shared Lane calculations
Movement
7
8
9
10
11
12
_ _10......... _.._ _ ._Oo.... .._.... __10.......... 01_ ...._ _.... _.............. ............-..- - -- - - -.o __ ..__ _.. _.. ...__ - _._ __ _oO.o __
v (vph)
Movement capacity
Shared Lane Capacity
11
157
199
1
135
5
529
/_.... - - .-- ---. -- ---11-- - - - -... -. -... "--1
I I I
I II I
63
485
49
194
292
o
167
- _.. - - - 'Ow. _... ___ __ __.. __..._.. __ _ _ __ _ __ _ __......._ __ _...... _ __ _ _..._...... ....__.. _ .......Oo ......... ........... ...........
Movement
Worksheet 10 delay,queue lenqth, and LOS
9
1
4
8'
10
....__ - - __ - _... ....." ... .................. .............. __ .._................... ....... ......... _ -.... -- -- -..- --------- --- -..----..
11
12
v (vph)
C m(vph)
vie '
95% queue lenqth
Control Pelay
LOS
Approach Delay
Approach LOS
113
644
0.17
33
711
0.05
10.3
E\
7
I - . - - - - - - - - - - . - - - - - - II - - . - - - . . . . . . - . . . . . . I
I II I
I II I
17 113
199 292
0.08 0.39
24.8
C
24.8
C
25.0
C
25.0
C
~......~h~
.. II .. .. ... .. ... " _ _ _ _ _ _ .. .. .. .. . .. .. .. _ .. _ _ .. _ .. _ _ _ ,_ .. _ .. _ _ .. .. _ .. _ _ _ _ .. . . .. _ _ _ .. . . .. .. .. .. . .. . . .. .. .. ... .. .. - .. .. .. - .. - - .. - - .. - - - - - .. - - .. - - - -
11. 8
B
~-
-"
II'" II
110 II
II~II
11...11
II ...... II I:
110 II'~
1I....1I~
II II-S
II Ii C
II II....
II II 0
Ii II >- 3
II II.... 0
II U ,_:c
11 lIuo¥.
II II \I
II II ~
II II
II "
'" II II
.... II II
¡:: II II
rc II II
.... II II "
:;Ii II'::
~ II '" II co
o II § Ii I:
U 1111"- 110-
II +'" II -'
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';;11 o II e.:!!
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I- II III II
8. II '" II
II cg II>
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11011-'
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1-11 110
rc II .. II - IV
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RCS: Unsiqnalized Intersections Release 3.1a
TWO'WAY STOP CONTROL (TWSC) ANALYSIS
AI¡alys 1;.: TJIQ!
Intersection: Starward/Amador valleYg)se +
Count Pate: \~
Time Period: am peak ~
Intersection Orientation: East-West Major St.
TIF
Vehicle Volume Data:
Movements:
1
7
2
3
4
5
6
8
12
9
10
11
.. .. .. .. .. .. .. .. " .. " - .. .. .. .... .. .. .. .. .. .. .. " .. .. .. .. .. .. .. .. .," .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .... .. .. .. .. .. .. .. .. .... .. . .. .. .. .... .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. ..
voluree: 18 749 6 5 805 23 6 0 3 59 0 50
RJ:1R: 19 788 6 5 847 24 6 0 3 62 0 53
PHI": 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
PHV: 0.00 0.00 0.00 0.00 0.00 0.00 0.0-0 0.00 0.00 0.00 0.00 0.00
............ ___.. __......... _................ __.... ___ ___ ..... __.. _.._...... __...... _11.._ .... _...... ...... ...__".._ _..__.... ___.....................
Pedestrian Volume Data:
Movements:
.. ... .. '" .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. " .. .. .. .. " .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. .. .. .. " .. .. .. .. - .. ," .. .. " - .. " .. .. ..
Flow:
Lane width:
Walk speed:
% Blockage:
Median Type: Raised Curb
# of vehicles: 4
Flared approach Movements:
# of vehicles: Northbound
# of vehiCles: Southbound
0
0
approach:
Lane 2 Lane 3
L T R L T R
Lane usage for movemen~s i,2&3
Lane 1
L T R
..".." - ......-....... --..""..""..""......-.........." --.....................,,"........ --....."""".." --.."".. -............""" ,,-_.... --"" --.."..
y N N N Y N N y y
Channelized: N
Grade: 0.00
Lane usage for movements 4.5&6 approach:
Lane 1 Lane 2 Lane 3
t T R L T R L T R
.. .. " .. .. " .. .. .. " .. .. .. .. .. .. .. .. .. ... .. .. .. " " " .. " " " .. " .. " " " " " .. " " .. .. " .. .. .. .. ... " .. " .. .. .. .. " .. .. .. .. .. ... .. .. .. .. .. .. .. " .. .. " .. .. .. .. .. " .. " .. .. .. .. .. .. ... .. .. ,.. " II ..
y N N N y N N y Y
Channelized, N
Grade: 0.00
Lane usage for movernen'ts 7,8&9 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L [' R
... .. .. .. .. " .. . .. .. " .. .. .. .. " " .. .. " .. ... .. .. ... " .. .. ~ .. .. .. .. ": ~ ..:. ,., .'~ ,M .. .. .. .. '~','j¡. ~ .. ,i.. .. .. .. .. ,. ;,.. ,~ : ,. ~ ,";,: ':' .. ~ " " .":'~ " .,~', '. ~, .. ., .. .. '!': .. .. .. ¡, .. .. ,. " .. .. ..." " " " " " " ..
y y Y N N N N N . . .~
Channelized: N
Grade: 0.00
Lane usaqe for movements 10,11&12 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
N
N
.. .. " " .. .. .. .. " .. .. " '" " " .. " .. .. " .. .. .. .. .. .. .. .. .. .. ~ ." .. .. .. .. .. " .. .. .. .. .. .. .. " " " .. .. .. .. .. .. .. .. " " " .. .. " " .. .. .. .. .. .. .. .. .. " -." .. " " " " " .. .. .. .. .. .. .. .. .. .. " .. .. ..
