HomeMy WebLinkAboutItem 6.1 Fallon Crossing Attach 7, Section 5
APPENDIX C
TRAFFIC STUDY
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FINAL
A Traffic Study for the Proposed
Fallon Crossings Development
(Mission Peak Property/Standard Pacific Annexation/Rezoning
PA 04-016)
In the City of Dublin
September 28,2005
P LEA SAN TON
SANTA ROSA
SACRAMENTO . FRESNO
FINAL
A Traffic Study for the Proposed
Fallon Crossings Development
(Mission Peak Property/Standard Pacific Annexation/Rezoning
PA 04-016)
In the City of Dublin
September 28, 2005
Prepared by:
T JKM Transportation Consultants
5960 Inglewood Drive, Suite 100
Pleasanton CA 94588-8535
Tel: 925.463.0611
Fax: 925.463,3690
J:lJurisdiction\D\Dublin\ 157 -189 Mission Peak\Report\Final Report_ 092805.doc
TABLE OF CONTENTS
INTRODUCTION AND SUMMAR Y ................................................................................................................1
INTRODUCTION
SUMMARY
.....1
.... I
INTERSECTION ANALYSIS METHODOLOGY .......................................................................................... 7
STUDY INTERSECTIONS AND SCENARIOS
LEVELOF SERVICE ANALYSIS METHODOLOGY
Signalized Intersections
Unsignahzed Intersections..
SIGNIFICANT IMPACT CRITERIA .......
..7
....7
.....7
......... ..8
.........8
EXISTIN G CO ND ITI 0 N S ............... .................................................................................................................10
ROADWA Y NETWORK....
EXISTING TRANSIT SERVICE ......
LEVEL OF SERVICE ANALYSIS (EXISTING)
....10
.........11
.........1 ]
BASELIN E CONDITIONS ...............................................................................................................................15
METHODOLOGY
TRIP GENERATION.. ..............
Trup DISTRfBUTION AND ASSIGNMEN'I
PLANNED ROADWAY IMPROVEMENTS.
LEVEL OF SERVICE ANALYSIS (BASELINE)..
.. ............... J 5
.............. ...15
...15
................. ................. .15
...16
BASELINE PLUS PROJECT CONDITIONS ................................................................................................19
METHODOLOGY .................. ..19
PROJECT TRIP GENERATION .................... .................... ....................] 9
PROJECT TRIP DrSTRlBUTION AND ASSIGNMENT. ....................... ..........19
LEVEL OF SERVICE ANALYSIS (BASELINE + PROJECT) ...............] 9
SITE ACCESS, PARKING AND CrRCULATION ............. ............. ..................... ....................20
IlUlLDOIJT CONDITIONS ..............................................................................................................................24
METr 10DOLOGY ........
IlUJLDOUT ROADWAY IMPROVEMENTS..
LEVELOF SERVICE ANALYSIS (BUILDOUT)...
.........24
....24
.....24
ROADWAY SEGMENT ANAL YSIS ................................................,.............................................................28
FREEWAY ANALYSIS ....................................................................................................................................31
CONCLUSIONS.................................................................................................................................................33
STUD Y REFERENCES.....................................................................................................................................36
TJKM PERSONNEL ....
PERSONS CONSULTED....
....36
.................36
APPENDIX A - LEVEL OF SERVICE METHODOLOGY
APPENDIX B - LEVEL OF SERVICE WORKSHEETS: EXISTING CONTlJTIONS
ApPENDIX C - LIST OF APPROVED, PENDING PROJECTS AND BUILD OUT PROJECTS, AND LANE
GEOMETRY AND CONTROL ASSUMPTIONS
APPENDIX D - LEVEL OF SERVICE WORKSHEETS: BASELINE CONDITIONS
APPENDIX E - LEVEL OF SERVICE WORKSHEETS: BASELINE PLUS PROJECT CONTlJTJONS
APPENDIX F - LEVEL OF SERVICE WORKSHEETS: BUlLDOUT CONDITIONS
LIST OF TABLES
TABLE I: INTERSECTION LEVELS OF SERVICE- EXISTING CONDITIONS...
TABLE II: INTERSECTION LEVEL, OF SERVICE - BASELINE CONDITIONS
TABLE III: PROPOSED PROJECT TRIP GENERATION.. ........ ........
TABLE IV: INTERSECTION LEVELS OF SERVICE - BASELINE PLUS PROJECT CONDITIONS...
TABLE V: INTERSECTION LEVELS OF SERVICE - BUfLDOUT CONDJTIONS.... ................................
TABLE VI: SUMMARY OF FREEWAY ANALySIS...... ............... ................ ...................
............. .....12
...........17
..............19
.........20
..26
............32
LIST OF FIGURES
FIGURE J: VICINITY MAP.. ................. ............. ........................ ......................... .......5
FIGURE 2: PROPOSED SITE PLAN ............. ....................... ................................................................. ............... ...6
FIGURE 3: EXISTL'iG LANE GEOMETRy............... ......................................................................... ...................13
FrGURE 4: EXISTING TURNING MOVEMENT VOLUMES ................................................................... ................14-
FIGURE 5: BASELINE TURNING MOVEMENT VOLUMES ............. ............. ............. ........18
FIGURE 6: PROJECTTRlT' ASSIGNMENT... ............... ................................ ............................22
FIGURE 7: BASEUNE PLUS PROJECT TURNING MOYEMENTVOLUMES.... ................... .....23
FIGURE 8: BUILDOllTTuRNING MOVEMENT VOLUMES .......... ................................ ............ ...................27
FIGURE 9: AVERAGE DAILY TRAFFIC (ADT) ON TASSAIARA ROAD ............. ...................... ............... .......30
INTRODUCTION AND SUMMARY
Introduction
This report presents the results of TJKM's traffic impact study of the proposed Fallon Crossings
development to be located in Eastern Dublin. The project is located to the east of Tassajara Road and
north of the Silveria Ranch Property, at a site that is currenIIy vacant. The proposed residential
development would consist of a toIal of 103 single-family homes. The project vicinity is shown on
Figure] and the project site plan is shown on Figure 2.
The purpose of this traffic study is to evaluate Ihe potential Iraffie impacts, identify short-term and
long-term roadway and circulation needs, determine potential mitigation measures, and identify any
critical traffic issues that should be addressed in the on-going planning process. The sIudy primarily
focused on evaluating conditions at nine existing and three future intersections in the vicinlty that
may pOIentially be impacted by the proposed project. The intersection operaIing condiIions were
evaluated under four scenarios:
I) ExisIing
2) Baseline (Existing plus Approved plus Pending)
3) Baseline plus ProjecI
4) Year 2025 Buildout CondiIions (including Projecl)
This Iraffic study will be used as a background document to identify impacts and mitigaIion measures
related to cnvironmenIal review of the Fallon Crossings project under CEQA. The study will also be
used to evaluate the proposed circulation and access for the project under the design and improvement
standards and policies in the CiIy's general plan, specific plan, and subdivision and zoning
ordinances. Pursuant to this evaluation, the study recommends measures that are not required as
CEQA mitigations, but will improve the project's circulation and access and assure compliance with
applicable design and operation standards and policies.
Summary
The proposed Project is expecIed to generate 77 a.1ll. peak hour trips and 104 p.1ll. peak hour trips.
Since the Project is consistent with Ihe City of Dublin General Plan, it is not expected 10 genera Ie
more a.1ll. or p.1ll. peak hour Irips over the City's General Plan. As a result, no additional traffic
impact analysis of the Project is required by the Alameda CounIy CongesIion Management Agency
(ACCMA) to satisfy the Land Use Analysis Program of 1he Alameda County Congestion
Management Prolo'Tam (CMP).
CUITently, all existing study inIersections operate at acceptable levels of service. They are all
expected 10 continue 10 operate acceptably under Baseline and Baseline plus Project conditions.
Under BuildouI condiIions, lO of the 12 study intersecIions are expected to operate acceptably during
the peak hours. The intersections of Dougherty Road/Dublin Boulevard and Santa Rita Road/I-580
Eastbound Ramps arc expected to operaIe unacceptably during Ihc p.1ll. peak hour, as described
below.
Traffic Study lor the Fallon Crossings Development
TJKM TransportaIion ConsulIanIs
Page 1
September 28, 2005
Cumulatiye Impacts and Reqnired Project Mitigations:
1) The Dougherty RoadlDublin Boulevard intersection (No.1 on Table V) would operaIc at LOS
E (v/c =0.93) during the p.m. peak hour under Buildout Conditions (including Ihe project).
This LOS represents a significant cumulaIive impact.
The project developer should advance to the City applicahle monies for acquisition of
right-of-way and construction of the improvements assumed in this study for the
intersection of Dnblin BoulevardlDougherty Road. The amount of money advanced to
the City should be based on the developer's fair share of the deficit (spread over those
projects which arc required to make lip the deficit) between funds available to the City
from Category 2 Eastem Dublin Traffic Impact Fee funds and the estimated cost of
acquiring the right-of-way and constructing the improvements. The City should
provide credit for Category 2 Eastem Dublin Traffic Impact Fee to the developer for any
advance of monies made for the improvements planned for the Dublin
BoulevardlDougherty Road intersection.
Additional improvements 10 improve 1he LOS at the Dougherty RoadlDublin Boulevard
intersecIion to an acccpIable level (LOS D or better) under Buildout Conditions would
require adding a fourth northbound left turn lane on Dougherty Road. Allowing four lanes of
traffic to perform a left turn movement simultaneously would raise major concerns regarding
thc sarety of such an operation. Moreover. additional improvements to reduce traffic impacts
at this intersection are not feasible given the physical constraints at the intersection. On a
periodic basis, Ihe CiIy should monitor the opcrations of Dougherty Road/Dublin Boulevard,
as well as other intersections at the 1-580 interchanges, during the p.m. peak hour. Level of
service analysis for this intersection should be updated as forecasted peak hour volumes
become available.
Therefore, the impac1 at the Dougherty RoadlDublin Boulevard intersection under BuildouI
conditions remains a significant cumulative impact.
2) The SanIa Rita/I-S80 EB Ramps intersection (No.5 on Table V) would operaIe at LOS E (y/c
=0.95) during the p.m. peak hour under BuildouI CondiIions (including the project). This
LOS represents a significant cumulative impact.
Adding a third left turn lane for the eastbound off-ramp approach at Ihe intcrsection of Santa
Rita Road/I-S80 Eastbound Ramps is ex peeled to improye the intersection level of seryice ro
LOS D during Ihe p.m. peak hour under BuildouI CondiIions.
The project developer should contribute a pro. rata share of the cost to improve the
intersection of Santa Rita RoadlI-580 Eastbound Oft"-Ramp/Pimlico Drive to include a
third left turn lane for the eastbound off-ramp approach at this intersection.
With this improvemenI, the impacI at the Sanla RiIa/I-S80 EB Ramps intersection under
Buildout eondiIions will be reduced 10 a level of insignificance.
3) With the proposed project Iraffic added 10 Year 2030 No Project mainline freeway volumes.
projected LOS on 1-580 and 1-680 would remain unchanged. Howeyer. with a projected LOS
F on various segments of 1-580 and 1-680, projeeI trips would be adding to an already
deficient condition. These specific segments \\'ould not meet the ACCMA monitoring
Traffic Study for the Fallon Crossings Development
T JKM Transportation ConsultanIs
Page 2
September 28, 2005
standard of LOS E during the a.Ill. or p.rn. peak hour. This is considered a significant
cumulative impact
Although efficiency improvements (such as HOV Lanes) and expanded public transporta1ion
could be added in Ihe I-S80 corridor, little or no additional freeway capacity for single-
occupant vebicles is planned. AcIions to encourage alternative travel modes include
advocating HOV lanes on I-s80, extending BART to Livermore, implemenIing the 1-580
Smart Corridor approach (including adaptive signal liming, Iransit pnoriIy systems, incident
management, and ramp metering), and supporting other major investments in transit. In
addition, the City of Dublin plans 10 constlUct 1he Dublin Boulevard ex lens ion to North
Canyons Parkway in Livermore as a six-lane parallel arterial thaI will provide additional lane
capaciIy along the 1-580 corridor.
The project will be required to pay the Tri- Valley Transportation Development (TVTD)
Fee for its proportionate share of 1-580 and 1-680 improyements, including HOV lanes,
auxiliary lanes, and interchange improyements. The project will also pay its
proportionate share toward public transportation improvements (e.g., West Dublin
BART Station and Express Bus Service from Livermore to East Dublin BART Station)
by payment of the TVTD Fee,
Even though the above improvements will ameliorate traffic conditions on 1-580 and 1-680 in
the Tri-VaIley. they will not mitigate the impact of projected traffic demand on 1hcse
freeways to a less-than-significant level. Therefore, thc impact on the freeway system of
]-580 and I-680 in the projecI area remains a significant cumulative impacl.
Recommended "Off.Site" Proiect Improvement"
. Modify the traffic signal installa1ion at the Tassajara RoadlFallon Road intersecIion, as
necessary, to acconllTIodate the fourth leg to the intersection providing project access. The
modilledIraffic signal should be designed as an 8-phase signal.
. Provide a ISO-fool southbound lefI-turn pocket with a 90-foot taper on Tassajara Road aI
ProjecI Access.
. Provide a ISO-foot westbound righI turn pockeI wi1h a 90-foot Iaper on Fallon Road aI Project
Access.
. The project should widen the Tassajara Road segment between Nor1hern Access for Dublin
Ranch WesI and Fallon Road from two lanes to four lanes, as the projected ADT of 14,670
vehicles per day (vpd) for this segmenI under Baseline plus ProjecI conditions approaches the
15,000 vpd maximum threshold standard for two-lane roadways.
RecomOlcndcd "On-Site" Proiect Inlprovenlent~:
. Install STOP control on the "West StreeI" approach to ProjecI Access Street.
. InsIall STOP control on the "Projec1 Access Streel" approach to "East-WesI Street".
. Implemcnt appropriate traffic calming device(s) on West, Project Access, "East" and/or Eas1-
West Strcel(s), in consultation with City Staff.
Traffic Study tor the Fallon Crossings Development
T JKM Transportation ConsulIanIs
Page 3
September 28, 2005
. Project Access Street should have an exclusive left tum lane, a through lane and an exclusive
right turn lane for outbound project traffic.
. A pedestrian/bicycle connection between the south end of East Street and Projec1 Access
Street should be considered to minimize Ihe travel distance for pedestrians and bicyclists.
Traffic Study for the F aI/on Crossings Development
T JKM Transportation ConsultanIs
Page 4
SepIember 28, 2005
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INTERSECTION ANALYSIS METHODOLOGY
Study Intersections and Scenarios
The study focused on evaluating conditions at the following nine existing and three future
intersections that may pOIentially be impacIed by Ihe proposed project:
1. DougherIy Road/Dublin Boulevard
2. Hacienda DrivelJ-580 EasIbound Ramps
3. Hacienda DrivelJ-580 Westbound Ramps
4. Hacienda Drive/Dublin Boulevard
5. Santa Rita Road/I-580 Eastbound Ramps/Pimlico Drive
6. Tassajara RoadlI-580 Westbound Ramps
7. Tassajara Road/Dublin Boulevard
8. Tassajara Road/Fallon RoadlProject Access (Future)
9. Fallon RoadlDublin Boulevard (Future)
10. EI Charro Road/I-580 Eastbound Ramps
] ]. Fallon Road/I-S8D WesIbound Ramps
] 2. Fallon Road/SIreet "E" (Future)
The following four scenarios were addressed in the study:
. Existing Conditiolls - This scenario evaluaIes exisIing (April 2(05) traffic
volumes and roadway conditions based on traffic counts and field ,surveys.
