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Home My WebLink AboutItem 6.3 DubRchWest Attch 8c I I I I I I I I I I I I I I I I I I I I FINAL Supplemental Traffic Impact Analysis for . the Proposed Dublin Ranch West Development In the City of Dublin November 9,2004 pL.EASANTO" .. SANTA R.OSA J:\Jurisdl:tion\D\Dublln'157-182 Dublin Ranå> Wesl\Ropmt\r110904 final.doc I I I I I I I I I I I I I I I I I I I FINAL Supplemental Traffic Impact Analysis for the Proposed Dublin Ranch West Development . In the City of Dublin November 9,2004 Prepared by: T JKM Transportation Consultants 5960 Inglewood Drive, Suite 100 Pleasanton CA 94588-8535 Tel: 925.463.0611 Fax: 925.463.3690 I I I I I I I I I I I I I I I I I I I TABLE OF CONTENTS ENVIRONMENTAL SETIING .....~~_.........__..__..........................._...._...............~.~__~._.__.....................1 IN1RODuCTIoN ~............~.......................................................................................................................... ..... ....1 ExIsTING RoADWAY NETWORK .........................................................................................................................1 ExIsTING TRANSIT SERVICE ...............................................................................................................................4 IMPACTS AND MITIGATIONS FROM THE EASTERN DUBLIN EIR .......~~__..............__...................5 I'REEWAYS..........................................................................................................................................................5 INTERsECTIONS AND ROADS...............................................................................................................................5 TRANSIT, PEDESTRlANS AND BICYCUSTS ...........................................................................................................6 FEE PROORAMS..........................................................................................................·........................................6 SUPPLEMENTAL IMPACTS AND MITIGATION MEASUR.ES.__..................._.......__....._....~............. 7 SIGNIFICANT IMPACT CRJTERIA ............................................................................. .............................................7 LEVEL OF SERVICE ANALYSIS MErHODQLOOY ..........................................................................................___.....7 Signalized Intersections ___........................... .............. .......................... .......................... .................. ............... 7 Unsignalized Intersections...'.......___................................ ....... ............... ..................................... ...... ..... ......... 8 ExIsTING CoNDrnONS....................................................................................... .................................................8 EXJSTING PLus APPROVED (BASELINE) CONDrnONS.......................................................................................12 EXISTING PLUS APPROvED PLUS PROJECT ........................................................................................................15 Project Trip Generation ...............................................................................................___............................15 Planned Roadway Improvements... ..................._...___............. ............... ........ ...... .................................. ..... ...16 BUILDOUT RoADWAY lMPROVEMENTS.............................................................................................................20 BUILDOUTCONDrnONs....................................................................................................................................20 Dublin Boulevard/Dougherty Road.................. ................................................ ................... .............__......... 21 Dublin Boulevard/Hacienda Drive ....... ...... .... .... ........ ................. ........................... ............... .............___...... 22 CUMULATIVE FREEWAY SEGMENT CONDrnONS WITH THE PROJECT................................................................24 RoADWAY SEGMENT CONDrnONS ............................................................................................................._.....26 Recommendations ..........................___............................ ............... .....................___........................................ 26 AcCESS POINTS ON TASSAJARARoAD .............................................................................................................27 Recommendations.....___......................................................___.........................................................___...........27 S11.IDY kEFERENCES_..........._..................._.._........~~.________......_............._.........._~~._.._...........28 TJKM PERSONNEL ............................................................""