N
y
y
N
~
Y
N
Channelized: N
Grade: 0.00
Data for Computing Effect of Delay to Major Street Vehicles:
.. .. .. .. " " .. .. .. .. .. .. .. .. .. " - .. .. - .. .. - - -, .. .-"- - .; .:. ;":," - - - - - - - .. .. .. .. .. .. .. ..,'" .. .. .. .. .. .. - .. .. . .. .. . .. .. - - - - - - .. .. .. .. .. '~'. . ..... ~".. - - - .. .. - - - - - .. .. -
Shared In volume, major thvenióles:
Shared In volume, major rt vehiçles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street thrpugh lanes:
Eaatbour¡d
o
o
1700
1700
2
Length of study period, hrs; 1.00
Westbound
o
o
1700
1700
2
.. .. .. - .. .. .. .. .. .. .. . .. - - .. ... .. - - .. - . .. . . ,¡. . It . .. .. . .I;, _ .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. It ~ .. .. .. .. _ _ .. .. .. '_ _ _ _ _ _ _ _ .. '. _ .. . .. .. .. .. .. .. .. . .. .. ,"'.- .. .. - - - - - .
L
Worksheet 4 Critical Gap and Follow-up time calculation.
Crit~cal Gap Calculations:
MovBttlr.mt 1 4
7
e
9
10
11
. -.. -.. .............. ........... -...... - - -. - - -- -- -.. - - ---.. -... -- - - - - --...- -- -- - -- - - -_......-...... -.............- - --- - --.........
12
t c,base 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
t c,hv 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t c,g 0.2 0.2 0.1 0.2 0.2 0.1
G 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t 3,lt 0.0 0.0 0.0 0.0 0,0 0.0 0.0 0.0
t c,T:
1 stage 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
2 stage 0.00 0.00 1. 00 1. 00 0.00 1. 00 1.00 0.00
t C
1 acaqe 4.1 4.1 7.5 6.5 5.9 7.5 6.5 5.9
2 stage 4.1 4.1 6.5 5.5 6.9 6.5 5.5 6.9
FollOVl Up Time Calculations:
Movement 1 4 7 8 9 10 11 12
.... _. ~.......... .-_11 .......... --_..~ -- ...........-..........--.... --..... ......--_...- .........-_..- --.... --- .... -_...--_..-_......- --....
t f , base 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
t f,HV 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Phv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t f 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
........... _~.. _to ._.. ..-- .... --.. ....-._....-.........-_....~__.II----...... ---.....--.... ...- ..--_..--_...... --.... --_...- ......--_.-
Worksheet 6 Impedance and capacity equations
Step 1: RT from Minor St.
............. _..~.. _11....._........ ___....... ...._ __ ..._.................._...................... -- -'" ...........................-.... 11.._ -........... -".. __II"
9
12
Conflicting FloVls
Potential Capacity
Pedestrian Impedance Factor
Movement capacity
Prob~bility of Queue free St.
397
608
1.00
608
0.99
436
574
1. 00
574
0.91
Step 2: LT from Major St.
.. .. .. .. .. 'II .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. II- .. .. .. .. .. ... .. .. .. .. ~ .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ,.. .. .. .. II .. .. .. .. .. .. .. - - . - - - - ..
4
1
- -- - - - -- -. - - _.-_....- _.......- -... -oO....... __...... -- - - - -.. -... - - -.oO.... - -- -- - -.. -- -... - -... - - --.. - -..... - -... --- -.--
Conflicting FloVls
potential Capacity
pedestrian Impedance Factor
Movement capacity
Probability of Queue free St.
795
836
1. 00
836
0.99
872
782
1.00
782
0.98
.." __ - - _..... - _.... _... - _..,. - - - _... - _..... - - - _to _ _ _..... - -..... -.. -.. ..-- - -...... -- _...- - -.. - -...... --...... - -.. - --...... - - -.... --....
Step 3: TH from Minor St.
part 1- First Stage
Worksheet 7a - Computa~ion of the effect of Two-stage gap acceptance
8
11
- -...... -.. -- - _.- - -,,- -.... - - -....... - - _...- -- -.... - - - _...- -- -.. - - - -....... - - - - - ...- --... -_..- - - .....-.. _....- - - - - - -.... - -.. ,.-- -..
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
cap. Adj. factor due to Impeding mVTnnt
Movement Capacity
probability of Queue free St.
829
388
1. 00
0.98
379
1.00
870
372
1.00
0.99
369
1.00
Part 2- Second Stage
- --_...- -. ..-....---..---- -. -- -.... -... ..-- - ..-- .....--- ..--_...-.--- _..- --...... --.... - -... 'O-" --... - --- ..,,-- ....---..-
- - - .. - - - .. - - - .. .. - .. .. - - " - .. - - - - .. .. - - .. . - - - - .. - .. - .. . .. - - .. .. - - - - Or .. _ _ _ _ .. - - - .. . .. - - .. - - - - .. .. - - .. - - - .. - - - - ... .. - .. .. .. - - .. .. - -
Conflicting FlowS
potential Capacity
Pedestrian Impedance Factor
cap. Adj. factor due to Impeding mvmnt
Movement capacity
882
367
1. 00
0.99
365
833
387
1. 00
0.98
377
Part 3- single Stage
_ _ .. .. .. . _ . .. _ _ _ .. _ _.. _ _ .. _ .. _ ... .. _ _ .. .. _ .. n . .. _ _ _ .. - - - .. .. .. - - II .. .. - - .. . . - - - .. ... .. - .. .. .. - .. .. - - - " .. - - - .. - - - .. - - - .. . .. - .. .. - - - ... .,. - -
- ___ __ ....._ _...__.... _____ - - - - _..... ___...._ __..__It.. .__... ..-------.... ---.... ..-...... -- ....---.- .-....- -.... - .....- - ..- --
Conflicting Flews
potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement capacity
1712
92
1.00
0.97
89
1703
93
1. 00
0.97
90
Result for 2 stage process:
- --- -- ----- - -...-..- -- - ------ .....-- -_.- -_..-- --.. ..-_...... -_....- --.... --.... ..-....--.....--.. --- - --.....-... ..-_..--"
- - -.. - -..... --... - _..- -.... -- -. - -..... - -....... - -.. - - -. -- - -.. - - -.. .-_.. -...... - -.... - -.. - - -.. -- -... _...- -.. ....-_..- - -.... _....I'-
a
y
C t
probability of Queue free St.