. Baseline (Existing plus Approved plus Pen.ding) Conditions - Existing land use
conditions plus future traffic from approved and pending projects in Dublin, Pleasanton,
and Dougherty Valley. Approved projects consist of developments that are either under
construction, are built but not fully occupied, or are unbuilt but have final site
devclopment review (or equivalenl) approval.
. Baseline plus Project ConditiOlls - This scenario adds traffic from the proposed Fallon
Crossings project to Baseline Conditions.
. Year 2025 Buildout Conditions - This scenario uses the traffic volume forecasts obtained
from the Dublin Travel Demand Model (DTDM) for Year 2025. Year 2025 BuildouI
Conditions model includes all of Ihe approved, pending, fu1ure build out (including
"general plan") projects, and the proposed Fallon Crossings projecl. For freeways, this
scenario uses Year 2030 forecasts derived from DTDM forecasIs for Year 2025. as
Caltrans currenIly utilizes Year 2030 as Ihe horizon year for analysis of freeway
operations.
Level of Service Analysis Methodology
S;gnalized Intersections
Peak hour intersection conditions arc rep0l1ed as volume-to-capacity (V Ie) ratios with corresponding
levels of service. Level of service ratings are qualitative descliptions of intersection operations and
Traffic Study for the Fallon Crossings Development
T JKM Transportation Consullants
Page 7
September 28, 2005
are reporled using an A through F letter rating sysIem to describe travel delay and congestion. Level
of Service (LOS) A indicates free flow conditions with little or no delay, while LOS F indicaIes
jammed conditions with cxcessive delays and long back-ups.
The operating conditions at signalized study intersections were evaluated using the Intersection
Capacity Utilization (ICU) methodology adopted by the Contra Costa Transportation Authority
(CCT A). This method provides an overall inIersection level of service. Appendix A contains a
detailed description of the methodology.
Unsignaliz.ed Intersections
Level of Seryice was evaluated using the 2000 Highway Capacity Manual (HCM) Unsignalized
Intersections methodology at STOP-controlled inIcrsections. The method ranks level of service on an
A though F scale similar to that used for signalized intersections, using average delay in seconds for
stopping movements as its measure of effectiveness. The methodology is also described in detail in
Appendix A.
Significant Impact Criteria
Intersections: An impact would be significant if an intersection previously mitigated to an acceptable
level would now exceed acceptable levcis. In addition, an impact would be significant if a new
intersection is iden1ified as exceeding accepIable levels and if such intersection was not previously
identified in the Eastern Dublin EIR as a study inIersection. The General Plan standard requires thaI
Ihc CiIy strive for LOS D at intersections. (General Plan Circulation and Scenic Highways Guiding
Policy F).
Routes ofReginnal Sign~ficance: With respect to routes of regional significance, an impact would be
significant if such rouIes would fail 10 comply wiIh the applicable standard of the General Plan. The
General Plan requires the City to make a good faith effort to maintain Level of Service D on arterial
segments of, and at the intersections of, routes of regional significance (Dublin Boulevard, Dougherty
Road, Tassajara Road and San Ramon Road) or implement transportation improvements or other
measures to improve the level of service. If such improvements are not possible or sufficient, and the
Tri-Valley Transportation Council cannot resolve the matter, the City may modify the level of service
standard assuming other jurisdictions are not physically impacted (General Plan Circulation and
Scenic Highways Guiding Policy E.
The maximum Average Daily Trafflc (ADT) threshold standards ofIhe General Plan for two-lane
roadways (15,000 yehicles per day). four-lane roadways (30.000vpd). six-lane roadways (50,000
vpd), and eight-Ianc roadways (70,000 ypd) are used to deIermine Ihe Ihrough lane requircmenIs.
Freetvay Segme11ls: The LOS for a freeway segment is based on peak hour traffic volumes (number
of passenger cars per hour). There are six levels, ranging from LOS A being the best operating
condition. to LOS F being the worst. LOS E'rcprescnIs " at capacity" operation. These levels of
service are based on the volume-to-capacity ratio as established by the 2000 Highway Capacity
1\1anual. When the volume exceeds capacity, stop-and-go conditions result, and operations are
designaIed as LOS F. The standard for freeway impacts is based upon the Alameda CounIy
Congestion Management Agency (ACCMA) monitoring standards and is estahlished at LOS E.
Public Transit: Public transit impacts would be signiIlcant if the demand for public transit
service would be increased above that which could be accommodated by local transit operators or
agencies.
Traffic Study for the F alton Crossings Development
T JKM TransportaIion Consultants
Page 8
SepIember 28, 2005
Traffic Safe tv: CEQA allows for consideration of increased hazards on roadway facilities as part
of Ihe basis for identifying sIandards of significance. A significant Iraffic safety impact would
include a design feature, such as a sharp curve or dangerous intersection, thaI would noI be
consistent with City of Dublin engineering design standards or sIandards published by other
traffic engineering professional organizations.
Traffic Study for the Fallon Crossings Development
T JKM TransportaIion Consultanls
Page 9
September 28, 2005
EXISTING CONDITIONS
Roadway Network
The project site and surrounding study area arc illustrated in Figure 1. Important roadways serving the
project site ;lrc discussed below.
Inler.'ltate 580 is an eight~lane C;)st-wcst freeway that connects Dublin with loc;}] cities such as
Livermore and Pleasanton as well as regional origins and destinations such as Oakland, Hayward and
Tracy. In the vicinity of the proposed Project, 1-580 carries between] 84,000 and 198,000 vehicles per
day (vpd) (according to Cailrans' 2003 Traffic Volumes 0/1 Coli(orn;o Stute Highwuys) with
interchanges at DougbeJ1y Road/Hopyard Road, Hacienda Drive, Tassajara Road/Santa Rita Road
and Fallon RoacVEl Charro Road.
fllferstote 680 is ;] six-lane north-suuth frecvv'ay through Abmeda and Contra Costa Counties serving
such communities as Dublin, Pleasanton, and San Ramon. The new southbound 1-680 t\vo-Iane
tlyovcr connecting to eastbound 1-580 was completec! aud opened to traffic in 2002. A direct one-
lane connector r8J11p also exists connecting northbound 1-680 to eastbound I-S80.
Dublin Boulevard is a major "'ISI-west arterial in the City of Dublin. Dublin Boulevard, west of
Dougherty Road,is a four to six lane divided road fronled largely by retail and commercial uses.
BetV\.'een Dougherty Road and Tassajara Road, Dublin Boulevard is a six-lane divided aTteria! fronted
primarily by residential, cOIlJlllercial and vacant lands. Dublin Boulevard extends cast of Tassajara
rZoad to Ket:gan Street as a four-lo-five lane roadway [ronted by lle\V residential development.
Tass{!jara Rood connects with Santa Rita Road at 1-580 to the south and continues north to the Town
of Danville. It is four lanes wiele bct\vecn I-5S0 ane! North Dublin Ranch Road. North of the Contra
Costa County line, it is named Camino Tass(~jara. Camino Tassajara is used primarily for local traffrc
in the Tassajara Valley, witb some Ihrough traffic.
San.to Rita Roud is a six-lane divided urban arterial from the 1-580 lflterchangc south to Valley
A venuc. It serves the east sidc of PleasantoIl, including the Hacienda Business Park, {lIld provides
access to the downtown Pleasantoll area.
Centra! Parkwoy is a two-tcHhrce Jane cast-yvest collector that extends from Arnold Road to Keegan
Street (east of Ta~sajara Road) and being planned for an exlen~ion cast of Fallon Road as p;ut of the
Eastern Dublin PropcJ1ies project.
Hacienda Drive is an ar1erial designed to provide access to 1-580. North of I-5S0, Hacienda Drive is a
three-to-six-18ne arterial running in the north-south direction from Gleason Drive souther.]y to 1-580.
It is primaril.y fronted by cornrnercial, office and residential uses. South of I-SS0, Hacienda Drive is a
six-lane divided road, a major m1crial in the City of Pleasant.on.
Figure 3 illustrates the existing lane geometry and intersection control ot tile nine existing stud:'
i ntersecti ons.
(raffie Study for the Fatlon Crossings Development
T Jf(['/i Transportation Consultants
Page 10
SeptembH 2e, 2005
Existing Transit Service
Allamol1/ COl71mlller Express (ACE): The Altamont CommuIer Express operates three trains per day
between Stockton and San Jose. The trains provide westbound service in the morning and eastbound
service in the evening. The trains have 'rri-Valley stations at Vasco Road in Livermore and near the
downtowns of Livermore and Pleasanton, the latter of which is most likely to serve Dublin
commuters. The ACE train was not in operation at the time the Eastern Dublin Specific Plan and
General Plan AmendmenI were approyed and the Eastern Dublin EIR was certified.
Livermure ". Amador Valley hami/ Au/hority (LA VTA - Wheels): The Livermore-Amador Valley
Transit Authority provides bus service 10 the communities of Dublin, Pleasanton and Livermore.
Several bus lines currenIly provide service to EasIem Dublin, including lines 12. ]2X, lOA, ]A, lB,
20X and tlie ACE conneclor. Lines operate on approximately 30-minutc headways. It is expected
that these lines would be expanded further as additional homes and businesses are constructed in the
Eastern Dublin area. There is a Wheels bus connection between each ACE train and the
DlIblin/Pleasantoll BART station with intermediate stops. Fixed route Iransit service, DART, (Direct
Access Responsive Transit) is also available in the Dublin area.
BART: The Bay Area Rapid Transit (BART) District operaIes traills between the DlIblin-Pleasanton
station near Haciellda Drive and the Oakland-Sail Francisco area. BART rUIlS aI IS- to 20-millute
head ways between 4:00 AM and 12:00 AM on weekdays. Saturday service is available every 20
minuIes between 6:00 AM and 12:45 AM. Service is also available all Sunday from 8:00 AM to
] 2:45 AM with 20-minute head ways. The Dublin-Pleasanton station is accessible by private auto,
taxi cabs, buses. and private shut11es as well as by pedesIrians and bicyclists. The parking 101 has a
capacity of approximately 1,680 parking stalls on Ihe Ilorth side of 1-580 (i.e., Dublill side), in
addition to more parkillg sIalls on the south side of 1-580 (i.e., Pleasanton side).
Level of Service Analysis (Existing)
The existing a.m. and p.m. peak hour traffic volume counts were conducted at the nine existing study
intersections in April 2005. Figure 4 shows the current peak hour turning movement volumes at the
study intersections.
Table I summarizes the results of the intersection level of service analysis for existing conditions.
Detailed calculations are conIained in Appendix B. CllITently, all nine existing study intersections
operate at acceptable service levels during the peak hours.
Traffic Study for the Fallon Crossings Devetopment
T JKM Transportation Consultants
Page 11
September 28, 2005
TARLE I: INTERSECTION LEVELS OF SERVICE - EXISTING CONJJJUONS
Count A.M. Peak Hour P.M. Peak Hour
ID Signalized Intersections Date
vie LOS v/c LOS
1 Dougherty Road/Dublin Boulevard April 2005 0.60 A 0.77 C
2 Hacienda Drive/l.580 Eastbound Ramps April 2005 0.53 A 0.42 A
3 Hacienda Drive/I.580 Westbound Ramps April 2005 0.33 A 0.33 A
4 Hacienda Drive/Dublin Boulevard April 2005 0.24 A 0.50 A
5 Santa Rita/I-580 Eastbound OIl-Ramp/Pimlico April 2005 0.37 A 0.45 A
Drive
6 T assajara Road/I-580 Westbound Ramps April 2005 0.38 A 0.36 A
7 Tassajara Road/Dublin Boulevard April 2005 0.35 A 0.41 A
8 T assajara Road/Fallon Road/Project Access (Future Intersection)
9 Fallon Road/Dublin Boulevard (Future Intersection)
12 Fallon Road/StreeI "E" (Future Inlerseclion)
A.M. Peak Hour P.M. Peak Hour
JD Unsignalized Jntersections~ Count
Date Delay Delay
(seelveh) LOS (seelveh) LOS
10 EI ChanD Road/l.580 Eastbound Ramps April 2005
. Eastbound 1.580 EB OIl.ramp Approach (9.1) (A) (19.7) (C)
11 Fallon Road/l.580 Westbound Ramps April 2005
- Westbound 1-580 WB 011. ramp Approach (9.6) (A) (9.2) (A)
Notes: v/c 0= volume to capacity ratio; LOS == Level of Service
X.X (X.X) = Overall Intersection Delay or LOS (Minor Movements Delay or LOS),
'HeM 2000 metllOdofogy does not repot1/he overall intersection delay for one-way STOP intersections.
Traffic Sludy for the Fallon Crossings Development
T JKM TransportaIion Consultants
Page 12
SepIember 28, 2005
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BASELINE CONDITIONS
Methodology
This Scenario is similar to Ihe Existing CondiIions, buI with the addiIion of traffic from approved and
pending projects in Dublin, Plcasanton and DougherIy Valley. Approved projects in Dublin consist
of developments Ihat are either under construction, are buill but not fully occupied, or are unbuilt buI
have final site development revicw (SDR) approval. City of Dublin staff provided a list of approved
and pending projects wiIhin the jurisdiction. The City of Plcasanton and Contra CosIa County were
contacted in May 2005 to inves1igaIe approved and pending projects, bolh north and sou1h of Ihe CiIy
of Dublin IhaI potentially could impact Ihe study intersections. Tables C] and C2 of Appendix C
show Ihe list of approved and pending projects in Dublin, respecliyely. Table C4 of Appendix C
shows the lisI of approved and pending projects in Pleasanton and Dougherty Valley.
Trip Generation
Trip generation is defined as the number of "vehicle trips" produced by a particular land use or
project. A trip is dcfined as a one-direction yehicle movement. The total number of trips generated by
each land LIse includes Ihe inbound and outbound trips.
The Irip rates are obtained from the standard reference Trip Generation, 7th Edition, published by the
InsIitute of Transportation Engineers (HE) or the previous traffic study report of corresponding
projects. Tables Cl and C2 of Appendix C sommarize Ihe trip generation assumpIions for 1he
approved and pending projects in Dublin, respectively. The approved projects identificd in Table CI
are expected to generaIe a total of approximately 69,402 additional daily trips. wiIh 6,442 trips
occurring during the a.In. peak hour, and 6,846 trips occurring during the p.m. peak hour. The
pending projects identified in Table C2 arc expectcd to generate a total of approximately 43,004
addiIional daily trips, wi1h 3,515 trips occuning during the a.m. pcak hour, and 3.8911rips occurring
during Ihe p.m. peak hour.
Trip Distribution and Assignment
Trip distribution is the process of determining wha1 prQPortion of vehicles would travel between Ihe
project site and various destinations within a study area. Trip assignment is the process of
deIermining Ihe various paIhs vehicles would take from the projecI site 10 each destinaIion. Trip
distribution assumptions were developed based on information from previolls traffic studies of
approved projects. knowledge of Ihe area. consulta1ion wiIh CiIy staff and results from the new
Dublin Travel Demand Model. Trips from approved projects and pending projecIs were added to Ihe
existing volumes to forecast the tunling volumes under Baseline (Existing + Approved + Pending)
conditions. The Iraffic volumes at the study intersections for Ihis scenario take inIo account fu1ure
traffic (approved + pending) Io/from Pleasanton and Dougherty Valley.