...........................................................................28 PERSONS CONSULmD...........................................;...........................................................................................28 APPENDIX A - LEVEL OF SERVICE METHODOLOGY APPENDIX B - LEVEL OF SERVICE WORKSHEETS: ExiS1lNG APPENDIX C - LIST OF AJ'l'ROVEO AND PENDING PROJEC!S AJ'l'ENDIX D - LEvEL OF SERVICE WORKSHEETS: BASELINE AJ'l'ENDIX E - LEVEL OF SERVICE WORKSHEETS: BASELINE PLUS PROJECT AJ'l'ENDIX F - LEVEL OF SERVICE WORKSHEETS: BtJILDOUT LIST OF TABLES TABLE I: INTERSECTION LEVELS OF SERVlCE- EXISTING CONDrnONS................................................................11 TABLE II: INTERSECTION LEVELS OF SERVlCE---BASEl.INE CONDrnONS..............................................................14 TABLE Ill: PROPOSED PROJECT TRIP GENERATION ...............................................................................................15 TABLE IV: INTERsECTION LEVELS OF SERVICE - BASEUNE PLUS PROJECT CONDmoNS .....................................19 TABLE V: iNrERsECTION LEVELS OF SERVICE - BUILDOUT CONDrnONs.............................................................24 TABLE VI: SUMMARY OF FREEWAY ANAL YSIS.................................................................................._..................25 LIST OF FIGURES FIGURE I: VICINITY MAP ........................................................................................................................................2 FIGURE 2: PROPOSED SITE PLAN .............................................................................................................................3 FIGURE 3: ExIsTING LANE GEOMETRY ..:................................................................................................................9 FIGURE 4: ExISTING TuRNiNG MOVEMENT VOLUMES.......................................................................................... I 0 FIGURE 5: BASELINE TuRNiNG MOVEMENT VOLUMES .........................................................................................13 FIGURE 6: PROJECT TIUP GENEM110N ASSUMP110NS ..........................................................................................17 FIGURE 7: BASELINE + PRoJECT TuRNiNG MOVEMENT VOLUMES .......................................................................18 FIGURE 8: Bun.DOUT TURNING MOVEMENT VOLUMES ........................................................................................23 I I I I I I I I I I I I I I I I I I I I I I I I I I I ,I I I I I I I I I I I ENVIRONMENTAL SETTING Introduction The project is located to the west of Tassaj8J<l Road and north of North Dublin Ranch Drive, at a site that is currently vacant. The development is assumed to consist of 632 single-family housing units and 402 multi-family housing units. The project vicinity is shown on Figure 1. Access to the proposed project is via two future access roads. The southern access road will form the fourth (west) leg at the existing Tassajara Road/Quarry Lane School driveway intersection. The northern access road will connect Tassajara Road across the street trom a future street that will serve the future residential development to be located on the east side ofTassajara Road, north of Quarry Lane SchooL The northern access road will service the project site mOre directly, and is expected to carT)' the majority of the project traffic. The project site plan is shown on Figure 2. Existing Roadway Network Interstate 580 is an eight-lane east-west fteeway that connects Dublin with local cines such as Livermore and Pleasanton as well as regional origins and desIinanons such as Oakland, Hayward and Tracy. In the vicinity of the proposed Project, 1-580 carries between 184,000 and 196,000 vehicles per day (vpd) (according to Caltrans' 2002 TrqfJìc Volwnes an Califomia Stare Highways) with interchanges at Dougherty Road/Hopyard Road, Hacienda Drive, Tassajara Road/Santa Rita Road and Fallon RoadlEl Charro Road. Dublin Boulevard is a major east-west arterial in the City of Dublin. Dublin Boulevard, west of Dougherty Road, is a four to six lane divided road fronted largely by retail and commercial uscg. Between Dougherty Road and Tassajara Road, Dublin Boulevard is a six-lane divided arterial fronted primarily by residential, commercial and vacant lands. Dublin Boulevard extends east ofTassajara Road to Keegan Street as a four-to-five lane roadway fronted by new residential development. Tassajara Rnad connects with Santa Rita Road at 1-580 to the south and coøtinues north to the Town of Danville. It is four lanes wide between 1-580 and North Dublin Ranch Road. North of the Contra Costa County line, it is named Camino Tassajara. Camino Tassajara is used primarily for local traffic in the Tassajara Valley, with some through traffic. Santa Rita Road is a six-lane divided urban arterial from the 1-580 interchange south to Valley Avenue. It serves the east side ofPleasanton, including the Hacienda Business Park, and provides access to the downtown Pleasanton area. Central Parkway is a two-to-tbree lane east-west collector that extends from Amold Road to Keegan Street (east ofTassajara Road) and being planned for an exIension east of Fallon Road as part of the East Dublin Properties project. Hacienda Drive is an arterial designed to provide access to 1-580. North ofI-580, Hacienda Drive is a three-to-six-Iane arterial nmning in the north-south direction from Gleason Drive southerly to [-580. It is primarily fronted by commercial, office and residential uses. South ofI-580, Hacienda Drive is a six-lane divided road. a major arterial in the City ofPleasanton. Supplemental Traffic study for the Dublin Ranch West Development T JKM Transportation Consultants Page 1 November 9, 2004 ~ ~ I , , -œ~: ;, , , , .. , \ , , '.. ~ . ........ '\\ I '\.. I '_.______ ~ \....r--&~1s-~~ g \ ~ ~ iI j i \-.;,..~. "" I "'-"-'\in \,t. f¡ - ;--- of, "'IIi'\ nn.' i :.:l \~ ....~ I , I ....___r_ ~ "--uru---- "lSNVÐINtMm --- ê ~ .:;:: m ......- . . , ~~':'n -t:...-~: .' .I .. ~....r . --...." / · · · :~ ;;¡ ._~ii~_t.. ~" t..l '-_~_u-.... "'-, . .. . .. .. H !"" .!i" II: ~ a¡ $ CD 112: ~ :! z .E ~ .. ãJ .. .. ¡;; Q ~ '5 !" 'ii :; ¡¡¡ "'.... "'I ':' = .01 -¡ .'-.... ./., "- ~ ~ ~ '" <> I ~I I I I I I I I I I I I I I I I ,..€ J ...~ s ~ !! 5,__ u. ~---~ .. .. ... "" " <>' 3' ! ~: .: '" , '''''<flONIV ~ " ~ 'Cll:tA.l.l::ãHElOOtJ ëi) Q) :S;CI. 1::..1:: a:s :=u:E ,cl:: :) o;¡ >- 00: ::: ÕI::.5 >-0 u ....~ - Be> il t!! I tÅ ~. (;osl~ ..,.w ~-::..ío.(;O"". ':.-:\<>W' ....... " .....~ \ . .\.- II.....-:-.--...-~ \ \ i . , . t. " ......., T_C_ -- ',. I I I I I I I I I I I I I I I I I I I .--. -- ..... '. '. '. '. '. '. -- '. '. '. '. '. '. '. '. \ \ ) r- '- \ j i . -. \ . \ v i , i , i . , . City of Dublin Dublin Ranch West Proposed Site Plan 1S7~i~· 1118/04· Pel u w Ilgh ~_.. .. .. N_ Not to Seals Figure ~ 2 Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 4 November 9, 2004 I I I I I I I I I I I I I I I I I I I Existing Transit Service Allaman! Commuter Express (ACE). The Altamont Commuter Express operates tlu-ee 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 Tri~ Valley stations at Vasco Road in Livermore and near the downtowns of Livermore and Pleasanton, the latter of which is mosilikely to serve Dublin commuters. The ACE train was not in operation at the time the Eastern Dublin Specific Plan and General Plan Amendment were approved and the Eastern Dublin ElR was certified. Livermore -Amador Valley TransÌI AuthorÌty (LAVTA -- Wheels). The Livermore-Amador Valley Transit Authority provides bus seJVice to the communities of Dublin, Pleasanton and Livermore. Several bus lines currently provide service to Eastem Dublin, including lines 12, 12X, lOA, lA, lB, 20X and the ACE connector. Lines operate On approximately 30-minute headways. It is expected that these lines would be expanded further as additionaJ homes and businesses are consiructed in the Easiem Dublin area. There is a Wheels bus connection between each ACE train and the Dublin/Pleasanton BART SbttÎon with intennediate stops. Fixed route transit service, DART, (Direct Access Responsive Transit) is also available in the Dublin area. BART. The Bay Area Rapid Transit (BART) District operates trains between the Dublin-Pleasanton station near Hacienda Drive and the Oakland-San Francisco area. BART runs at 15- to 20-minute headways between 4;00 AM and 12:00 AM on weekdays. Saturday service is available every 20 minutes between 6:00 AM and 12;45 AM. Service is also available on Sunday from 8;00 AM to 12:45 AM with 20-minute headways. The DublÎn-Pleasanton station is accessible by private auto, taxi cabs, buses, and private shuttles as well as by pedestrians and bicyclisis. The parking lot has a capacity of approximately 1,680 parking stalls on the north side of 1-580 (i.e., Dublin side), in addition to more parking stalls on the south side ofl-580 (i,e., Pleasanton side). I I I I I I I I I I I I I I I I I I I IMPACTS AND MITIGATIONS FROM THE EASTERN DUBLIN EIR Freeways The Eastern Dublin Environmental hnpact Report (EIR) identified significant, significant cumulative, and significant unavoidable adverse impacts related to daily 1raffic volwnes on 1-580 for Year 2010 with and without build-Qut of the Eastern Dublin Specific Plan (SP) and General Plan Amendment (GPA) and under a Year 2010 cumulative build-Qut scenario (Impacts 3.3/ A, B, C, D, and E). The significance criteria for fteeway segments were operations that exceed level of service (LOS) E. Mitigarion measures (3.3/1.0 and 3.3/4.0) were adopted which reduced impacts on 1-580 between Tassajara Road and Fallon Road and on 1-680 north ofI-580 to a level of insignificance. Other mitigations (3.3n,O, 2.1, 3.0. and 5.0) were adopted to reduce impacts On the remaining 1-580 freeway segments and the 1-580/680 interchange. Even with mitigations, however, significant cwnulative impacts remained on 1-580 freeway segments between 1-680 and D9ugherty Road and, at the build-Qut scenario of 2010, on other segments ofI-580. Upon certification of the Eastern Dublin EIR and approval of the