0.98
1.13
299
1. 00
0.98
0.99
307
1. 00
.. - .. ... .. It _ _ .. .. - - - - - - .. - - .. .. .. - - . . - - .. .. - - - .. . - - - .. . - - - .. . .. - - .. .. - - - .. . .. - - - .. " - .. .. . - . . - - . .. .. - .. - - - - .. .. . .. .. It .. .. .. . - - . . - -
Step 4: LT from Minor St.
part 1, First Stage
worksheet 7b - Computation of the effect of Two·stage gap accep,tance
7
10
- _... _....._ _.. - - _.. _..... - - - - - _oO.... __ _".. - _.... - _...._ - - ...._ _......... - __.... - - -... -.... - - - II _.._ _... -..- -..... - _It.... -...- -....
Conflicting Flows
potential Capacity
pedestrian Impedance Factor
Cap _ Adj. factor due to Impeding mvmnt
Movement Capacity
829
335
1. 00
0.98
327
870
317
1. 00
0.99
315
part 2· second Staqe
_.- -.. - --.... -. ....-_...- -- - ..-..-...-.... ...-..-- -.... ..--_...-_......-- -" -"..--..---.... ------ -.-.-- _.......- _..- - ..... ..-.
.. _.__ _.... _......_...__._ _... - _.. ___...____...__ ...._ --I'. __ _... ---...--- -~..--"'..--..---..-..- ...-..- ..---... -....--- ....-
conflicting Flows
potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
434
576
1. 00
0.90
520
432
577
1.00
0.97
560
· .
.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. II .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. "!' .. .. .. . .. .. .. .. .. ..".. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
Part 3- Single Stage
.. .. .. .. .. .. M .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. II .. .. .. .. II .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. .. .. ,_ .. .. .. .. "': II .. .. .. .. .. :'". ~ .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
Conflictinq Flows
Potential capacity
Pedestrian ImPedsnce Factor
Maj. L. Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
1264
128
1.00
0.97
0.98
0.89
114
1302
120
1.00
0.97
0.98
0.97
117
............ .,,_.............. II... ..__.. __ __.... ...... II.......... _II...... .............._.. __.. ..___.. _.._...._ .... ...... ......... 11_.......... ..........
Result for 2 staqe process:
.......................... .._ ..___ __..__.. _...._ __..... ,,___...... __.........._ __ __.. __ __.... ___ ___.. _............_ _II........... __.. .............
a
y
C t
0.98
0.55
310
0.98
0.45
303
.. .. .. .. ... .. .. .. .. .. II . .. .. .. .. .. .. .. .. .. .: .. .. .. .. .. .. .. .. .. .. .. _,.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. _ .. .. .. .. .. .. .. ... .. .. .. .. .. .. .. _ .. .. _ _ _ _ _ _ .. .. .. .. _ ... ..
Worksheet 8 Shared Lane Calculations
Shared Lane Calculations
Movement
7
8
9
10
11
12
.._ r.......... - _.. - ..._ _...__" - - - _.. _....._ __ - _w__ __ __ _ __"' _.. _ __ __ _ _ _ _ __ _ _ _ _.. _ _.. ___ _...... __ __........ _ _.. _..._ ..........._.
1·--··----- -.... -···11·······--··· ··-----1
I II I
I II I
v (vph)
Movement Capacity
Shared Lane Capacity
6
310
371
o
299
3
606
62
303
387
o
307
53
574
--.. -" - ........- - - - -.... -- --...... -.. -......... -.. ---...... -.....-...... -...... -....... -... ..... -.... ....- --.. -..- - - -- - -.... - -- - -...... ---
Worksheet 10 delay,queue lenqth, and LOS
Movement
1
4
7
8
9
10
11
12
........ - - -_...........- --.... ...... -..................... .... ........... ............... .................................. --..- - ---.... ~ - -- -" ---
v(vph)
C m (vph)
vlc
95.. Queue lenqth
Control Polay
LOS
Approach Delay
Approach LOS
19
782
0.02
9.7
A
5
836
0.01
9.3
A
I . . - - - - - - - - - - - - . . . . . II . - . . . . . . - . - - - . - - - - - I
I II' I
I II I
9 115
371 367
0.03 0.30
15.0
B
18.2
C
15.0
B
18.2
C
- -.. - - -".. . ...... - - - - - - - -" - .... '".. ... ................... -.. ............ ..."........ ................... ............. - - - - ~ - - - - - - - -.. - - - - -.." -..-
ß~" t T ¡PO
.-
L..
RCS: Unsiqnalized Intersections Release 3.1a
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analÿ¡¡t:. . TJ:KM
Intersection, Starward/1lntad€0VS1l9Y . Base +
Coun t Da te : :.+
Time period: pm peak "1\.$
Intersection Orientation: East-West Major St.