Planned Roadway Improvements
For this scenario, all three future intersections (Tassajara Road/Fallon Roacl/Project access. Fallon
Road/Dublin Boulevard, and Fallon Road/Street "E") are assumed to be in place and signalized as
part of oIher developmenl improvements expected in the area. The northeaSIerIy leg of the Tassajara
Road/Fallon Road in1ersecIion will serve as the primary access for Ihe proposed project. The Fallon
Road/Streel "E" intersection will be constructed as part of Phase 4 of the Silveria Ranch
development. The interim geometries for the Tassajara Road/Fallon Road, Fallon Road/Dublin
Traffic Study for the Fallon Crossings Development
T JKM Transportation Consultanls
Page 15
SepIember 28, 2005
Boulevard, and Fallon Road/SIreet "E" under the Baseline scenario are shown in Figure Cl In
Appendix C.
Under Baseline conditions, it is assumed that the intersections of EJ ChaITo Road/I-S8G Eastbound
Ramps and Fallon Road/I-S8G Westbound Ramps would be widened and signalized as part of the
Phase I Fallon Road Interchange Improvement project.
Dublin Boulevard/Dougherly Road would consist of the following lane configuraIions based on the
improvements planned by the City of Dublin for this intersection:
o Northbound Dougherty Road approach would have three left-turn lanes, three through lanes,
and two right-turn lanes.
o SouIhhound Dougherty Road approach would have Iwo left-turn lanes, Ihree through lanes
and one shared through/right-turn lane.
o Eastbound Dublin Boulevard approach would include two left-10m lanes, three through lanes
and 1wo right-turn lanes.
o Westbound Dublin Boulevard approach would have three left-Ium lanes. three Ihrough lanes
and one right-turn lane.
These improvements are included in the City's 5-year Capital Improvement Program (elP) and arc
expecIed 10 be implemented by Ihe time the proposed Fallon Crossings projecI is fully developed.
The current CIP project to install the aforementioned improvements at Dublin Bouleyard and
DougherIy Road is fnnded by project developers who are required to pay their pro-rata share of Ihe
cost to construct these improvements through payment of the Eastern Dublin Traffic Impact Fcc.
Pallon Road Extension - Extension of Fallon Road north to Tassajara Road to include two lanes of
traffic for Ihe inIelim (Eastern Dublin TlF improvement).
Level of Service Analysis (Baseline)
Table II summarizes Ihe resulIs of the in1ersection level of seryice analysis. Detailed calculations are
contained in Appendix D. Figure 5 shows the forecasted turning movement volumes at the study
intersections under Baseline scenario. Figure CI of Appendix C contains a figure illustrating lane
geometry and intersection control assumptions for Baseline conditions.
All of the study intersections are expected to continue to operate at an acceptable service level for
Baseline conditions.
Traffic Study for the Fallon Crossings Development
T JKM Transportation Consultanls
Page 16
September 28,2005
TABLE II: INTERSECTION LEVELS OF SERVICE - BASELINE CONIllTIONS
-
A.M. Peak Hour P.M. Peak Hour
fD Signalized Intersections
vie LOS vie LOS
-
1 Dougherty Road/Dublin Boulevard 0.64 B 0.74 C
2 Hacienda Drive/I-SSD Eastbound Ramps 0.67 B 061 B
3 Hacienda Drive/l.S8D Westbound Ramps 0.61 B O.SO A
4 Hacienda Drive/Dublin Boulevard 0.50 A 0.70 B
S Sanla Rlta/I.S80 Eastbound Oll-Ramp/Plmlico Drive 0.70 B 0.71 C
6 T assajara Road/I-SSG Westbound Ramps 0.62 B 0.74 C
7 Tassajara Road/Dublin Boulevard 071 C 0.76 C
8 T assajara Road/Fallon Road/Project Access 0.66 B 0.78 C
9 Fallon Road/Dublin Boulevard 0.45 A 0.42 A
10 EI Charro Road/I.S80 Easlbound Ramps 0.07 A 0.10 A
11 Fallon Road/I-S80 Westbound Ramps 0.22 A 0.37 A
12 Fallon Road/Slreet "E" 0.09 A 0.14 A
Notes: vie = volume to capacity ratio; LOS =- Level of Service
X.X (X.X) = Overall Intersection Delay or LOS (Minor Movements Delay or LOS).
'HeM 2000 methodology does nor report/he overall intersection delay for one-way STOP intersections.
Traffic Study for the Fallon Crossings Development
T JKM Transportation ConsultanIs
Page 17
SepIember 28, 2005
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BASELINE PLUS PROJECT CONDITIONS
Methodology
This Scenario is idcnIicalIo Baseline conditions, but with Iraffic added from Ihe proposed Fallon
Crossings deyelopment. Thc proposed project would consist of 103 single-family homes. Access to
Ihe proposed project would be at the future inIersection of Tassajara Road/Fallon Road. See Figure 2
for Ihe project siIe plan.
Project Trip Generation
The Project trip generation was estimated based on rates provided in Trip Generation, 7th Edition,
published by the Institute of Transportatiun Engineers (ITE). Tahle III summarizes the trip
generation csIimation for the proposed Project. As shown, Ihe Project is cxpected to generaIe 77 a.m.
peak hour trips and 104 p.m. peak hour trips.
Since Ihe proposed Project is consistent with Ihe City of Dublin General Plan, iI is not expected to
generate more a.m. or p.m. peak hour Irips over the City's General Plan. As a result, no additional
traffic impact analysis of Ihc Project is required by the Alameda County Congestion Management
Agency (ACCMA) to satisfy the Land Use Analysis Program of the Alameda County Congestion
Management Program (CMP).
T AJlLE III: PROPOSED PROJECT TRIP GENERATION
Size Daily A.M. Peak Hour P.M. Peak Hour
Land Use (units) Rate Rate Rate Rate
Rate Total In Out In Out Total In Out In Out Total
Single-Family Homes 103 9.57 756 0.19 0.56 19 58 77 0.65 0.36 67 37 104
Source: Top Generallon, 7'~ EditIOn, by IrE (Land Use Code=210)
Project Trip Distribution and Assignment
The trip distribution assumptions (shown on Figure 6) were developed based on exisIing travel
patterns, knowledge of the study area, input from City staff and results from the new Dublin Travel
Demand Model. Trips to and from the Fallon Crossings residential deyelopment were assigned 10 the
study intersections based on Ihese assumptions. Twenty percent of the trips generated by the
proposed project are assumed to be traveling 10 and from locations within East Dublin. The mixIure
of land uses existing and proposed in East Dublin is expected to allracI school (including day-care).
retail, recreational and employrnenI relaIed trips from the proposed project.
The lane geometry and planned roadway improvements for this scenario would be the same as those
described in the previous chapter for Baseline conditions. Therefore, it was assumed that the project
does not propose any off-site roadway improvements.
Level of Service Analysis (Baseline + Project)
Figure 7 shows the forecasted tunling movement volumes at the study intersections under the
Baseline plus Project scenario. Table IV summarizes the results of the intersection level of service
Traffic Study lor the Fallon Crossings Development
T JKM Transportation ConsulIants
Page 19
September 28, 2005
analysis. Detailed calculations are containcd in Appendix E. The lane geomeIry assumptions and
inIersecIion control at these future inIersecIions are provided in Figure Cl of Appendix C.
Under the Baseline plus Project scenario, all sIudy inIersections are expecIed 10 operate aI acceptable
service levels.
TARLE IV: INTERSECTION LEVELS OF SERVICE - BASELINE PLUS PROJECT CO~1HTJONS
ID Signalized Intersections A.M. Peak Hour P.M. Peak Hour
vie LOS vie LOS
1 Dougherty Road/Dublin Boulevard 0.64 B 0.74 C
2 Hacienda Drive/I-580 Eastbound Ramps 0.67 B 0.61 B
3 Hacienda Drive/l-580 Westbound Ramps 0.61 B 0.50 A
4 Hacienda Drive/Dublin Boulevard 0.50 A 0.70 B
5 Santa RilaJl-58D Eastbound Dlt-Ramp/Pimlico Drive 0.71 C 0.71 C
6 Tassajara Road/I-58D Westbound Ramps 0.62 8 0.75 C
7 Tassajara Road/Dublin Boulevard 0.72 C 0.77 C
8 Tassajara Road/Fallon Road/Project Access 0.72 C 0.84 D
9 Fallon Road/Dublin Boulevard 0.45 A 0.42 A
10 EI Charm Road/I-58D Easlbound Ramps 0.08 A 0.10 A
11 Fallon Road/I-58D Westbound Ramps 0.22 A 0.37 A
12 Fallon Road/Slreel "E" 0.09 A 0.14 A
Note: vie = volume to capaCity ratIO; LOS = Level of Service
Rcconunendcd "Off-Site" Project Improvements:
No poIentially significanI impacts arc identified for this scenario. The following Project specific off-
site improvements are recommended to improve access and operations related to proposed circulation
features of Ihe ProjecI:
. Modify the traffic signal insIallation at Ihe Tassajara Road/Fallon Road intersection. as
necessary, to accommodate the fourth leg to the intersection providing project access. The
modified traffic signal should be designed as an 8-phase signal.
. Provide a ISO-foot southbound left-turn pockeI wiIh a 90-foot taper on Tassajara Road at
Project Access.
. Provide a ISO-foot wesIbound righIIurn pocket with a 90-foot Iaper on Fallon Road at ProjecI
Access.
Site Access, Parking and Circulation
As shown on Figure 2, primary projccl access will form the fourth (northeast) leg aIthe intersection
of Tassajara Road/Fallon Road. Based on reviewing Ihe projcCI design from the proposed projecI
Traffic Study lor the Fallon Crossings Development
T JKM Transportation ConsultanIs
Page 20
September 28, 2005
site plan, no significant project impacIs arc cxpcctcd in terms of site access and circulation. The
following are recommendations to improve site access, parking, and circulation for the project area.
Projcct Access Street should have an exclusive left turn lane, a through lane and an exclusive right
turn lane for ouIbound projecI traffic. These lanes should essentially be Ihe same length of thc sharI
blocK (along Project Access Street) thaI is bcIween Tassajara Road and a proposed sIreet ("West
Street") thaI seryes the homes 10 the west. The West StreeI approach 10 ProjecI Access Street should
be STOP controlled.
Project Access Street runs roughly north-south and forms a tee-intersection to the north with an easI-
wesI ("East-West Street) roadway Ihat provides access 10 the units to the wesI and east. STOP control
should be installed on the Project Access SIreet approach to this lee intersection. Based on 1he
proposed siIe plan, Project Access Strcet is approximately 40 feet wide with one travel lane in each
direction. Assuming 12 feet each for two travel lanes, on-street parking can be accommodated along
both sides (8 feet each) of Project Access SIreet. II appears that as many 25 homcs may have a
driveway on Project Access Street. Ideally, there should be at least 20 feel between adjacent
driveways 10 allow far one parking space. However, on-sIrecI parking should not be allowed on both
sides of Project Access Strcet for at least 300 feet north of Tassajara Road.
East-WesI Street (at the north end of ProjecI Access StreeI) connects with "East Street", which may
have as many as 29 homes fronting it. The southern end of East Street will conncct with SIreeI "E"',
within the adjacent Silveria Ranch development. Street E is expected to provide access to Fallon
Road.
West, Project Access, East, and East-WesI Streets are proposed to be relatively long and straight.
Therefore, to reduce Ihe potential of speeding vehicles, traffic calming deyices (e.g., mid-block
island) that cause horizontal deflection should be considered far each of these four streets.
A pedestrian/bicycle connection between the south end of East Street and ProjecI Access Street
should be considered to minimize the travel distance for pedestrians and bicyclists.
Traffic Study for the Fallon Crossings Development
T JKM Transportation Consultants
Page 21
SepIember 28, 2005
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II
BUILDOUT CONDITIONS
This scenario adds traffic from build out projects in Dublin, PleasanIon and Dougherty Valley, to the
Baseline plus Project Conditions. Bui]dout conditions are based on local general plans and expected
to be in place in Year 2025.
Methodology
Based on information provided by City staff. there is a list of buiIdout projects as shown in Table C3
of Appendix C All of Ihese land uses are included in the new Dublin Travel Demand Model
(DTDM). The DTDM was used to forecast traffic volumes under Bui]douI Conditions (Year 2025).
Euildout Roadway Improvements
AddiIional roadway improvements beyond those discussed previously in this report are planned
within tbe study area and arc assumed in Ihe Bui]douI conditions analysis. They include:
Dublin Boulevard/Tassajara Road Capacity Improvements - Addition of two westbound left-turn
lanes, one through bile and one [ight-tum Jane; two northbound through Janes; one eastbound through
lane; and one soutbboundleft-Iurn Jane. Some of Ihese improvements bave been consIructed, buI noI
open to traffic (Eastern Dublin TlF improvement).
Scarlett Drive Extension - Extension of Scarlett Drive from Dublin Bouleyard north 10 Dougberty
Road and associaIed intersection improvements at Dublin Boulevard/Scar]ett Drive and DougherIy
Road/Scarlet! Drive (Eastern Dublin TlF improvement).
Dublin Boulevard/Hacienda Drive Capacity Improvements - Addition of one westbound right-turn
lane and conversion of a northbound right-tum lane to a third through lane (Eastern Duhlin 7IF
improvement).
Hacienda Drive/f-580 Westbound Off-ramp Capacity Improvements - Widening of the northbound
Hacienda overpass to four lanes to accommodate an exclusive lane leading to the I-S80 westbound
loop on-ramp. Addition of one shared righI/left-turn Jane on tbe off-ramp approach (Eastern Dublin
TIF improvement).
Hacienda Drivell-580 Eastbound Off-ramp Capacity Improvement - AddiIion of one shared
righI/left-turn lane on the off-ramp approach (Eastern Dublin TlF improvement).
Dublin Boulevard/Dougherty Road Capacity Improvement - AddiIion of ulIimaIe improvements as
identified on pages 158, 159 and] 67 of the Transit Center Draft EIR and page 3.6-] 7 of tbe East
Dublin Properties Draft Supplemental EIR. Both EIRs were certified in eonneeIion with related
project approvals. These improvements arc expected to Deeur with the ful] development of the
Transit CenIer project (Eastern Dublin TlF Improvement).
Under this scenario. Dublin Boulevard (six lanes) is assumed to be extended to Nortb Canyons
Parkway in Livermore, and Central Parkway (two or four lanes) is assumed to be extended to east of
Fallon Road. Pbase II Fallon ROad interchange improvements are also assumed to be in place for
Ihe buildout scenario.
Lcvel of Service Analysis (Buildout)
Figure 8 shows the forecasted turning movement volumes for Buildout Conditions. Table V
summarizes the results of the LOS analysis. The lane geometry assumptions and intersection control
Traffic Study for the Fallon Crossings Development
T JKM Transportation Consultants
Page 24
September 28, 2005
at the study interscctions undcr BuildOlIt Conditions are providcd in Figure C2 of Appendix C. The
deIailed LOS calculations are contained in Appendix F.
Under the Buildout scenario, the inIersecIions of Dougherty RoacllDublin Boulevard and Santa RiIa
Roaclll-580 Eastbound Ramps/Pimlico Drive are expectcd to operate unacceptably at LOS E during
the p.m. peak hour, as described below.
1) The Dougherty RoadlDublin Boulevard inIersection (No.1 on Table V) would operate at LOS E
(v/c =0.93) during Ihe p.m. peak hour under Buildout Conditions (including the project). This LOS
represents a significant cumulative impact.