TIF
Vehicle Volume Data:
Movements:
...... .. .... ...... .... .. ........... _.... ...... ............................ .......... .................... .._''...... . ...... .... II...... .......... .......... .......................... ...... ....
1
2
3
4
5
6
7
6
9
10
11
12
Volume:
HFR,
PHIl"
PRY:
...................... .._ II ...... ___ _.......... ....._... .... --.... --.... "'... -- _01....... ..... --.......... ..~_....................... .-oO.........-"
107
113
0.95
0.00
971
1022
0.95
0.00
25
26
0.95
0.00
33
35
0.95
0.00
1007
1060
0.95
0.00
60
84
0.95
0.00
16
17
0.95
0.00
1
1
0.95
0.00
53
56
0.95
0.00
47
49
0.95
0.00
o
o
0.95
0.00
60
63
0.95
0.00
Pedestrian Volume Data:
Movements:
.. __............. _. __.._.._ __ ............ __..................... - ..._.. _M......... _*........ --........-.. ---.........-.. .....-...... ......... -......--..
Flow,
Lane width,
Walk speed:
\ B10ckaqe:
Median Type, Raised curb
# of vehicles: 4
Flared approach Movements:
# of vehicles: Northbound
# of vehicles, Southbound
Lane usaqe for movements 1,2&3
Lane 1
L T R
.. -- -.....-.... -...... -.... --..".... - - - _...- - - ......- - -.. -- ..... - - -... ".. - - _...- -- -.. - - _....- -.1O.. - .."1O - -..... - -- .....-.........--
0
0
approach,
Lane 2 Lane 3
L T R L T R
y
N
N
N
y
N
N
y
Y
Channelized: N
Grade, 0.00
Lane usage for movements 4,5&6 approach:
Lane 1 Lane 2
L T R L T R
... - -... . - -..... - -... -.. -...... - -......... - -......... - -....... -...".. - -.... - -..... - - - -..... - -... - - - -..... -....... - -..... - -..... -...... .. - ---..
L
Lane 3
T R
Y N N N Y N N Y Y
Channelized' N
Grade, 0.00
Lane usaqe for movements 7,6&9 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
...- -" ...--.".. -. ...-_.... -- - -...... --......." --.. ,,_..... ,,- -..".- --...... ---........ -....".. -.. .......... - - -.... - - '" - .-_..- - "... --
y Y Y N N N N N N
Channelized: N
Gracie' 0.00
Lane usaqe for movements 10,11&12 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
_... - _.. __ _'". ._......._ - - II........ __ __ - - - --..... --..... - -.. ,,- - -- ....-- - '" ..-..- --.. - - -..... -- "---..,, -..."....-.."" -.... - - ....- -"
Y
y
Y
N
N
N
N
N
N
Channelized: N
Grade, 0.00
pata for Computinq Effect of Delay to Major Street Vehicles,
.. - - .. .. .. ... .. .. .. - - .. . .. - - .. .. .. . .... - - - ... .. - - - .. ... .. - - -. . - - .. . . . - .. . . . .. - .. ... . . - .. " . .. .. .. .. . - - .. ... - -.- .. .. - - .. . .. - - .. . " - .. . - - - . .. - -
EllS tbound
o
o
1700
1700
2
WestbO\,lnd
o
o
1700
1700
2
shared ln volume, major th vehicles:
Shared ln volume, majorrt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major .rt vehicles:
Nwmber of major street thro\,lqh lanes:
Lenqth of study period, hra: 1.00
_........ ...._ _.. - it..... _".... _ _........._.....'O __ __.._ - _" ......- it.. .1O. _OlIO .-- -... - -...... - _.....- -.. .-- -..... --... - -... --.....--
workaheet 4 Critical Gap and Follow-up time calculation.
Critical Gap Calculations:
Movemen t 1 4
.. - - - . - .. .. . - - oil Or .. .. _ _ _ . .. .. _ _ . . ... .. - - .. .. . . .. .. ... . .. .. - - .. - - " - - .. .. .. - - - .. .. - .. -. - - .. .. - .. .... - .. - .. . .. - .. . .. - - - . . - .. .. .. .. - . .. .. - .. . - - ..
7
8
9
10
11
12
t. a,base 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
t. c,hv 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
P hv 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t C,g 0.2 0.2 0.1 0.2 0.2 0.1
G 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
t :; ,It 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
t c,T:
1 st.age 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
2 s t.age 0.00 0.00 1.00 1. 00 0.00 1.00 1.00 0.00
t a
1 stage 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
2 stage 4.1 4.1 6.5 5.5 6.9 6.5 5.5 6.9
FolloW up Time Calcula dons:
Movement 1 4 7 a 9 10 11 12
............_...... __.._.......................... __...... ...._ ___...... __.................... it....... ...._.... __.......................... -..-- ..--..............
t f,base
t f,HV
P hv
t f
2.2
1.0
0.00
2.2
4.0
1.0
0.00
4.0
2.2
1.0
0.00
2.2
3.5
1.0
0.00
3.5
3.3
1.0
0.00
3.3
3.5
1.0
0.00
3.5
3.3
1.0
0.00
3.3
4.0
1.0
0.00
4.0
................ --.... -......."....-........ ...-.... -- -........ ---.... -- --...................... ........-.. --.. --... ........ .......... .......---..--
Worksheet 6 Impedance and capacity equations
Step 1, RT from Minor St..
......... ---...... --............ ......- --............. .......................... -.................... --........... .....-.. --.. __woo ...... ......... ..._....__
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
524
503
1.00
503
0.89
572
468
1. 00
468
0.87
Step 2, LT from Major St.