Required Proicet Mitir:!ation 1:
The Project developer should advance to the City applicable monies for
acquisition of right-of-way and construction of the improvements assumed in this
study for Ihe intersection of Dublin BoulevarcllDougherty Road. The amount of
money advanced to the City should be based on thc developer's fair share of the
deficit (spread over Ihose projects which are required to make up the deficit)
between funds available to the City from Category 2 Eastern Dublill Traffic
Impact Fee funds and the estimated cost of acquiring the righI-of-way and
consIfllcting the improvements. Thc CiIy should provide credit for CategOlY 2
Eastern Dublill Traffic Impact Fee to Ihe deyeloper for any advance of monies
made for the improvements planned for the Dublin BoulevarcllDougherty Road
intersection.
Additional improvements to improve 1he Dougherty RoacllDublin Boulevard intersecIion LOS to an
acceptable level (LOS D) would require adding a fourIh northbound left turn lane on DougherIy
Road. Allowing four lanes of traffic to perform a left tum movemen1 simulIaneously would raise
major concerns regarding the safety of such an operation. Moreover, additional improvements to
reduce traffiC impacts at this inIersection are not feasible given the physical constraints at the
intersection.
The City should periodically moniIor Ihe peak hour volumes at Dougherty RoacllDublin Boulevard as
well as at othcr intersecIions near 1-580 interchanges and continue to obtain updaIed volume forecasts
of future years. In addiIion, cun'ent and future phases of the 1-580 Smart COITidor Project (i.e., state-
of-the-art sysIems deployment for future monitoring, incident management, and regional traffic
coordination among Alameda County, Caltrans and the Cities of Dublin, Livermore, and Pleasanton)
would likely relieye some congestion at the Dougherty Road/Dublin Boulevard intersection through
InIelligent Transportation System (ITS) measures to discourage traffic from diverting off the freeway
due to congestion or incidents.
Therefore, the impact at the Dougherty RoadlDublin Boulevard inIersection under Buildout
conditions remains a significant cumulative impact.
2) The Santa Rita/I-580 EB Ramps intersecIion (No.5 on Table V) would operate at LOS E (v/c
=0.95) during the p.m. peak hour under Buildout Conditions (including the projecI). This LOS
represents a significant cumulative impact.
Traffic Study tor the Fallon Crossings Development
T JKM TransportaI;on Consultants
Page 25
SepIember 28, 2005
Required Proiect Mitigation 2:
The Project developer should conIribute a pro-raIa share of the cost to improve the
inlersection of Santa RiIa Road/I-S80 EasIhound Off-RampslPirnlico Drive to
include a third left turn lane for the eastbound off-ramp approach 31 this
intersection.
Widening the easthound off-ramp approach to include three left turn lanes, one through lane, and one
free right1urn lane at the intersection of SanIa Rita RoadlI-S80 Eastbound Off-Ramps/Pirnlieo Drive
is expected to improve the intersection level of seryice 10 LOS D during the p.m. peak hour.
Modifications to the striping on the norIhbound lanes of the Tassajara RoadlI-S80 overpass will be
required to accepItraffic fromIhe third left turn lane and maintain three northbound through lanes aI
the Tassajara Road/I-580 Westbound Ramps intersec1ion.
T AJlLE V: INTERSECTION LEVELS OF SERVICE - nUIT.DOUT CONDITIONS
ID Signalized Intersections A.M. Peak Hour P.M. Peak Hour
vie LOS vie LOS
1 Dougherty Road/Dublin Boulevard 0.77 C 0.93 E
2 Hacienda Drive/l-580 Eastbound Ramps 0.81 D 0.60 A
3 Hacienda Drive/l-580 Westbound Ramps 0.79 C 0.65 B
4 Hacienda Drive/Dublin Boulevard 0.86 D 0.84 D
Santa RiIall-580 Eastbound Off-Ramp/Plmlico 0.81 D 0.95 E
5 Drive
-- With third easlbound lett-Iurn lane 0.75 C 0.84 D
6 Tassajara Road/l-580 Westbound Ramps 0.71 C 0.71 C
7 T assajara Road/Dublin Boulevard 0.89 D 0.80 C
8 Tassajara Road/Fallon Road/Project Access 0.50 A 0.82 D
9 Fallon Road/Dublin Boulevard 0.76 C 0.89 0
10 EI Challo Road/I-S80 Eastbound Ramps 0.59 A OA9 A
11 Fallon Road/l-S80 Westbound Ramps 0.64 B 0.66 B
12 Fallon Road/Street "E" OA2 A OAO A
-
Note:. vie = volume to capacity ratio; LOS = Level of Service
Traffic Study for the Fallon Crossings Deve/opment
T JKM Transportation Consul1ants
Page 26
SepIember 28, 2005
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ROADWAY SEGMENT ANALYSIS
Roadway segment analysis was conducted to del ermine Ihe number of through lanes that would be
needed to have various roadway segments operate at acceptable levels of service for all study
scenarios. In general, the average daily traffic (ADT) volumes for existing and future scenarios were
estimated by assuming that the p.m. peak hour volumes were 10 percent of their daily volumes. The
daily trips from the proposed project are based on 1he appropriate ITE daily trip rate. Figure 9 shows
Ihe average daily traffic on Tassajara Road under Existing, Baseline, Baseline plus Project. and
BuildouI Conditions. Fallon Road was not studied because 1he great majority of project trips arc
expected to use Tassajara Road. The following six roadway segments along Tassajara Road were
analyzed:
1. Northbound Tassajara Road between Jnterstate-580 and Dublin Boulevard
Existing ADT- ] ] ,920 vpd
Baseline ADT- 2].920 vpd
Baseline plus Project ADT- 22. J 90 vpd
Buildout ADT- 30,300 vpd
2. Tassajara Road between Dublin Bou levaI'd and Gleason Driye
Existing ADT- ]8,260 vpd
Baseline ADT- 34,380 vpd
Baseline plus Project ADT- 34,820 vpd
Buildout ADT- 48,800 vpd
3. Tassajara Road between Gleason Drive and North Dublin Ranch Drive
Existing ADT- 14,540 vpd
Baseline ADT- 31,630 vpd
Baseline plus Project ADT- 32,290 vpd
Buildout ADT- 40,450 vpd
4. Tassajara Road between North Dublin Ranch Drive and Northern Access for Dublin Ranch
West
Existing ADT- 6.850 vpd (from machine [ounI conducted in May 20(5)
Baseline ADT- 19,500 vpd
Baseline plus Project ADT- 20.160 vpd
Buildout ADT- 32.650 vpd
5. Tassajara Road between Northern Access for Dublin Ranch West and Fallon Road
Existing ADT- 6,850 vpd
Baseline ADT- 14,010 vpd
Baseline plus ProjecI ADT- 14,670 vpd
BuiIdout ADT- 27,060 vpd
6. Tassajara Road between Fallon Road and Dublin/County Limit
Existing ADT- 6.850 vpd
Baseline ADT- ]4,320 vpd
Baseline plus ProjecI ADT- 14,380 ypd
Buildout ADT- 26,430 vpd (based on six percent of buiIdollt trips using this segment)
Trallte Study for the Fallon Crossmgs Development
T JKM Transportation Consultants
Page 28
September 28, 2005
Recommended "Off-Site" Proiect Improvements:
. The projecI should widen the Tassajara Road segment bel ween Northern Access for Dublin
Ranch WesI and Fallon Road from Iwo Jancs 10 four lanes, as Ihe projected ADT of 14,670
vehicles per day (vpd) for this segment under Baseline plus Project condiIious approaches the
15,000 vpd maximum Ihreshold standard for two-Jane roadways.
Traffic Study for the Fallon Crossings Development
T JKM Transportation ConsulIants
Page 29
September 28, 2005
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FREEWAY ANALYSIS
EYaluation of freeway ]evels of service is a different process than inIersection ]evels of service. Level
of service for freeways is based upon peak hour traffic volumes (number of passenger cars per hour).
In pracIice as in Iheory, volume, density and speed arc directly cOITc]ated, and the analyst can
calculate anyone of these factors knowing the other two. Traffic flow is used as Ihe basis for freeway
levels of service and for calculating the impacts of Ihe project on 1-580 and I-680 operations in 2030.
Based on CalIrans guidelines, Year 2030 is used for this freeway ana] ysis under future traffic
conditions.
The forecasIs for Year 2030 conditions were derived by applying a 10 percenI increase to the
forecasted volumes for the Year 2025 conditions. The J 0 percent increase is based on an assumed
growth rate of two percenI per year for a five-year period. This figure was derived by examining both
past and projected growth raIes along the 1-580 corridor. For the period 1994 to 2004 annual traffic
increases on 1-580 at the project site were 2.47 percent, bascd on annual count information available
from CalIrans. There is a 2.13 percent annual growth rate in the 1-580 COITidor between 2003
(measured counts) and 2025 (CCT A model). Two percent was selected for the next fiye years (2025
to 2030) based on the premises that the rate of growth is slighI]y declining and the 1-580 corridor is
experiencing increasing levels of congestion.
The project trips were added to the forecasted volumes to csIimate the Year 2030 plus Projcct
volumes. Table VI summarizes the forecasted volumes and expected ]eyels of service for two
scenarios in 2030: 1) conditions without the proiccI, and 2) condiIions with the project.
Development in Eastern Dublin was identified as a significant unavoidable cumulatiye impact on
Interstate-580 in the Eastern Dublin EIR (Impact 3.3/E).
Even without the proposed project, 1he study mainline segments along 1-580 and 1-680 in the vicinity
of the projecI site would operate unacceptably under Year 2030 conditions. The addition of Ihe
project trips to these freeway segments would be considered a significant unavoidable cumulative
impact. The project will be required to pay for its proportionate share of impacts to 1-580 and 1"680,
by payment of Tri-Valley Transportation Deve]opment (TVTD) Fees to construct planned freeway
improvements, including I-JOV lanes, auxiliary lanes, and interchange improvements. The project
will also pay for its proportionaIe share toward public transportation improvements to help reduce
traffic on the freeways and other roadways in the Tri-Valley Area, by payment of the TVTD Fcc; two
of the improvements to be funded by the TVTD Fees are Ihe West Dublin BART Station and the
Express Bus Service from Livermore 10 the East Dub]in BART sIation.
The ProjecI"s contribution of additional traffic to local freeways would be consistenI with what was
originally analyzed in the Eastern Dublin EIR, since Ihe number of trips that would be generated from
the proposed development is consistent with the approved Genera] Plan and Eastern Du blin Specific
Plan.
Traffic Study for the Fallon Crossings Oevelopmenl
T JKM Transportation Consultants
Page 31
September 28,2005
TABLE VI: SUMMARY OF FREEWAY ANALYSIS
-
Year 2030 No Project) Year 2030 with Proiect
Capacity AM Peak PM Peak AM Peak PM Peak
Vol. LOS Vol, I LOS Vol. I LOS Vol. I LOS
1.580, 1-680 10 Dougherty Road/Hopyard Road
Eastbound I 9,200 6,612 D 6,790 D 6,617 D 6,806 D
Westbound I 11,500 7,874 D 8,436 D 7,888 D 8,445 D
1'580, Dougherty Road/Hopyard Road to Hacienda Drive
Easlbound 14,800 11,427 D 11,195 D 11,432 D 11,211 D
Weslbound 10,200 10,526 F 10,789 F 10,540 F 10,798 F
1.580, Hacienda Drive to Tassajara Road/Santa Rila Road
Easlbound 11,500 9.505 D 11,504 I F I 9,510 I D I 11,520 F
Westbound 10,200 11,337 F 10,429 F 11,351 F 10,438 F
1.580, Tassajara Road/Sanla RiIa Road to Fallon Road/EI Charro Road
Eastbound 10,200 8,330 D 10,257 F 8,337 D 10,261 F
WesIbound 10,200 8,955 D 8,109 D 8,957 D 8,116 D
1.580, Fallon Road to Airwa\ Boulevard
Eastbound 10,200 I 7,983 I D 10,591 F I 7,994 D I 10,598 I F
Westbound 10,200 I 8,700 I D 7,786 D I 8,703 D I 7,797 I D
1.680, Alcosla Boulevard to 1-580
Northbound I 9,200 6,506 D 7,781 D 6,509 D 7,788 I D
SouIhbound I 9,200 9,250 F 8,929 E 9,257 F 8,932 E
1.680, 1-580 to Stoneridge Drive
I Northbound 6,900 6,008 D 6,973 F 6,009 D 6,975 F
Soulhbound 7,900 7,372 E 6,959 E 7,374 E 6,960 E
Source: 2000 Highway Capacity Manual, Chapter 23, ExIJibiI23.2, LOS Criteria for Basic Freeway Segments
Maximum Service Flow Rate for freeway segments=2,300 vehicles/hr/lane, aux.=Auxiliary Lane
If number of lanes on freeway segmenl= N+8UX., capacity of segmen/=(N'2300+ 1000) vehicfeslhr
Tralfie Study for the Fallon Crossings Development
T JKM TransportaIian CansulIants
Page 32
SepIember 28, 2005
CONCLUSIONS
In summary, TJKM has reached the following conclusions regarding the proposed Fallon Crossings
development:
. The proposed Project is expected to generate 77 a.m. peak hour Irips and] 04 p.m. peak hour
Irips.
. Since the Project is consistent wiIh Ihe CiIy of Duhlin General Plan, it is n01 expec1ed to
generaIe more a.m. or p.m. peak hour trips over the City's General Plan. As a result, no
addiIionaltraffic impac1 analysis of the Project is required hy the Alameda County
Congestion Management Agency (ACCMA) to satisfy the Land Use Analysis Program of Ihe
Alameda County Congestion ManagemenI Program (CMP).
. CurrenIly, all existing study intersections operaIe at accepIable levels of service.
. All SIudy intersections arc expected to continue 10 operaIe acceptably under Baseline
conditions.
. All study intersections arc expecIed 10 operate acceptably under Baseline plus Project
conditions.
. Under Buildou1 conditions, the inIersections of Dougherty Road/Dublin Boulevard and Santa
Rita Road/I~580 Eastbound Off~Ramp are expected 10 operate unacceptably during the p.m.
peak hour, as described below.
Cumulative Impacts and Required Proiect Mitigations:
1) The Dougherty Road/Dublin Bouleyard intersection (No. ] on Table V) would operaIe aI LOS
E (y/c =0.93) during 1he p.m. peak hour under BuildouI CondiIions (including the projecI).
This LOS represents a significant cumulative impact.
The project developer should advance to the City applicable monies for acquisition of
right-of-way and construction of tbe improvements assumed in this study for the
intersection of Dublin Boulevardmougherty Road. The amount of money advanced to
the City should be based on the developer's fair share of the deficit (spread over those
projects which are required to make up the deficit) between funds available to the City
from Category 2 Eastern Dublin Traffic Impact Fee funds and the estimated cost of
acquiring the right-of-way and constructing the improvements. The City should
provide credit for Category 2 Eastern Dublin TraJfie Impact Fee to the developer for any
advance of monies made for the improvements planned for the Dubliu
Boulevardmougherty Road intersection.
Additional improvements to improve Ihe LOS at the DougherIy Road/Dublin Boulevard
intersection to an acceptable level (LOS D or better) under Buildout Conditions would
require adding a fOllI1h northbound left tum lane on Dougherty Road. Allowing four lanes of
traffic to perform a left turn movement simultaneously would raise major concerns regarding
the safety of such an operaIion. Moreover, additional improvements to reduce traffic impacts
at this intersection are not feasible given the physical constraints at the intersection. On a
Traffic Study for the Faflon Crossings Development
T JKM Transportation Consultants
Page 33
SepIember 28, 2005
periodic basis, the City should monitor tbe operations of Dougherty Road/Dublin Boulevard,
as well as otber interseeIions at the 1-580 inIerehanges, during Ihe p.m. peak hour. Level of
service analysis for this intersecIion should be upd3led as forecasted peak hour volumes
become available.
Therefore, the impact at Ihe Dougherty Road/Dublin Boulevard intersection under Buildout
conditions remains a significant cumulative impact.
2) The Santa Rita/I-S80 lOB Ramps intersection (No.5 on Table V) woold operate at LOS E (vie
=0.95) during the p.m. peak hour under Buildout Conditions (including the project). This
LOS represents a significant cumulative impact.
Adding a third left tum lane for the easIbound off-ramp approach at the inIersection of Santa
Rita Road/I-580 Eastbound Ramps is expected 10 improve the intersection level of service to
LOS D during the p.m. peak hour under Buildout Conditions.
The project developer should contribute a pro-rata share of the cost to improve the
iotersection of Santa Rita Road/I-580 Eastbound Off-Ramps/Pimlico Drive to include a
third left turn lane for the eastbound off-ramp approach at this intersection.
WiIh this improyemeot, Ihe impact at the SanIa Rita/I-580 EB Ramps intersection under
Buildout conditions will be reduced to a level of insignificance.
3) With Ihe proposed projecI traffic added 10 Year 2030 No Project mainline freeway volumes,
projected LOS on 1-580 and 1-680 would remain unchanged. However, with a projecIed LOS
F on various segments of 1-580 and 1-680, project IIips would be adding 10 an already
deficient condition. These specific segments would not meet the ACCMA monitoring
sIandard of LOS E during the a.m. or p.m. peak hour. This is considered a significant
cumulative impact.
Although efficiency improvements (such as HOV Lanes) and expanded public transporIation
could be added in the I-S80 corridor, little or no additional freeway capacity for single-
occupant vehicles is planned. Actions to encourage altemative travel modes include
advocating HOV Janes on 1-580, extending BART 10 Livermore, implementing the 1-580
Smart Corridor approach (including adaptive signal tirning, transit priority systems, lncident
management, and ramp metering), and slIppOIting other major investments in transit. In
addition, the City of Dublin plans to construct tbe Dublin Boulevard extension to North
Canyons Parkway in Livermore as a six-lane parallel arterial that will provide additional lane
capaciIy along the 1-580 con'idor.
The project will be required to pay the Tri. Valley Transportation Development (TVTO)
Fee for its proportionate share of 1-580 and 1-680 improvements, includiug ROV lanes,
auxiliary lanes, and interchange improvements. The project will also pay its
proportionate share toward public transportation improvements (e.g., West Dublin
BART Station and Express Bus Service from Livermore to East Dublin BART Station)
by payment of the TVTD Fee.
Even Ihougb the above improvemenIs will ameliorate traffic conditions on 1-580 and 1-680 in
the Tri-Valley, they will not Initigale Ihe impact of projected Iraffic demand on these
freeways to a less-than-significantleve\. Tberefore. the impact on the freeway system of J-
580 and 1-680 in the project area remains a significant cumulative impact.
Traffic Study for the Fallon Crossings Development
T JKM TransportaIion ConsultanIs
Page 34
SepIember 28, 2005
Recommended "OfT-Site" Proiect Improvement>:
. Modify the traffic signal insIallaIion at the Tassajara Roacl/Fallon Road intersection, as
necessary, to accommodate the fourth leg to the intersection providing project access. The
modified traffic signal should be dcsigned as an 8-phase signal.
. Provide a 150-fooI southbound left-turn pockct with a 90-foot taper on Tassajara Road at
Project Access.
. Provide a 150-fooI westbound right turn pocket wiIh a 90-foot taper on Fallon Road aI Project
Access.
. The projecI should widen the Tassajara Road segment between Nortbern Access for Dublin
Ranch West and Fallon Road from Iwo lancs to four lancs, as the projected ADT of 14,670
vehiclcs per day (vpd) for this scgment under Baselinc plus Projcct conditions approaches the
15,000 vpd maximum threshold standard for two-lane roadways.
Recommended "On-Site" Proiect Improvement>:
. Install STOP control on the "West Street" approach to Project Access SIreet.
. Install STOP control on Ihe "Project Acccss Street" approach to "East-West Street".
. Implement appropriate traffic calming dcvice(s) on West, ProjecI Access, "East" and/or East-
West Street(s), in consultation with City SIaff.
. Project Access Street should have an exclusive left turn lane, a through lane and an exclusive
right turn lanc for outbound project traffic.
. A pedestrian/bicycle connecIion between thc south end of East Street and Projcct Access
Street should be considered to minimize the travel distance for pedestrians and bicyclists.
Traffic Study for the Fallon Crossings Development
T JKM TransportaIion ConsulIants
Page 35
September 28,2005
STUDY REFERENCES
TJKM Personnel
Chris Kinzel, P.E.
Gordon Lurn, P.E.
Arun Gajcndran
Pratyush Bhatia
Vishnu Gandluru
Geri Foley
Evi Pagh
Principal-In-Charge
Project Manager
Transportation Engineer
Transportation Engineer
Transportation Engineer
Graphics Designer
Word Processing
Persons Consulted
Ray Kuzhari, P.E.
Janel Harbin
City of Dublin
City ofDuhlin
Traffic Study for the Fallon Crossings Development
T JKM Transportation Consultants
Page 36
September 28, 2005
APPENDIX A - LEVEL OF SERVICE METHODOLOGY
DESCRIl'TION OF INTERSECTION CAPACITY ANALYSIS
CCTA SIGNALIZED METHODOLOGY
Background
The CCTA intersection capacity analysis methodology is described in detail in the Technical
Procedures Manual of the CCTA, January, 1991. It is identical to the Circular 212 Planning
methodology except that the lane capacity has been increased from 1500 vph to between 1650 to
1800 vph based on saturation flow measurements taken at four intersections in Contra Costa
COWlty. (See following Table 9 from the Teclmical Procedures Manual.)
On average, saturation flow rates for left-turn lanes were over ten percent lower than for through
lanes. However, insufficient data was collected to provide statistical accuracy for the averages.
Thus, saturation flow rates for through lanes are equal to those for turn lanes.
This methodology determines the critical movement for each phase of traffic. It then sums the
critical volume-to.capacity ratio by phase to dctermine the intersection volume-to-capacity ratio.
Circular 212, on the other hand, sums the critical movement volumes themselves and compares
them to thc total capacity of the intersection to determine, in effect, the volumc-to.capacity ratio
of the intersection as a whole.
Level of Service
The volume-to-capacity ratio is related to level of service (LOS). The following level of service
for Signalized Intersections depicts the relationship between the volurne.to-capacity ratio and level
of service. An intersection operating at capacity would operate at LOS E. Level of Service F is
not possible for existing conditions, but can be forecasted for future conditions when volume
projections exceed existing capacities.
Input Data
The intersection capacity work sheets use a code to identify different lane configurations. This
nomenclature is described on the following Description of Lane Configurations. Right turn on
red adjustments are accounted for as well as unequal distribution Df turn volumes in double turn
lanes.. For more infonnation, see Circular 212 and the CerA Technical Procedures Manual.
VOLUME TO MAXIMUM SUM OF CRITICAL VOLUMES
LOS CAPACITY RATIO 2-Phase . 3-Phase 4+-Phase
A ~ 0.60 1,080 1,030 990
B 0.61 - 0.70 1,260 1,200 1,160
C 0.71 - 0.80 1,440 1,380 1,320
D 0.81 - 0.90 1,620 1,550 1,490
E 0.91 - 1.00 1,800 1,720 1,650
F ____mm_.Not Applicable-----.------
LEVEL OF SERVICE RANGES
Source: Contra Costa County Growth Management Program, Technical Procedures. Table 9.
cct2vc.app
DESCRIPTION OF LANE CONFIGURATION FORMAT
The number of Janes and the use of tbe lanes is denoted with a special nomenclature described below:
Lane Nomenclature
X.Y Where X
Y
Denotes the tDtal number of lanes available for a particular movement.
Denotes how the lanes are used.
Wben Y is . . . . . . The following applies:
l'~
1.0 R A lane used exclusively for a particular movement (Le. exclusive left-turn lane).
0 _ l.OT
1.0 L
I:
:J~~ A lane which is shared, that is, either of two different movements can be made
1 1.1 R from a particular lane (Le. a lane which is shared by through and right-turn
>1T
1.0 L traffie).
['F=
2 I ..;L 1.1 R Denotes two or more through lanes in which two lanes are shared, one with
--- 2..1T
T l.lL left-turn traffic, the other with right-turn traffic.
I:
3 Denotes an expressway through movement.
"~
4 . ~ 1AR Denotes a right-turn movement from a wide outside lane where right-turn
..,..:... -- 2.1 T
1.0 L vehicles can bypass through traffie sharing the lane to make a right-turn on red.
I:
"-
L 1.5 R Denotes a right-turn movement from an exclusive right-turn lane with a
5 ~!:::- 2.0 T
1.0 L right-turn arrow and prohibition on the conflicting V-turn movement.
I:
6 ::~ 1.6 R Denotes a right-turn movement from a shared lane with a right-turn arrow and
3.1 T prohibition on the conflicilng V-turn moyement.
1.0 L
7,8,9 Denotes a turning movement which has a separate lane to turn intD, as shown
below:
Ij't!~ 1.7 R Turn lane which is shared with a through lane or left-turn lane and under signal
7 ~l T control, and which has its own lane tD turn into. There must be at least two
It:! 1.0 L through lanes.
It:t:!~ UR Exclusive turn lane which is under signal control, and which has its own lane
8 ~o T
In r=- 1.0 L to turn into.
It:tt~" ~: ~ Exclusive turn lane not under signal control and which has an exclusive lane to
9 turn into, often referred to as a "free" turn. Since the yolumes in this lane do not
InF=-lOL conflict with other intersection movements, the VIC ratio of the free right-tum
movement is not included in the sum of critical Vie ratios.
PART A. TWO-WAY STOP-CONTROLLED INTERSECTIONS
I. INTRODUCTION - PART A
In this section a methodology for analyzing capacity and level of service of two-way
stop-controlled (TWSC) intersections is presented.
11. METHODOLOGY - PART A
Capacity analysis at TWSC intersections depends on a clear description and
understanding of the interaction of drivers on the minor or stop-contro!lcd approach with
drivers on the major street. Both gap acceptance and empirical models have been
developed to describe this interaction. Procedures described in this chapter rely on a gap
acceptance model developed and refined in Germany (1). The concepts from this model
arc descrihed in Chapter 10. Exhibit 17-1 illustrates input to and the basic computation
order of the method described in this chapter.
LEVEL-OF-SERVICE CRITERIA
Level of service (LOS) for a TWSC intersection is detcnnincd by the computed or
measured control delay and is defined for each minor movement. LOS is not defined for
the intersection as a wholc. LOS criteria are given in Exhibit 17-2.
Both theoretical and empirical
approaches have been used
to arrive at a methodology
LOS is not defined for the
overall intersection
Highway Capacity Manual 2000
The LOS criteria for T\VSC intersections are somewhat different from the criteria
used in Chapter 16 for signalized intersections primarily because different transportation
facilities create different driver perceptions. The expectation is that a signalized
intersection is designed to carry higher traffic volumes and experience greater delay than
<In unsignalizcd intersection.
LOS thresholds differ from
those for signalized
intersections to reflect
different driver expectations
Highway Capacity Manual 2000
EXHIBIT 17-1. TWSC UNSIGNAlIZED INTERSECTION METHODOLOGY
r Input
- Geometric data
, . - Hourly turning movemenl volumes
- Heavy vehicle percentages
Pedestrian data
- Upstream signal data
~~
f Cornpute flow rate J
- IdentiIy conflicting traffic
flow
-,
_J
Compute gap times
- Critical gap limes
- Follow-up times
~--~
(____:ompute potential caPacll~._.~
j
idiustpotenlial capacity and compute movement capacity'
- Irnpedance e!fects
- Shared-lane operation
- Effects of upstream signals
- Two-stage gap acceptance process
\, - Flared minor -street approaches
-=-T==--
C Compute queue lengths )
---j--~
( Compute control delays _J
I
~rminele:elsofservIC0
EXHIBIT 17-2. LEVEL-OF-SERVICE CRITERIA FOR TWSC INTERSECTIONS
level of Service
A
B
C
D
E
F
Average Control Oelay (s/veh)
0-10
> 10--15
> 15-25
> 25-35
> 35-50
> 50
Chapter 17 - Unsignalized Intersections
Methodology - rose Intersections
]7-2
APPENDIX B - LEVEL OF SERVICE WORKSHEETS:
EXISTING CONDITIONS
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TWO-WA Y STOP CONTROL SUMMARY
General Information Site Information
Analyst IArun Intersection 10.. EI Charro/I-58a EB
Aqency/Co. TJKM Ramps
Jurisdiction City of Dublin
Date Performed 5/4/20.0.5
"Inalysis Year 20.0.5
Analysis Time Period lAM Peak Proiect 10 157-189
East/West Street: 1-580. EB Ramos North/South Street: EI Charro
Intersection Orientation: North-Soulh Study Period (hrs): 0..25
Vehicle Volumes and Adjustments
Major Street Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
Volume a 36 14 39 6 a
Peak-Hour Factor, PHF 0..90. 0..90. 0..90. 0..90. 0..90. 0..90.
Hourly Flow Rate, HFR a 40. 15 43 6 a
Percent Heavy Vehicles a -- -- a -- --
Median Type Undivided
RT Channelized a a
Lanes a 1 1 a 1 a
Configuration T R LT
Upstream Siqnal a a
Minor Street Westbou nd Eastboun d
Movement 7 8 9 10 11 12
L T R L T R
Volume a a a 47 4 50.
Peak-Hour Factor, PHF 0..90. 0.90. 0..90. 0..90. 0..90. 0..90.