.. -..... ... --................................................................ -- --...-.. ---.... ............................. ......... -.............. -- .._--"
1
4
....... - ___ ...__ - __ - __ __ _..____. - __..._ __ - __ ___ _.. - _... .............. _.. ...._ _. __ - __ __....... ..______ __ __ _..... ___ - II. It......
conflicting Flows
Potential Capacity
Pedestrian Impedanoe Factor
Movement Capaci~y
Probability of Queue free st..
1048
671
1.00
671
0.95
1144
618
1. 00
618
0.82
... -.. - --- -..... -.. - - --.. - -- -- -. -.... --.. -........ --.. - -- - ---...- - --"'........... - - -- - -......... ........ ...- - - - - - - _A. - _.
St.ep 3, TH from Minor St.
part 1· First S~age
Worksheet 7a . Computation of the effect of Two-stage gap acceptance
8
11
-..... - --.". - - -...... --....-.. -- - - - - - - - -....- - - - -.. -- - -......... ........ -.. - -- - -- --............. -... - - -- -- -.. -...-..........."
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. fac~or due to Impeóing mvrnnt
Movement Capacity
Probability of Queue free S~.
1261
244
1.00
0.82
199
0.99
1172
269
1.00
0.95
255
1. 00
part 2- Second Stage
......... .._ _ _.. _................_...... _.................." h.. ........ _ ......._.. _"._ _ _ _ __ _ _ II. ........- - - - -.- - -.................... -. ---
~
"
...._ __ ___....... II... _ _ _ _ __.. _ _..... _ _........ _ __... ....".."... ___ _ ___.. _ _ _ _................._ __ - - - _.........._ - -- - -- -- - - 11_.....
Conflicting Flows
potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement. Capacit.y
1214
257
1.00
0.95
243
1274
240
1. 00
0.82
197
part 3~ Single Stage
-..- -- ..-_... ......-- - ---..- .... ............ ...... ........- -----........- ........ .... ..-- .----...............-- -.......... ............
- -- - - --_...........- - -- --..............."........... -.. ..--- -.. -.... - _.....-.. -.. ..--- --...... ......... ..-- - _.....................-
Conflicting Flows
Potential Capacity
pedest.rian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
2474
30
1.00
0.78
24
2445
32
1. 00
0.78
25
Reeult for 2 stage process'
...._.. ...__ ........._.._ __.._........ _.... .... ...... ...... .......___ ___.. - ,,_ ..... It..... ....__ ___.. _....._...._____..... ....-.--- --..
--- -. ---........ --- ----........ .......-.... - ....- -- ------...... ..._" -.....--- .-..........-------- _......-.. --. -- -.... .....
a.
y
C t
probability of Queue free St.
0.98
1. 64
121
0.99
0.98
1.68
151
1.00
-- - -- --- -........ ...- -.... -...... -...... .......................... - - - - - --....-...... .--- - - --...... - -.. - -......... ...... ...-- --..
Step 4, LT from Minor st.
part 1- First stage
Worksheet 7b . Computation of the effect of TWo·stage gap acceptance
7
10
... ...- .....- --... --.. ,,-'"- ..-.......... .._" .......- .............. .... --- ..... -.. -_...........- --.. --...-.... .... .--.. ----..-- ....
ConflictinQ Flows
Potential Capacity
Pedestrian lmpedance Factor
Cap. Adj. factor due to Impedinq mvmnt.
Movement Capacity
1261
183
1. 00
0.82
150
1172
208
1.00
0.95
197
Par~ 2· Second Stage
..-- -.. ...- -- -.. --.... ........ '" ....-.... ............. ..... -.. - .... .......... ......----_......... .... .-- -........... ......... ....- --...... ......
',-
¡
- - .. . - .. . . . . . . .. - .. - - - - - .. - .. .. - - - ;. .. - .. - - - . . . .. .. - - - .. - - - - - - .. .. . .. - .. .. .. . . . .. .. . .. .. - - - - -, .. . . . . . .. - - - . .. - .. - - .. .. . .. . .. - - "
Conflicting Flows
Potential Capacity
Pedéstrian Impedanca Factor
Cap. Adj. fact.or due to Impedinq mvmnt
Movement Capacity
599
460
1.00
0.82
377
737
381
1.00
0.72
275
- - .. - - . - - .. - .. - .. .. .. - .. - .. ... - .. .. - - - .. .. - .. . . .. - .. .. .. . . - - .. .. .. _.. .. . .. .. - - - .. .. . - - . . .. - - .. - - II . _ _ _ . .. .. - - .. " .. - .. II " - - .. .. . - .. - ~ .. - -
?art 3" Sinqle staqe
- . - - - - .. - .. - _.. .. . ... .. - - .. .. - - _'.. . - .. . .. - .. .. . II _ .. .. . .. .. - .. .. . - .. .. " .. - - - - .. .. - - .. . . - - .. . .. - . .. .. - .. . .. - - .. .. - - .. . . - - - .. .. - - - .. .. - -
conflicting Flows
potential Capacity
?edestrian Impedance Factor
Maj. L, Min T Impedance factor'
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
.. . 'II _ .. - - ... - - - - . - - - . . - .. .. .. .. OJ .. - .. .. - ,- .. - - .. .. .. .. .. - - .. . .. ... .. .. .. - - - .. .. - - - - .. .. - - .. ... - - .. ... .. - . .. - .. .. . ... - ... .. .. - .. - .. - .. . - .. - - - .. .. - -
1860
46
1.00
0.78
0.83
0.72
33
1908
42
1. 00
0.77
0.82
0.73
31
Result for 2 stage process:
.. .. - .. - - ... .. - .. _, - .. - - . . . - .. .. .. .. - - .. .. .. - . .. - - .. . II .. .. _ . .. ,. - - .. . - - .. - . .. '" - .. - .. .. - - . .. .. - .. . .. .. .. - - .. .. .. .. - - .. .. - - - ~ .. .. - - .. .. - - .. ... .. -
a
y
C t
".. _. _.. - ~ - _..._ _,,__ __.." _.." .._.... - _....... - - __..." _...._ - _...... ___.. ____..... __..... _... - - _... __ II.. ._..._ --....." -..O'.... -..