Hourly Flow Rate, HFR a a a 52 4 55
Percent Heavy Vehicles a a a a a a
Percent Grade (%) a a
Flared Approach N N
Slorage a a
RT Channelized a a
Lanes a a a a 1 1
Configuration LT R
Delav, Queue Len>lth, and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT LT R
v (vph) 43 56 55
C (m) (yph) 1563 825 10.83
v/c 0..0.3 0..0.7 0..0.5
95% queue length 0..0.8 0..22 0..16
Control Delay 7.4 9.7 8.5
LOS A A A
Approach Delay -- -- 9.1
!Approach LOS -- -- A
Copyright (g :WOO Uniycrsity of Florida, All RighL~ Reserved Version 4.]
fi Ie lie: \[)ocumen1s%20and %20Scttings\a gaj enuran. T JKM\Loeal %20 Settings\ Temp \u2k96... 5/4/2005
J wo-w~y ;)IOP LOl1lrol
Page 1 011
TWO-WA Y STOP CONTROL SUMMARY
General Information Site Information
l'Inalyst Arun Intersection 10. EI Charm/I-580 EB
Ramps
Aoencv/Co. TJKM Jurisdiction City of Dublin
Date Performed 5/4/2005 l'Inalvsis Year 2005
l'Inalvsis Time Period PM Peak
Proiect 10 157-189
EastlWest Street: 1-580 EB Ramps North/South Street: EI Charm
Intersection Orientation: North-South Studv Period (hrs); 0.25
Vehicle Volumes and Adiustments
Maior Street Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 0 12 15 575 8 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, H FR 0 13 16 638 8 0
Percent Heavy Vehicles 0 -- -- 0 -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 1 0 1 0
Configuration T R LT
Upstream Sional 0 0
Minor Street Westbou nd Eastbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 0 0 0 5 11 40
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow RaIe, HFR 0 0 0 5 12 44
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 0 0 0 1 1
Configuration LT R
Delav, Queue Lenath, and Level of Service
IApproach NB SB Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT LT R
v (vph) 638 17 44
C (m) (vph) 1597 99 1080
v/c 040 0.17 0.04
95% queue length 1.96 0.59 0.13
Control Delay 8.7 48.8 8.5
LOS A E A
Approach Delay -- -- 19.7
Approach LOS -- -- C
Copyright 19 2000 Ullivt:rsity of Florida, All Rights Reserved
Version 41
file :lIe :\DOCllll1cnts%20and%20Settings\agaj endran. T JKM\Local %20 SettingsITemp \u2kD9... 5/4/2005
l. ,\\j- I', u) ,)LUj) 1......,UiJlIUJ
yage ! or L
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
V\nalyst IArun Intersection 11. Fallon/I-580 WB
V\qency/Co. TJKM Ramps
Jurisdiction City of Dublin
Date Performed 5/4/2005 nalysis Year 2005
V\nalysis Time Period lAM Peak Project ID 157-189
East/West Street: 1-580 WB Ramps North/South Street: Fallon
Intersection Orientation: North-South Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
I/olume 86 9 0 0 11 98
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 95 10 0 0 12 108
Percent Heavy Vehicles 0 -- -- a -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 0 0 1 0
Configuration LT TR
Upstream Siqnal 0 . 0
Minor Street Westbound Eastbound
Movement 7 8 9 10. 11 12
L T R L T R
Volume 28 10 50 0 0 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 31 11 55 0 0 0
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 1 1 a 0 0
ConIlguration LT R
Delav, Queue Lenqth, and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane ConfiguraIion LT LT R
v (vph) 95 42 55
C (m) (vph) 1480 644 1077
vie 0.06 0.07 0.05
95% queue length 0.21 0.21 0.16
Control Delay 7.6 110 8.5
LOS A B A
jApproach Delay -- -- 9.6
Approach LOS -- -- A
Copyright It) 2000 University of Florida, All Rights Reserved
Versi0l14,1
fi le:/ Ie: IDoellmcn1s%20and %2 0 Seltingslagaj cndran. TJKMILocal %2 0 ScltingslT emp 11l2kA2... 5/4/2005
I>>U-" ,'-)' dlUjJ "_,U/lUUl
rage 1 01 L
TWO-\NA Y STOP CONTROL SUMMARY
General Information Site Information
AnalysI Arun Intersection 11. Fallon/I-580 WB
Aqency/Co. TJKM Ramos
Jurisdiction City of Dub/in
Date Performed 5/4/2005
Analysis Year 2005
Analvsis Time Period PM Peak
Project 10 157-189
EastlWest Street: {-580 WB Ramos NorthlSouth Street: Fallon
Intersection Orientation; North-South Study Period (hrs): 0.25
Vehicle Volumes and Adiustments
Maior Street Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
[Volume 12 10 0 0 594 69
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 13 11 0 0 660 76
Percent Heavy Vehicles 0 -- -- 0 -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 0 0 1 0
Configuration LT TR
Upstream Sional 0 0
Minor Street Westbound Eastbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 5 0 33 0 0 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 5 0 36 0 0 0
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 1 1 0 0 0
Configuration LT R
Delav, Queue Lenqth, and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT LT R
v (vph) 13 5 36
C (m) (vph) 879 384 1076
vlc 0.01 0.01 0.03
95% queue length 0.05 0.04 0.10
Control Delay 9.2 14.5 8.5
LOS A B A
pproach Delay -- -- 9.2
pproach LOS -- -- A
Copyright ([) ~ooo University ofFloridJ, All Rights Reserved
Version 4,1
file ;lle: IDocumcn(s%20and %2 OSell i ngs\agaj endran .T.JKM\Local %2 0 Setiings\T cmp \u2kA3... 5/4/2005
APPENDIX C - LIST OF APPROVED, PENDING PROJECTS AND
BUILDOUT PROJECTS, AND
LANE GEOMETRY AND CONTROL ASSUMPTIONS
I - ;
I
ITABLE C1: APPROVED PROJECTS IN DUBLIN (As of July 2005) I
Traffix ITE Unoccupied Rates Total Trips % Pass-By Net New Trips
% I
Zone Development Name Land Use Code Size' Occupied Size Units AM PM Saturda Dail AM PM Saturday Daily Traffic2 AM PM Saturday Daily
In A" In Out In Out In Out In au' In Out In O,t In Out AM PM S,t In Out In O,t In 0", In Out
113 Black Mountain Sinale Familv Residential' 210 7 29% 5 du 0.19 0,56 0.65 0.35 0.51 0.43 4.79 4.79 1 3 3 2 3 2 24 24 1 3 3 2 3 2 24 24
4 Chacon Dental Office 0 720 5.00 0.' 5.00 ksl 1.94 0.49 0.99 2.67 2.07 1.56 18.07 18.07 10 2 5 13 10 8 90 90 10 2 5 13 10 8 90 90
29 Dublin Ranch A lB-Hole GoltCourse 430 18 100% 0 holes 1.75 0.47 1.21 1.53 2.25 2.34 17.87 17.87 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
42 Dublin Ranch A.l Single Famil' Residential" 210 1\0 67% 36 d.Ll. 0.20 0.59 0.68 0.38 0.53 0.45 5.14 5.14 6 19 22 12 17 15 167 107 6 19 22 12 17 15 167 167
43 Dublin Ranch A.2 Sinnle Familv Residential t 210 51 63% 19 d.Ll. 0.22 0.66 0.73 0.41 0.60 0.51 5.47 5.47 4 11 13 7 10 9 94 94 4 11 13 7 10 9 94 94
44 Dublin Ranch A.3 Sinnle Famil\/ Residential" 210 83 31% 57 d.u. 0.20 0.61 0.70 0.39 0.55 0.47 5.26 5.26 10 31 36 20 28 24 270 270 10 31 36 20 28 24 270 270
45 Dublin Ranch A.4 Sinole Familv Residential " 210 55 24% 42 d.' 0.22 0,65 0.73 0.41 0.59 0,50 5.44 5.44 8 25 28 16 22 t9 200 206 8 25 28 16 22 19 206 206
46 Dublin Ranch A.5 Single Familv Residential 0 210 62 47% 33 d.u. 0.21 0.64 0.72 0.41 0.57 0.49 5.39 5,39 6 19 21 t2 17 15 160 160 6 19 21 12 17 15 160 160
1001 Fairway Parcell B H1-H2 Senior Apartment ", 253 325 0% 325 d,u. 0.12 0.26 0.28 0.16 0.15 0.15 1.74 1.74 39 85 91 52 49 46 566 560 39 85 91 52 49 49 566 566
1002 Fairway Parcel 2 B Hl.H2 FamilvApanment<5 220 304 0% 304 d.u. 0.08 0.43 0.42 0.20 0.26 0.26 3.32 3.32 94 131 126 61 79 79 1008 1008 24 131 128 61 79 79 1008 1008
1003 Fairway Parcel 3 B H1-H2 Condo 25 220 304 0% 304 d,u. 0.08 0.43 0.42 0.20 0.26 0.26 3.32 3.32 24 131 128 61 79 79 i008 1008 24 131 128 61 79 79 1008 1008
38 Dublin Ranch G CottaaesMH-1 230 200 68% 64 d.U. om 0.37 0.36 0.18 0.25 0.22 2.93 2.93 4 21 21 10 14 13 169 169 4 21 21 10 14 13 169 169
38 Dublin Ranch G Court 'ards MH-2 230 281 48%, 146 du 0.07 0.37 0,36 0.18 0.25 0.22 2.93 2.93 9 49 47 24 33 29 385 385 9 49 47 24 33 29 385 385
38 Dublin Ranch G Villas H-1 230 289 50% I 145 d.u. 0.07 0.37 0.36 0.18 0.25 0.22 2.93 2.93 9 4B 47 23 33 29 382 382 9 48 47 23 33 29 382 382
38 Dubiin Ranch G Terraces H.2 230 626 22% 488 d.u. 0.07 0.37 0.36 0.18 0.25 0.22 2.93 2.93 31 163 158 79 110 97 1287 1287 31 163 158 79 110 97 1287 1287
38 Dublin Ranch G Neinhborhood Park J NA 5.60 0% 5.60 acres 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22 Dublin Ranch L-6 Single Famil\/Residential" 210 117 69% 36 d.u. 0.20 0.59 0.68 0.38 0.53 0.45 5.12 5.12 6 19 22 12 17 15 166 166 6 19 22 12 17 15 166 166
19 Emerald Glen Pointe Research and Development Center" 760 677.76 55% 304.99 ,,' 0.89 0.18 0.14 0.82 0.13 0.11 3.65 3,65 271 56 44 250 40 34 1113 1'i13 271 56 44 250 40 34 1113 1113
18 Greenbriar Phase 1 Single Familv Residential 6 210 126 94% 8 d.u. 0.19 0.58 0.67 0.38 0.53 0.45 5.09 5,09 2 5 5 3 4 4 41 41 2 5 5 3 4 4 41 41
18 Greenbriar Phase 3 Single Familv Residential" 210 108 0% 108 d.u. 0.20 0.59 0.68 0.38 0.53 0.45 5.15 5.15 21 64 74 41 58 49 556 556 21 64 74 41 58 49 556 556
18 Greenbriar Phase 5 Single Familv Residential' 210 1 0% 1 d.u. 0.19 0.56 0.65 0.36 0.51 0.43 4.79 4.79 0 1 1 0 1 0 5 5 0 1 1 0 1 0 5 5
1 Palace Auto Auto Dealership 3 841 11.33 0" 11.33 ,,' 1.61 0.60 1.12 1.68 1.51 1.46 18.75 18.75 18 7 13 19 17 17 212 212 34 26 18 7 8 14 13 13 176 176
11 Pinn Brothers (Silveria) Single Family Residential 2.1 210 79 0% 79 d.u. 0.19 0.56 0.65 0.36 0.51 0.43 4.79 4.79 15 44 51 28 40 34 378 378 15 44 51 28 40 34 378 378
11 Pinn Brothers (Silveria) Cluster Homes 22 210 73 0% I 73 d.u. 0.19 0.56 0.65 0.36 0.51 0.43 4.79 4.79 14 41 47 26 37 31 350 :-150 14 41 47 26 37 31 350 350
11 Pinn Brothers (Silveria) Condominiums 22 230 102 0'" 102 d.u. 0.07 0.36 0.36 0.18 0.25 0.22 2.93 2,93 7 37 37 18 26 22 299 299 7 37 37 18 26 22 299 2991
"
121 Senior Center Mulli-FamilyResidential" 220 54 0% 54d.u. 0.09 0,47 0.60 0.29 0.40 0.40 4.24 4.24 5 25 32 16 22 22 229 229 5 25 32 16 22 22 229 229
109 Valley Center Retail"" 814 5,00 0" 5.00 ,,' 1.75 1.62 1.11 1.48 2.17 2.01 20.34 20.34 9 8 6 7 11 10 102 102 34 26 9 8 4 5 8 7 85 85
109 Valley Center Otfice3 710 3.00 0.' 3,00 '" 1.37 0.19 0.25 1.24 0.22 0,19 5.51 5.51 4 1 1 4 1 1 17 17 4 1 1 4 1 1 17 17
"
129 Valley Christian Center Jr.lSr. Hinh School. Administration 3,27 530 200 0% 200 pupils 0.32 0.14 0.06 0.09 0.09 0.03 0.90 0.90 64 28 12 18 18 6 180 180 64 28 12 18 18 6 180 18
129 Valley Christian Center Senior Center, Counselino (Church) 3,2J 560 30,00 0% 30.00 ,,' 0.39 0.33 0.36 0.30 2.41 0.85 4.56 4.56 12 10 11 9 72 26 137 137 12 10 11 9 72 26 137 137
129 Valley Christian Center Stat! Expansion 2J NA 10 0'" 10 emp. NA NA NA NA NA NA NA NA 10 0 0 10 0 0 10 10 10 0 0 10 0 0 10 1
121 Enea Village Parkway Retail"" 814 8.53 0% 8.53 '" 1.75 1.62 1.11 1.48 2.17 2.01 20.34 20.34 15 14 9 13 19 17 173 173 34 26 15 14 5 9 14 12 144 144
121 Enea Village Parkway Office' 710 5.58 0% 5.58 ,,' 1.37 0.19 0.25 1.24 0.22 0.19 5.51 5.51 8 1 1 7 1 1 31 31 8 1 1 7 1 1 31 31
25 Quarry Lane School K_123.'-'6 521 750 0% 750 pupils 0.55 0.37 0.08 0.12 0.09 0.03 0.90 0.90 4131 278 60 90 68 23 675 675 413 278 60 90 68 23 675 675
1005 iKEA15 IKEA NA 1.00 0% 1 Location 22.00 24,00 200.0 224.0 733.0 795.0 2759 2759 22 24 200 224 733 795 2759 2759 22 24 128 152 733 795 2759 2759
129 Bancor Pak n Save (Twnhm) Townhouse '3 231 110 0% ftO d.u. 0.17 0.50 0.5 0.4 0.4 03 3 3 18 54 52 39 43 36 322 322 18 54 52 39 43 36 322 322
129 Bancor Pak n Save (Apts) Multi-Family Residential'. 220 130 0% 130 d.u. O.OB 0.43 0.4 0.2 0.3 0.3 3 3 11 56 54 27 34 34 431 431 11 56 54 27 34 34 431 431
129 Bancor Proj 8909 San Ramon Tovmhouse '4 231 55 0% 55 d.u. 0.17 0.50 0.47 0.36 0.39 0.33 2.93 2.93 9 27 26 20 21 18 161 161 9 27 26 20 21 18 161 161
125 Hall of Justice Courthouse NA 13 0% 13 =, Rates not applicable. Net new trips obtained from Countv EIR 582 128 170 540 0 0 2969 2969 582 128 170 540 0 0 2969 2969
15 Koll Dublin Corp Center Ph. 2 Office" 710 179.85 0% 179.85 ,,' 1.46 0,20 0.27 1.30 0.18 0.16 5.79 5.79 262 36 48 233 33 28 1041 1041 262 36 48 233 33 28 1041 1041
32/50 Dublin Ranch B Med Medium-High Residential 6 220 262 0% 262 d.u. 0.08 0.43 0.44 0.21 0.26 0.26 3.39 3.39 19 101 104 50 61 61 799 799 19 101 104 50 61 61 799 799
50 Dublin Ranch B MH Medium-High Residential" 220 172 0% 172 d.u. 0.08 0.43 044 0.21 0.26 0.26 3.39 3.39 13 67 67 33 40 40 524 524 13 67 67 33 35 35 524 524
36/37 Dublin Ranch F Medium-Hiqh Residential 6 220 630 0% 630 d.u. 0.08 0.42 0.38 0,19 0.26 0.26 3.10 3,10 46 239 217 107 147 147 1760 1760 46 239 217 107 79 79 1760 1760
36/37 Dublin Ranch F Medium-High Residenlial6 220 420 0% 420 d.u. 0.08 042 0.39 0.19 0.26 0.26 3.16 3.16 31 160 148 73 98 98 1193 1193 31 160 148 73 68 68 1193 1193
26 Dublin Ranch . F Middle School 7 522 1200 0.' pupils 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
,.