0.98
0.50
143
0.98
0.79
173
Worksheet 8 Shared Lane Calculations
Shared Lane Calculations
Movement
.. ___ _.. __. _.. __.. .._.... ___ ..........._ ..__ __.. _'II__~" .._.. ."...__..01._"__ ...-....-....-...... .....--_.....-... -.......- ---
7
8
9
10
11
12
v (vph)
Movement Capacity
Shared Lane Capacity
.. .. 'II _ .. - ... ... - .. .. ": .. .. .. - - .. .. - - - .. .. - - - .. .. - - .. .. .. - - - .. .. .. - . .. . - - - . - .. .. - - .. .. . - - -," .. - - ... .. - - .. . " - - .. - - - .. .. - - - .. ... - - - .. - - - .. .. - . ..
I . - . " " - " " . . . . . - ". . - " II . . . . " - " - - - - . " - - · - - - I
I II I
I II I
17 1 56 49 0 63
143 121 503 173 151 468
310 268
Worksheet 10 dalay,Queue lenqth, and LOS
Movement
_ _........ _...... _...... _ _.. _ _.. __ _ __ _. _ _... _ ___...._ _ __.. __........... _......._ _.. II ,,_ _ _. _ _ _.. _ __.. _. ..._....... -....... - - II.. -- r if>..
1
4
7
8
9
10
11
12
113
618
0.18
12.1
B
I - - " . - - - " . - - . - - . - - - . 11 - - " - - - - - - - - . . - - - - - - I
I II I
I II I
74 113
310 268
0.240.42
v (vph)
C m(vph)
vlc
95% queue lenqth
Control Delay
LOS
Approach Delay
Approach LOS
35
671
0.05
10.7
B
20.2
C
28.1
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Exhibit C
July 2004
Downtown Traffic Impact Fee Improvements. Cost Estimates
and Diaerams
1. St. Patrick Way Extension - Easterly 400' Segment
2. Golden Gate Drive Widening - Dublin Blvd. to West BART Station
3. Dublin Blvd./Golden Gate Drive Intersection Improvements
4. Dublin Blvd.! Amador Plaza Road Intersection Improvements
5. Dublin Blvd./Dougherty Road Intersection Improvements
6. San Ramon Road/Dublin Blvd. Intersection Improvements
G:\DQwntown TIF\2004 Downtown TlFIFina/IExhibit C
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2004--2009 CAPITAL IMPROVEMENT PROGRAM
\
PROJECT NUMBER PROJECT DESCRIPTION ACTIVITY
96870 Saint Patrick Way - STREETS
, ReQional Street to Golden Gate Drive
DESCRIPTION - LOCATION
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This project will construct a 2-lane roadway
between Golden Gate Drive and Regional Street,
south of and parallel to Dublin Boulevard.
COMMENTS
The need for a connector road for three long commercial cul-de-sacs was first identified in the City's original
Downtown Study. This need is becoming more apparent as this portion of the Central Business District develops
further and the proposed BART parking lot is constructed along Golden Gate Drive. The section of Saint Patrick
Way between Amador Plaza Road and Golden Gate Drive was constructed by the Alameda County Transportation
Authority (ACTA) as part of the -580/~680 Interchange Improvements. It is anticipated that the City's project,
between Golden Gate Drive and Regional Street, will be funded through private contributions in the form of a
downtown traffic development impact fee, BART mitigation funds, and developer -built mitigation improvements.
For the purpose of this Capital Project, only the portion of Saint Patrick Way that is anticipated to be built by the City
is included in the cost estimate.
ESTIMATED COSTS
FINANCINGNEARS SCHEDUL.E
Fund Prior Years 2004-2005 2005·2006 2006-2007 2007-2008 2008.2009
Totals
Design / Inspection $
other Contract Services
Land / Right of Way
Improvements
Machinery / Equipment
Miscellaneous
167,724 300 $ 6,786 $ 572,135 $ 1,009,000
91,000
522,130
807,000
67
$ 1,587,921
TOTAL
PROJECT
MANAGEMENT FTE
$ 1,587,921
STAFF
CONTRACT
$
6,786 $ 572,135 $ 1,009,000
0.12 0.30
0.15
$ 1,587,921
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City of Dublin Public Works Downtown Traffic Impact Fee (TIF)
Improvements
Preliminary Cost Estimate
Golden Gate Drive Widening
Widen to Four Lanes, Dublin Boulevard to West Dublin BART Station
Description Unit Quantity Unit Price Total
$ $
1 Demolition SF 32,480 3 97,440
2 Grading 1,372 25 34,300
3 Pavement Section SF 14,820 6 88,920
4 Curb & Gutter LF 2,320 17 39,440
5 Sidewalk SF 18,560 6 111,360
6 Sawcuting LF 1,160 10 11,600
7 Stonn Drain Pipe LF 1,500 100 150,000
8 SD Inlets EA 11 2,500 27,500
9 SD Manholes EA 1 3,500 3,500
10 Landscaping Lump Sum 50,000
11 Striping Lump Sum 25,000
12 Lighting EA 8 3,500 28,000
13 Sewer LF 0 45 0
14 Fire Hydrants EA 6 3,500 21,000
15 Water LF 1,200 50 60,000
16 Joint Trench LF 1,200 200 240,000
17 Traffic Signals EA 1 250,000 250,000
18 Traffic Signal Mods. EA 1 250,000 250,000
19 Interconnect LF 2,000 25 50,000
20 Signing Lump Sum 5,000
SUBTOTAL 1,543,060
RIGHT OF WAY
21 Land SF 15,553 33 513,249
22 Condemnation Contingency 15% 76,987