27 Dublin Ranch F.l Multi-Familv Residential 6 220 119 0% 119 d.u. 0.08 044 0.47 0.23 0.29 0.29 3.56 3.56 10 52 56 27 34 34 424 .(24 10 52 56 27 31 31 424 42'
28 Dublin RanCh F.2 Single Family Residential 6 220 121 0% 121 d.ll. 0.19 0.58 0.67 0.38 0.53 0.45 5.10 5.10 21 64 73 41 57 49 556 556 21 64 73 41 57 49 556 556
126 Dublin Ranch West (Wallis) Single Family Residential 28 210 75 0% 75 d.u. 0.19 0.56 0.65 0.36 0.51 0.43 4.79 4,79 14 42 49 27 38 32 359 359 14 42 49 27 38 32 359 359
126 Dublin Ranch West (Wallis) Sinole Familv Residential 2a 210 557 0.' 557 d.' 0.19 0.56 0,65 0.36 0.51 0.43 4.79 4.79 106 312 362 201 284 240 2668 2668 106 312 362 201 284 240 2668 2668
126 Dublin Ranch West (Wailis) Multi-Family Residential 2b 220 178 0".' 178 d,u. 0.08 0.43 0.42 0.20 0.26 0.26 3.32 3.32 14 77 75 36 46 46 591 591 14 77 75 36 46 46 591 591
126 Dublin Ranch West (Waliis) Multi-Family Residential 2" 220 224 0.' 224 du 0.08 0.43 042 0.20 0.26 0.26 3.32 3.32 18 96 94 45 58 58 744 744 18 96 94 45 58 58 744 744
4 Dublin Transit Center Apartments2~ 220 265 0% 265 d.u. 0.08 0.43 042 0.20 0.26 0.26 3.32 3.32 21 114 111 53 69 69 880 8801 21 114 111 53 69 68 880 880
4 EAH Transit Center Medium-High Residential" 220 112 0% 112 d.u 0.08 044 0,47 0.23 0.26 0.26 3.60 3.60 8 45 48 24 26 26 362 362 8 45 48 24 26 26 362 362
4 Avalon Bav Transit Center Medium-High Residential 6 220 305 00. 305 d.u. O.OB 043 0.40 0.20 0.26 0.26 3.22 3,22 221 117 111 55 71 71 883 883 22 117 111 55 71 71 883 883
4 D.R. Honan Transit Center Medium-High Residential ~ 220 257 0% 257 d.u. 0.08 0.43 0,41 0.20 0.26 0.26 3.26 3.26 19 99 95 47 60 60 754 754 19 99 95 47 60 60 754 754
5 W. Leqacv/AMB Ot!ice Office 3 710 1 150.5 0'" 150.5 ,,' 1.46 0,20 0.27 1.30 0.18 0.16 5.79 5,79 262 36 48 233 33 28 1041 1041 262 36 48 233 33 28 1041 1041
5 W. Leaacv/AMB Apartments Medium-High Residential 6 220 304 0"' 304 d.u. 0.08 0,43 0.40 0.20 0.26 0.26 3,22 3.22 22 117 110 54 71 71 880 880 22 117 110 54 55 55 880 880
21 Marriot Holel SileiTrumark Retai:"" 614 45 00.' 45 '" 1.75 1.62 1.11 1.48 2.17 2.01 20,34 20.34 791 73 50 67 98 90 915 915 34 26 79 73 30 47 74 66 7591 759
113 Schaefer Ranch Si:lgle Family Reslde:ltial 210 302 O. 302 d,u. 0.18 0.55 0.62 0.35 0.50 0.421 4,74 4.74 551 166 186 105 150 128 1433 14331 55 166 186 105 150 128 14331 1433
Total Total 27631 3679 3729 33251326113039 34939 34939T I 2763 3679 3625 3221 3103 28BO 34701j34701
TrnHix Land Use DiltabaSE. 2005-July- ray upd.,ted.xls
Ta:Jlc, C1, Approved Projects
TABLE C2: PENDING PROJECTS IN DUBLIN (As of July 2005)
Rates Total Trips % Pass-By Net New Trips
Traffix Development Name Land Use ITE Size' Units Traffic2
Zone Code AM PM Saturday Daily AM PM Saturday Daily AM PM Saturday Daily
In Out In Out In Out In Out In Out In lOut In Out In Out AM PM Sat In Out In Out In Out In Out
114 Braddock and Loqan: EDPO Single Family Residential 0 210 1078 d.u. 0.18 0.53 0.54 0.31 0.48 0.41 4.29 4.29 191 573 5851 329 522 444 4620 4620 191 573 585 329 522 444 4620 4620
115 Army Residential Multi-Family Residential 0 220 114 d.u. 0.08 0.44 0.47 0.23 0.29 0.29 3.59 3.59 10 50 54 27 33 33 409 409 10 50 54 27 33 33 409 409
119 Dolan Lumber Auto Dealership (47 Stalls) 3 841 70.00 ksl 1.61 0.60 1.12 1.68 1.51 1.46 18.75 18.75 113 42 78 118 106 102 1313 1313 34 26 113 42 45 85 79 75 1090 1090
36/37 Dublin Ranch F Public/Semi-Public 7,18 560 37.64 ksf 0.00 0.00 0.00 0,00 0.00 0,00 0.00 0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
36/37 Dublin Ranch F Single Family Residential (Low) ~ 210 196 d.u. 0.19 0.56 0.64 0.36 0.51 0.43 4.91 4.91 33 99 113 64 90 76 866 866 33 99 113 64 90 76 866 866
4 Dublin Transit Center BART Parking Structure:JO NA 1680 pkg spcs No additional trips. Proposed parking structure to replace the 1,680 existing surface parkinq lot spaces for the BART station. 0 0 0 0 0 0 0 0
20 GM Auto Mall B Expansion Auto Service g 840 23.15 ksl 1.91 1.03 1,69 1.69 0,79 0,79 16.9 16.9 44 24 39 39 18 18 391 391 62 56 56 23 3 17 17 8 8 160 160
20 GM Auto Mall C - Auto Dealership 3 841 53.00 ksf 1.61 0.60 1.12 1.68 1.51 1.46 18.75 18.75 85 32 59 89 80 77 994 994 34 26 85 32 34 64 60 57 825 825
1005 IKEA High Turn-Over Restaurants 832 25.86 ksl 4.82 4.45 6.52 4.34 12.60 7.40 65.17 65.17 125 115 169 112 326 191 1685 1685 43 43 125 115 109 52 215 80 1685 1685
1005 Shopping Center 820 109.36 ksl 0.94 0.60 2,92 3.17 4.40 4.06 33.01 33.01 103 66 320 346 481 444 3610 3610 34 26 103 66 207 233 361 324 3610 3610
128 Moller Single Family Residential t 210 269 d.u. 0.18 0.55 0.62 0.35 0.50 0.43 4.79 4.79 49 148 168 94 135 115 1288 1288 49 148 168 94 135 115 1288 1288
113 Schaefer Ranch Retail 3,11 814 26.00 ksf 1.75 1.62 1.11 1.48 2.17 2.01 20.34 20.34 46 42 29 38 56 52 529 529 34 26 46 42 18 27 42 38 439 439
121 See's Vacant Lot Retail 3,11 814 7.905 ksf 1.75 1.62 1.11 1.48 2.17 2.01 20.34 20.34 14 13 9 12 17 16 161 161 34 26 14 13 5 8 13 12 134 134
109 Shamrock Ford Site/Circuit Citv Retail :J.4 863 30.00 ksf 1.83 1.63 2.21 2.30 4.49 3.98 22.52 22.52 55 49 66 69 135 119 676 676 34 26 55 49 44 46 100 88 561 561
132 Vargas Single Family Residential 3 210 14 d.u. 0.19 0.56 0.65 0.36 0.51 0.43 4.79 4.79 3 8 9 5 7 6 67 67 3 8 9 5 7 6 67 67
132 Vargas Condominium ii 230 72 d.u. 0.09 0.46 0.44 0.21 0.47 0.40 3.42 3.42 7 33 31 15 34 29 246 246 7 33 31 15 34 29 246 246
5 West Dublin BART S.P.: OrixlLegacy Mulli-Family Residential 17 220 210 d.u. Rates not applicable. Net new trips obtained from specific plan studies. 30 155 151 74 127 62 1202 1202
5 West Dublin BART S.P. Business Hote! 17 312 150 rooms Rates not applicable. Net new trips obtained lrom specific plan studies. 46 32 50 33 61 40 491 491
5 West Dublin BART SP. Quality Restaurant)7 831 7.50 ksl Rates not applicable. Net new trips obtained lrom specific plan studies 5 1 37 19 48 33 337 337
5 West Dublin BART S.P. OHice17 710 360.70 ksl Rates not applicable. Net new trips obtained from specifiC plan studies. 590 80 110 531 97 80 2365 2365
5 West Dublin BART S.P. BART 23 NA 713.00 spaces Rates not applicable. Net new trips obtained from specific plan studies. 354 92 85 296 35 81 1107 1107
Grand Total Total 1882 1633 1672 2019 2067 1681 21502 21502
Traflix Land Use Database - 2005-July- ray updated.xls
Table C2. Pending
TABLE C3: BUILDOUT PROJECTS IN DUBLIN (As of July 2005)
Traffix Rates Total Trips % Pass-By Net New Trips
Development Name Land Use ITE Size' Units Traffic"
Zone Code AM PM Saturday Daily AM PM Saturday Daily AM PM Saturday Daily
In Out In Out In Out In Out In Out In Out In Out In Out AM PM 5at In Out In Out In Out In Out
14 15A Corporate Headquarters Building 16 714 433.50 'sf 1.15 0.09 0.12 1.06 0.22 0.19 3.28 3.28 424 33 44 391 81 70 1209 1209 424 33 44 391 81 70 1209 1209
12 16A Corporate Headquarters Building '6 714 428.50 'sf 1.15 0.09 0.12 1.06 0.22 0.19 3.28 3.28 419 33 44 386 80 69 1195 1195 419 33 44 386 80 69 1195 , 195
114 Anderson: EDPO Single Family Residential 3 210 71 d.u. 0.19 0.55 0.65 0.36 0.51 0.43 4.79 4.79 13 39 46 26 36 31 340 340 13 39 46 26 36 31 340 340
114 Anderson: EDPO Light Industrial ~ 110 317.11 'sf 0.81 0.11 0.12 0.86 0.07 0.07 3.49 3.49 257 35 38 273 22 22 1107 1107 257 35 38 273 22 22 1107 1107
114 Branaugh" EDPO lighllnduslrial ~ 110 120.35 'sf 0.81 0.11 0.12 0.86 0.07 0.07 3A9 3.49 97 13 14 104 8 8 420 420 97 13 14 104 8 8 420 420
114 Branaugh: EDPO Single Family Residential ~ 210 98 d,u. 0.19 0.55 0.65 0.36 051 0.43 4.79 4.79 19 54 64 35 50 42 469 469 19 54 64 35 50 42 469 469
116 EDPO SE and S.Central Light Industrial ~ 110 564.22 'sf 0.81 0.11 0.12 0.86 0.07 0.07 3.49 3.49 457 62 68 485 39 39 1969 1969 457 62 68 485 39 39 1969 1969
5 Corrie Site Auto Dealership" 841 33.90 'sf 1.61 0.60 1.12 1.68 1.51 1.46 18.75 18.75 55 20 38 57 51 49 636 636 34 26 55 20 22 41 38 36 528 528
117 Croak: EDPO Single Family Residential b 210 426 d.u. 0.18 054 0.60 0.33 0.49 OA2 4.62 4.62 77 231 254 143 210 179 1966 1966 77 231 254 143 210 179 1966 1966
118 DiManto Multi-Family Residentiai 6 220 540 d,u. 0.08 0.42 0.39 0.19 DAD OAO 3.12 3.12 43 228 208 103 218 218 1685 1685 43 228 208 103 218 218 1685 1685
120 DiManto Commercial/ Retail Commercial 6 820 846.46 'sf 0.41 0.26 1.46 1.58 2.15 1.99 15.90 15.90 348 223 1234 1337 1822 1682 13458 13458 34 26 348 223 797 900 1366 1226 11170 11170
121 Downtown Core S.P Commerciai 17 820 237.85 'sf Rates not applicable. Net new trips obtained from specific pian studies. 49 67 242 221 320 296 2747 2747
121 Downtown Core S.P. Office 17 710 54.72 'sf Rates not applicable. Net new trips obtained from specific plan studies. 418 57 77 376 67 57 1675 1675
121 Downtown Core S.P. Multi-Family Residential ;) 220 100 d,u. Rates not applicable. Net new trips obtained from specific plan studies. 6 3D 29 14 16 20 232 232
50 Dublin Ranch B Commercial 6 820 163.35 'sf 0.80 0.51 2.55 2,76 3.82 3.53 28.61 28.61 118 75 375 406 562 519 4206 4206 34 26 118 75 242 273 421 378 3491 3491
35 Dublin Ranch C Commercial 6 820 375.05 'sf 0.57 0.37 1.92 2,08 2.86 2.64 21.26 21.26 193 123 649 703 965 891 7177 7177 34 26 193 123 419 473 724 650 5957 5957
35 Dublin Ranch C Office 6 710 1301.31 'sf 0.97 0.13 020 0.98 0.13 0.11 3.66 3.66 1142 156 235 1149 152 129 4285 4285 11~2 156 235 1149 152 129 4285 4285
122 Dublin Ranch D Single Family Residential 3 210 1 d.u. 0.19 0.55 0.65 0.36 0.51 0.43 4.79 4.79 0 1 1 0 1 0 5 5 0 1 1 0 1 0 5 5
34 Dublin Ranch E Elementary School) 520 295 pupils 0.00 0.00 0_00 0,00 0.00 0,00 0.00 0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
36/37 Dublin Ranch F Neighborhood Park I NA 6.70 acres 0,00 0,00 0.00 0.00 0.00 0.00 0.00 0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
38 Dublin Ranch G Public/Semi-Public 7,18 560 20.26 'sf 0.00 0.00 0.00 0.00 0.00 0.00 0.00 '0.00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
107 Dublin Ranch (Town Center VCl G Commercial 3.11 814 230.00 'sf 1.75 1.62 1.11 1.48 2.17 2.01 20.34 20.34 403 373 255 340 499 462 4678 4678 34 26 403 373 154 239 374 337 3883 3883
40/41 Dublin Ranch H Commercial 6 820 384.44 'sf 0.57 0.36 1.91 2.07 2.83 2.62 21.07 21.07 196 125 660 715 981 905 7292 7292 34 26 196 125 426 481 736 660 6052 6052
40/41 Dublin Ranch H Research and Development Center 6 760 860.53 'sf 0.86 0_18 0.14 0.79 0.09 0.07 3.50 3.50 668 137 108 611 70 54 2710 2710 668 137 108 611 70 54 2710 2710
4 Dublin Transit Center Apartments 29 220 823 d.u. 0.08 0.43 0.42 0.20 0.26 0.26 3.32 3.32 49 265 259 123 160 160 2049 2049 49 265 259 123 160 160 2049 2049
4 Dublin Transit Center Corporate Office 31 714 2000 'sf 1.37 0.10 0.15 1.24 0.22 0.22 3.86 3.86 2329 170 255 2108 374 374 6562 6562 2329 170 255 2108 374 374 6562 6562
4 Dublin Transit Center Speciality Retail 32 814 70 'sf No additional trips. Retail is considered 'ancillarv' to the proposed T.C office space and would not qenerate external trips. 34 26 0 0 0 0 0 0 0 0
125 Government Center Office 6,20 714 669.77 'sI 1.24 0.09 0.13 1.07 0.21 0,18 3.74 3.74 833 63 88 713 138 118 2505 2505 833 63 88 713 138 118 2505 2505
18 Greenbriar Phase 4 Single Family Residential 6 210 164 d.u. 0.19 0.57 0.65 0.37 0.51 0.44 4.98 4,98 31 93 107 60 84 72 817 817 31 93 107 60 84 72 817 817
18 Gvgi Single Family Residential 3 210 10 d.u. 0.19 0.56 0.65 0.36 0.51 0.43 4.79 4.79 2 6 7 '4 5 4 48 48 2 6 7 4 5 4 48 48
132 Herrera "Frede rich" Multi-Family Residential I; 220 68 d.u. 0.09 0.46 0.55 0.27 0.35 0.35 3.98 3.98 6 31 37 18 24 24 271 271 6 31 37 18 24 24 271 271
132 Herrera "Frederich" Commercial 3,\1 814 58.81 'sf 1.75 1.62 1.11 1.48 2.17 2.01 20.34 20.34 103 95 65 87 128 118 1196 1196 34 26 103 95 39 61 96 86 993 993
124 Jordan:EDPO Single Family Residential 6 210 788 d.u. 0.18 0.53 0.56 0.32 0.49 0.41 4.39 4.39 140 421 441 248 383 326 3463 3463 140 421 441 248 383 326 3463 3463
127 Jordan:EDPO Multi-Family Residential 6 220 436 d.u. 0.08 0.42 0.39 0.19 0.23 0.23 3.15 3.15 35 185 171 84 99 99 1374 1374 35 185 171 84 99 99 1374 1374
127 EDPO SE and S.Central Commercial 6 820 376.14 'sf 0.57 0.36 1_92 2.08 2,86 2.64 21.24 21.24 215 137 723 783 1074 992 7989 7989 34 26 215 137 467 527 805 723 6631 6631
132 Moura "Tipper" Multi-Family Residential 6 220 82 d.u. 0,09 0.45 0.52 0.25 0.32 0.32 3.81 3.81 7 37 42 21 26 26 313 313 7 37 42 21 26 26 313 313
11 Neilsen Single Family Residential 3 210 1 d.u. 0,19 0.56 0_65 0.36 0.51 0.43 4.79 4.79 0 1 1 0 1 0 5 5 0 1 1 0 1 0 5 5
102 Raley "Kobold" Multi-Family Residential 3 220 20 d,u. 0.08 0.43 0.42 0.20 0.26 0.26 3.32 3.32 2 9 8 4 5 5 66 66 2 9 8 4 5 5 66 66
114 Righetti:EDPO Single Family Residential (Low) 3 210 95 d,u. 0.19 0.56 0.65 0.36 0.86 0.43 4,79 4.79 18 53 62 34 82 41 455 455 18 53 62 34 82 41 455 455