SUBTOTAL 590,236
Design, CM, RW, Admin. 20% 426,659
Contingency 10% 213,330
GRAND TOTAL $2,773,285
G:\Downlown TlF\2004 Downtown TIFIFinallEstimate_Golden Gate Widening
10/4/2004
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City of Dublin Public Works
Downtown Traffic Impact Fee (TIF)
Improvements
Preliminary Cost Estimate
Intersection Improvements - Dublin Boulevard and Golden Gate Drive
Install Eastbound Dublin Boulevard Right Turn Lane
Item Description Unit Quantity Price Total
$ $
1 Demolition SF 4,000 3 12,000
2 Grading Lump Sum 2,222 25 55,550
3 Pavement Section SF 4,800 6. 28,800
4 Curb & Cutter LF 450 17 7,650
5 Sidewalk SF 3,600 6 21,600
6 Sawcuting LF 450 10 4,500
7 Stonn Drain Pipe LF 12 100 1,200
8 SD inlets EA 1 2,500 2,500
9 SD Manholes EA 1 3,500 3,500
10 Landscaping Lump Sum 10,000
11 Striping Lump Sum 7,500
12 Lighting EA 2 3,500 7,000
13 Sewer LF 0 45 0
14 Fire Hydrants EA 0 3,500 0
15 Water LF 0 35 0
16 Joint Trench LF 0 100 0
17 Traffic Signal Mods. EA 1 100,000 100,000
18 Signing Lump Sum 0 2,000
SUBTOTAL 263,800
RIGHT OF WAY
19 Land SF 3,600 33 118,800
20 Condemnation Contingency 15% 17820
SUBTOTAL 136,620
Design, CM,Admin. 20% 80,084
Contingency 10% 40,042
TOTAL IMPROVEMENTS 383,926
GRAND TOTAL $520,546
G:\Downtown TIF\2004 Downtown TIF\Final\&timate_Dublin-Golden Gate Int
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Downtown Traffic Impact Fee (TIF)
Improvements
Preliminary Cost Estîmate
Intersection Improvements - Dublin Boulevard and Amador Plaza Road
Install Eastbound Dublin Boulevard Right-Turn Lane,
Southbound Amador Plaza Road Right-Turn Lane,
Westbound Dublin Boulevard Widening West of Amador Plaza Road, and
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Description Unit Quantity Unit Price
$
1 Demolition SF 7,570 3
2 Grading CY 840 25
3 Pavement Section SF 5,470 5
4 Curb & Gutter LF 1,050 17
5 Sidewalk SF 6,820 6
6 Sawcuting LF 1,050 10
7 Stonn Drain Pipe LF 760 100
8 SD Inlets EA 6 2,500
9 SD Manholes EA 0 3,500
10 Landscaping Lump Sum
11 Striping Lump Sum
12 Lighting EA 5 3,500
13 Sewer LF 0 45
14 Fire Hydrants EA 3 3,500
15 Water LF 0 35
16 Joint Trench LF 1,050 100
17 Traffic Signal Mods. EA 1.00 250,000
18 Interconnect LF 1,500 25
19 Signing Lump Sum
SUBTOTAL
RIGHT OF WAY
20 Land SF 5,470 33
21 Condemnation Contingency 15%
SUBTOTAL
Design, CM, Admin. 20%
Contingency 10%
GRAND TOTAL
Total
$
22,710
21,000
27,350
17,850
40,920
10,500
76,000
15,000
o
20,000
25,000
17,500
o
10,500
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105,000
250,000
37,500
5,000
701,830
180,510
27,077
207,587
181,883
90,942
$1,182,241
G:\Downtown TIF\2004 Downtown TIFIFinaIIEstimate_Dublin-Amador Int
10/4/2004
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Downtown Traffic Impact Fee (TIF)
Improvements
Preliminary Cost Estimate
Intersection Improvements - San Ramon Road/ Dublin Boulevard
Install 3rd Northbound San Ramon Road Left Turn Lane
Description Unit Quantity Unit Price
1 Mobilization Lump Sum
2 Traffic Control Lump Sum
3 Clearing and Grubbing Lump Sum
4a Grading Lump Sum
4b Retaining Wall SF 2,000 40
Sa Remove Median Curb LF 2,050 2
5b Remove Curb/ Gutter LF 600 2
5c Remove Pavement SF 5,100 2
5d Re. Median Surface SF 2,700 2
5e Re. Landscaping SF 2,400 2
6a Modify Structure Lump Sum
6b Inlets Each 2 2,500
6c Storm Drain Laterals LF 25 100
7 Median Curb LF 2,090 20
8 Curb and Gutter LF 600 20
9 Pavement SF 8,000 6
10 Median Subdrains LF 2,000 20
11 Streetlights Each 6 5,000
12 Striping Lump Sum
13 Traffic Signal Mods. Each 1 ' 250,000
14 Interconnect LF 1 ,000 25
15 Signing Lump Sum
16a lITigation Lump Sum
16b Landscaping SF 4,600 4
SUBTOTAL
RIGHT OF WAY
SUBTOTAL
Design, CM, Admin. 20%
Contingency 10%
Caltrans Encroaclnnent Permit
GRAND TOTAL
G:\Downtown TIA2004 Downtown TIFlFina/llEstimate_San Ramon-Dublin Int
Total
25,000
40,000
10,000
20,000
80,000
4,100
1,200
10,200
5,400
4,800
5,000
2,500
41,800
12,000
48,000
40,000
30,000
30,000
250,000
25,000
5,000
25,000
18,400
733,400
146,680
73,340
50,000
1,003,420
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10/4/2004
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Exhibit D
DOWNTOWN TRAFFIC IMPACT FEE SCHEDULE
Effective December 20, 2004
Residential
Low Density Dwelling (up to 6 units per acre)
Medium Density Dwelling (6.1 -14 units per acre)
Medium/High Density Dwelling (14.1 - 25 units per acre)
High Density Dwelling (more than 25 units per acre)
$1,360/unlt
$1,360/unlt
$952/unit
$S16/unlt
Non-Residential
Development Other Than Residential
$ 136/trip
LAND USE
(Non-Residential!
ESTIMATED WEEKDAY VEHICLE
TRIP GENERATION RATE·
HOTEL/MOTEL OR OTHER LODGING:
10/room
OFFICE:
Standard Commercial Office
20/1,000 sf
RECREATION:
Recreation Community Center
Health Club
Bowling Center
Golf Course
Tennis Courts
Theaters:
Movie
Live
Video Arcade
26/1 ,000 sf
40/1,000 sf
33/1,000 sf
S/acre
33/court
220/screen
0.2/seat
96/1,000 sf
EDUCATION (Private Schools):
1.5/student
HOSPITAL:
General
Convalescent/Nursing
Urgent Care Clinic
12lbed
3/bed
24/1,000 sf
CHURCH:
9/1,000 sf
INDUSTRIAL:
Industrial (with retail)
Industrial (without retail)
16/1,000 sf
8/1,000 sf
. Sources of information for Trip Generation Rates: Institute of Transportation Engineers (ITE)
and San Diego Association of Governments (SANDAG). These trip generation rates are based
on averages. Most retail uses are given a 35% pass-by reduction.
Page 1 of 3
G:\DowlHown T1F\2004 Downfown ilF1Finof\Exhfblt D r F.. Sch.dultJ
~l~l.JI~
ES71'hSUslf- }JQ;iJ/f}?btVAJ 771=
Exhibit D
DOWNTOWN TRAFFIC IMPACT FEE SCHEDULE
Effective December 20, 2004
LAND USE
lNon-Re$ldentlall
ESTIMATED WEEKDAY VEHICLE
TRIP GENERATION RATE
(WITH PASS-BY)
RESTAURANT:
Quality (leisure)
Sit-down, high turnover
BarfTavern
Fast Food (without drive through)
Fast Food (wIth drIve through)
65/1,000 sf
104/1,000 sf
98/1,000 sf
285/1,000 sf
465/1,000 sf
AUTOMOTIVE:
Car Wash:
AutomatIc
Self-Serve
Gas StatIon wIth or without food mart
TIre Store/Off Change store
Auto Sales/Parts Stora
Auto RepaIr Center
Truck Tennlnal
585/slte
70/wash stall
97/pump
28/servlce bay
(no pass-bys) 48/1,000 sf
(no pass-bys) 20/1,000 sf
(no pass-bys) 80/acre
FINANCIAL:
Bank/Savings and Loan
130/1,000 sf
COMMERCIALlRET AIL:
Super Regional Shopping Center
(More than 600,000 SF; usually
more than 60 acres, with
usually 3+ major stores)
22/1,000 sf
Regional Shopping Center
(300,000 - 600,000 SF; usually
30 - 60 acres, w/usually 2+ major stores)
33/1,000 sf
Community or Neighborhood Shopping Center
(Less than 300,000 sf; less than 30 acres
w/usually 1 major store or grocery store
and detached restaurant and/or drug store)
46/1,000 sf
Commercial Shops:
Retail/Strip Commercial (no major store)
Supermarket
ConvenIence Market
Discount Store
26/1 ,000 sf
98/1,000 sf
325/1,000 sf
46/1,000 sf
tl2!2:. Land Uses mar1led in BOLD and ITALICS will always pay at the individual trip rate as these uses tend to
generate destination trips, Recreation, Restaurant, Financial and Commercial/Retail uses will pay at the individual
trip rate if the site is a stand-alone land use: if the land use Is part of a larger shopping center. the appropriate
Shopping Center trip rate will apply, See the discussion below on trtp rates for standard commercial office,
shopping center and stand-alone uses,
Page 2 of 3
10/4/2004
G.1DowntOW(J i/F\2004 Downtown TIF\Firl8/lExhtbll D ~ File Sc,.,.du,.
Exhibit D
DOWNTOWN TRAFFIC IMPACT FEE SCHEDULE
Etf.etlva þaçambar 20, 2004
Standard Commercial Office. A standard commercial office building houses multiple tenants
such as professional services, insurance companies, investment brokers, bank or savings & loan
institutions, non-urgent care medical offices, restaurant or cafeteria, retail stores, and recreational
facilities. A uniform trip generation rate for Standard Commercial ~ shall apply to this type of
development, except for uses not listed in the preceding sentence, which shall be subject to the
appropriate Individual trip rate.
ShoDDlna ~ A shopping center is an integrated group of commercial establishments that is
planned to function as a unit using common access drlvewaysand inter-linked parking areas. The
designation of a site as Shopping Center does not depend on ownership. Shopping centers may
contain restaurants, retail stores, movie theaters, post office, banks, recreational facilities, and
offices. A uniform trip generation rate for the appropriate type of ShoDDina ~ shall apply,
exceptfor fast food restaurants with drive-through service, which shall be subject to an individual
trip rate.
Stand-Alone Site. A stand-alone site consists of an Individual building constructed on a separate
parcel of land for utilization by a single use and designed with separate access and parking areas.
Examples of this type of developmentinclude stand-alone restaurants, retail stores, recreational
facilities, hotels, etc. The appropriate Individual trip generation rate shall apply for the particular
use, as listed above, or as determined by the Public Works Director If the use is not specifically
listed on this Exhibit.
Page 3 of 3
10/4/2004
O;\l)ownfawt'.! TTF\2004 Downtown íI~fnfJ!\é.)(hlbit P y ~.. Sr:~duh!l