114 Righetti: EDPO light Industrial 3 110 255.32 'sf 0.81 0.11 0,12 0.86 0_07 0.07 3.49 3.49 207 28 31 220 18 18 891 891 207 28 31 220 18 18 891 B91
114 TMI Chen: EDPO Multi-Family Residential G 220 332 d.u 0.08 0.43 0.40 0.20 0.28 0.28 3.20 3.20 27 141 133 65 93 93 1062 1062 27 141 133 65 93 93 1062 1062
114 TMi Chen: EDPO Commercial 6 820 582.57 'sf 0.48 0.31 1,66 1.79 2.45 2.26 18,17 18.17 279 178 964 1045 1428 1318 10584 10584 34 26 279 178 622 703 1071 961 8785 8785
114 TMI Chen: EDPO Light Induslrial3 110 287.09 'sf 0.81 0.11 0.12 0_86 0.07 0.07 3.49 3.49 233 32 34 247 20 20 1002 1002 233 32 34 247 20 20 1002 1002
5 West Dubiin BART S.P Commerciai 11 820 344.07 'sf Rates not applicabie, Net new trips obtained from specific plan studies. 238 171 867 901 1243 1110 10418 10418
Grand Total Total 10156 4231 7203 12865 9756 8761 100605 100805
Traifix Land USG Database. 2005-July- ray updated.xls
Ta~le C3_ Buildout
Table C4: Pleasanton and Dougherty Valley Land Use Assumptions
Future Baseline Traffic Estimates
Trips
land Use Size Units AM PM Dailv
In Out In Out Total
IVleOlcal GllnlC 72 ksf 140 35 74 200 2601
MF UniIs 21 d.u. 1 9 9 4 139
Office 207 ksf 284 39 52 256 2279
Retirement Home 65 d.u. 5 9 10 5 380
Light Industrial 679 kst 495 to9 129 496 4723
Retail 200 kst 126 81 360 518 8596
SF Units 178 d.u. 34 100 116 63 1704
Warehouse 56 ksf 21 4 7 22 278
Pleasanton total* 1106 386 757 1564 20700
Shapell Single FamilyOO 815 d.u. 20 60 68 39 1014
Shapell Multi-Family33 335 d.u. 4 19 18 9 289
Windemere Single FamiJy33 2012 d.u. 49 147 169 95 2503
Windemere Condos33 322 d.u. 3 15 15 7 245
Windemere Apartmenfs33 743 d.u. 8 41 40 20 640
Dougherty Valley total 4227 d.u. 50 173 311 170 4691
Grand Total 1156 559 1068 1734 25391
. PleasanIon Baseline Land Use was assumed 10 be 23 percent of Pleasanton Buildout
Traffix Land Use Database - 2005-July- ray updated.xls
Table C4. Pleasanton-Dougherty
Footnotes for Tables C1, C2 and C3
All land use sizes are based on inIormation provided by the CiIy or extracted from previous project
reports as directed by the City.
2 Pass-by Iraffic percentages obtained Irom the Ins1iIuIe 01 Transportation Engineers (ITE) Trip
Generation Handbook, October 1998. Shaded values are assumed same as weekday PM peak.
3 Trip rates are average raIes Irom the ITE Trip Generation, 61h Edition, according to Ihe guiding
principles stated in the Trip Generation Handbook, October 1998.
4 AM, PM, and daily trip raIes are based on Final Report Transportation and Parking Impacls for the
Proposed Armstrong Garden Center, City of Dublin, June 21,2002. SaIurday Irip raIes are averages
rates from the ITE Trip Generation, 6th Edition, according to 1he guiding principles staled in the Trip
Generation Handbook, October 1998.
5 AM, PM, and daily trip rates are based on Final A Traffic Study for the Proposed Trumark Homes
Development in the City of Dublin, December 15, 1999. SaIurday trip rates are average rates from the
ITE Trip Generation, 6th Edition, according 10 the guiding principles slaIed in the Trip Generation
Handbook, October 1998.
6 Trip ra1es lor developments based on regression equation Irom the ITE Trip Generation, 61h Edition,
according to the guiding principles sIa1ed io the Trip Generation Handbook, October 1998. FailWay
Ranch staff report specified Ihat densiIy bonus increase was linked to Dublin Ranch Areas B-E total uniI
counts remaining at 1,875. Since the 744 ApIs. allowed under Ihe PO were increased by 186 units as a
density bonus, 186 units of SFR have been removed from the 958 SFR allowed under the PO for a total
of 772 SFR (M) units. In addition, 90 units from Area B M1 have been removed because M1 has been
included in the Area F North GPA proposal for a total of 682 units.
7 Land uses that will not generate external trips. All trips will be internal to the development.
8 AM, PM, and daily Irip raIes are based on Consultant's Report on the Transportation Impacts for the
Proposed Dublin Volkswagen Auto Dealership, City 01 Dublin, December 1999. Saturday Irip raIes are
averages rates from Ihe ITE Trip Generation, 6Ih Edition, according to the guiding principles sIaIed in
the Trip Generation Handbook, October 1998.
9 AM and PM trip rates are averages raIes from Ihe ITE Trip Generation, 6th Edition, according to the
guiding principles stated in the Trip Generation Handbook, October 1998. Assumed PM rates are 10%
01 daily rates and used ratio 01 weekday rate to Saturday raIe and applied to PM rate 10 get Salurday
peak hour rate.
10 AM, PM, and daily Irip raIes are based on Final A Traffic Study for the Proposed Emerald Glen Village
Apartments Development in the City 0/ Dub/in, March 20, 2000. SaIurday trip rates are averages rates
from the ITE Trip Generation, 61h EdiIion, according to Ihe guiding principles staled in the Trip
Generation Handbook, October 1998.
11 For Specialty ReIail (use 814), AM Irip rates were based on Ihe ratio of AM to PM peak hour 01
generator, multiplied by Ihe PM rate. SaIurday peak rates for use 814 was based on Ihe ratio of
SaIurday peak hour of generator 10 SaIurday for Shopping Center (use 820), multiplied by Saturday rale
for use 814.
Traffix Land Use Database - 2005-July- ray updated.xls
FooInotes
Page 5
12 There is no Irip Generation for Saturday from land use 845 thus, this is based on 846 which had similar
AM and PM peak hour Irip generaIion rates.
13 AM, PM and daily trip raIes were based on Draft Focused Traffic Analysis for the Proposed Dublin
Village Development, May 30,2003. Saturday Irip rates for Townhouse (use 231) were based on the
ratio of Saturday peak to PM peak for use 230, mDltiplied by Ihe PM peak rate for use 231. For
ApartmenI (use 220), average Sa1urday trip rates were used.
14
AM, PM and daily trip rales were based on Final Focused Traffic Analysis for the Proposed San Ramon
Village Plaza Development, June 10, 2003. SaIurdaytrip rales for Townhouse (use 231) were based
on the ratio of Salurday peak to PM peak for use 230, mulIiplied by the PM peak raIe lor use 231.
15 Trip generaIion based on Final Report: IKEA Retaif Center Transportation Study, Dublin, California,
August 2003.
16 AM, PM, and daily trip raIes are based on Focused Traffic Circulation Analysis for the Proposed Cisco
Systems Projects, City of Dublin, May 21,2001. Salurday trip raIes are average rates for General
OfIice Building (use 710) from the ITE Trip Generation, 6th Edition, according 10 the guiding principles
slated in the Trip Generation Handbook, Oc10ber 1998.
17
NeI new Irips for AM, PM, and daily based on Consultant's Report on the Transportation Impact for the
Proposed Village Parkway, Downtown Core, and West BART Station Specific Plans, City of Dublin.
Net new trips were adjusted proportionaIely in some cases to reflect current projections. Assumed 15%
reducIion in office trips due to proximiIy to the West Dublin BART station. Also assumed 34% pass-by
trips for commercial during the PM peak. Used raIio of SaIurday rates to PM raIes from ITE Trip
Generation and applied to PM net new trips 10 determine SaIurday net new trips. ResidenIial trips
include a 30% reducIion based on proximity to the BART Station as specified in the above report.
Business Hotel and Quality Restauranl trips are based on ITE Irip rates for the Orix Development.
18 Public/semi public area is assumed to be a church based on information provided by the City. The
floorlarea ratio assumed is 0.15 based on survey of a few churches in Fremont, CA.
19 Only 50% of high school trips will be external trips, Ihe rest will be internal to Ihe development.
20 ITE Trip Generation for Corporate Headquarters Building (714) was used for raIes because
government office building (730) only has one observation and corporate headquarters building is a
single IenanI office building similar to government ofIice building. Saturday trip rates were based on Ihe
ratio of PM average rate for corporate headquarters building to PM average rate for general ofIice
bDilding, mulIiplied by Ihe Saturday peak rate for general of lice building.
21 PM trip rate is based on Consultant's Report on the Transportation and Parking Impacts for the
Proposed Shamrock Marketplace Shopping Center Expansion, SepIember 8, 2000. AM, Saturday, and
daily trip raIes based on ITE Trip GeneraIion 6th ed.
TrafIix Land Use DaIabase - 2005-July- ray updaIed.xls
FooInotes
Page 6
22 Trip rates based on proposed trip generation provided by T JKM, as part of Revised Draft Traffic Study
for the Proposed Silveria Ranch Development in the City of Dublin, August 29, 2003. Daily and
Saturday peak trip rates are average rates from the ITE Trip Generation, 6th Edilion, according to Ihe
guiding principles staled in the Trip Generation Handbook, OcIober 1998.
23 BART traffic based on Table 4.5-5 Dublin Trip GeneraIion - Proposed ProjecI from Draft Supplemental
Environmenlallmpact Report for the West Dublin/Pleasanton BART Station and Transit Village Project,
November 2000. SaIurday peak hour Irips were determined from Ihe ratio beIween daily weekday
BART trips and SaIurday BART trips (42% obtained from BART system wide ridership daIa). SaIurday
peak hour trips were calculated by using the same ralio as weekday PM peak hour/Daily Irips (12,4%).
In and ouI trips were determined by using Ihe same spliI as Ihe weekday PM peak hour (30% in and
70% oul).
24 Trip generalion based on Supplemental Traffic Circulation Analysis for the Proposed Commerce One
Project, City of Dublin, December 22, 2000. Saturday rate based on ITE trip generaIion lor Corporate
Headquarter (714). Trips are not shown because IKEA project will replace Ihis development.
25 Trip raIes based on proposed trip generation provided by T JKM, as part of Final Traffic Study for the
Proposed FailWay Ranch Development in the City of Dublin, April 15, 2003. Daily and SaIurday peak
trip rates are average rates from the ITE Trip Generation, 6Ih Edition, according to the guiding
principles slated in 1he Trip Generation Handbook, October 1998.
26 Sa1urday and weekday trip generation raIes based on High School land use (530).
27 Trip raIes based on assumptions in Traffic Impact Study for Dublin Valley Christian Center Proposed
Expansion, May 2001.
28 Trip rates based on proposed trip genera1ion provided by TJKM, as part of Draft Final Traffic Study for
the Proposed Dublin Ranch West Development in the City of Dublin, August 26, 2003. Daily and
SaIurday peak trip rates are average raIes Irom Ihe ITE Trip Generation, 6th Edition, according to the
guiding principles stated in the Trip Generation Handbook, October 1998.
29 25% reduction in trips due 10 proximity 10 the EasI Dublin BART Stalion, City 01 Dublin Consultan1's
Report: Transportation Impacts For Ihe Proposed Dublin Transit Center, April 27, 2001.
30 Based on City 01 Dublin Consultant's Report: Transportation Impacts For the Proposed Dublin Transit
Center, April 27, 2001, Ihe proposed BART parking strucIure would not add any additional parking
spaces 10 Ihe exis1ing East Dublin BART station. Currently, Ihere are 1,680 exisling suriace parking lot
spaces lor Ihe BART station. These suriace spaces would be replaced by Ihe proposed 1,680-space
BART parking structure. Therefore, the proposed BART parking strucIure would not result in additional
traffic volumes on Ihe surrounding street network.
31 15% reduction in Irips 10 account lor residential/employment interaction and increased use of transiI
due to proximity 10 Ihe East Dublin BART SIation, CiIy 01 Dublin ConsulIant's Report: Transportation
Impacts For the Proposed Dublin Transit Center, April 27, 2001.
32 Specially retail rates obtained from City of Dublin Consul1anI's Report: Transportation Impacts For the
Proposed Dublin Transit Center, Apri/27, 2001.
Traffix Land Use DaIabase - 2005-July- ray updated.xls
Footnotes
Page 7
33 According to the Dougherty Valley General Plan, Specific Plan, and Related Technical Appendices,
June 1992, only 13 percent of the Dougherty Valley Irallic will travel1hrough Eastern Dublin area via
Tassajara Road and Dougherty Road, therefore only those trips are reflected in the trip generaIion
lable. Trip rates are based on average rales from the ITE Trip Generation, 6th Edition.
34 Trip raIes are based on ITE rates for Electronic Superstore (863). Saturday trip rates were derived by
applying Ihe Saturday/PM peak raIio lor Home Improvement Superstore (862) 10 the PM peak rate for
ElecIronic Superstore.
Trallix Land Use DaIabase - 2005-July- ray updated. xis
FootnoIes
Page 8
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