Eastern Dublin GPA/SP, the City adopted a SWement of Ovemding Considerations (Resolution No. 53- 93), for these significant unavoidable cwnulative impacts (Impacts 3.31B and E). All mitigation measures adopted upon approval of the Eastern Dublin GP AlSP continue to apply to implementing actions and projects such as the proposed Dublin Ranch West Project. Intersections and Roads The Eastern Dublin EIR evaluated levels of service and PM peak hOUT 1raffic volwnes at 18 intersections with roads and 1.580 ramps for cwnulative buildout without the GPA/SP project and cwnulative buildout with the Project. The significance criteria for intersections were operations that exceed LOS D. Mitigation measures (3.3/6.0-9.0 and 11.0) for hnpacts 3.3/F. G, H, I and K were adopted to reduce impacts to each of these intersections to a level of insignificance. These mitigations include construction of additional lanes at intersections, coordination with Caltrans and the neighboring cities of Pleasant on and Livennore to restripe, widen or modify on-ramps and off-ramps and interchange intersections, and coordination with Caltrans to modify certain interchanges. The Eastern Dublin projects con1ribute a proportionate share to the multi-jurisdictional improvements through payment of traffic impact fees or construction of the required improvements for a credit against payment of such fees. Other mitigations (3.3/13.0 and 14.0) were adopted to reduce impacts on other identified intersections with Dublin Boulevard and Tassajara Road (Impacts 3 .31M, N). Mitigation also was included (3.3112.0) to address delays on EI Charro Road (Impact 331L). All mitigation meaEures adopted upon approval of the Eastern Dublin GPAI SP continue to apply to implementing actions and projects, such as the proposed Dublin Ranch West Project. The individual development projects within the GP AlSP con1ribute a proportionate share to fund these improvements through payment of traffic impact fees or construction of the required improvements for a credit against payment of such fees. Even with mitigations, however, significant cumulative impacts remained on several identified intersections: Santa Rita Road!I-580 Eastbound ramps (Impact 3.311), Dublin BoulevardlHacienda Drive and Dublin BoulevardlTassajara Road (Impact 3.31M). Upon certification of the Eastern Dublin EIR and approval of the Eastern Dublin OP NSP, the City adopted a Statement of OveITiding Consideration (Resolution No. 53~93), for these significant unavoidable year 2010 and cumulative impacts. Supplemental Traffic study for the Dublin RanGh West Development T JKM Transportation Consultants Page 5 November 9, 2004 Transit, Pedestrians and Bicyclists The Eastern Dublin EIR identified significant impacts related to transit service extensions and the provision of _ safe SIreet crossings for pedestrians and bicycles (Impacts 3310 and P). Mitigation measures 3.3/15.0 -153 and 16.0 - 16,1 were adopted which rednced these impacts to a level of insignificance. These mitigations generally require coordînation with transit providers to exiend transit services (for which the OP AISP projects contribute a proportionate share through payment of traffic impact fees) and coincide pedestrian and bicycle paths with signals at major street crossings. All mitigation measures adopted upon approval of the Eastern Dublin OPAlSP and eastern Dublin EIR continue to apply to implementing actions and projects such as the proposed Dublin Ranch West Project. Fee Programs Prior to approval of any development in Eastern Dublin, in January 1995 the City adopted (and has since updated) the Eastern Dublin Traffic hnpact Fee (TIF) which consisted of three "categories": Category 1 was; in general, to pay for required transportation improvements in the SP/OP A project area; Category 2 was, in general, to pay for required improvements in other areas of Dublin; and Category 3 was to pay for regional improvements to which development in Eastem Dublin should contribute. The improvements for which the fee is collected included those improvements assumed in the Eastern Dublin EIR, those improvements necessary for Easteril Dublin to develop, and those improvements identified in the Eastern Dublin EIR as mitigation measures. In June 1998, the City adopted the Tn-Valley Transportation Development Fee, in conjunction with the cities of Pleasant on, Livermore, San Ramon and Danville and the Counties of Alameda and Contra Costa to fund regional improvements. This fee replaced the Category 3 fee. In addition, the City has adopted a Freeway Interchange Fee to reimburse Pleasanton for funding construction of cerlain interchanges on 1-580 that also benefit·Eastern Dublin. All development projects in Eastern Dublin are required to pay these fees at building permit or construct the improvements included in the fee programs. . Supplemental TraffIC Study for the DubHn Ranr:h West Development T JKM Transportation Consultants Page 6 November 9, 2004 I I I I I I I I I, I I I I I I I I I I I I I I I I I I I I I I I I I I I I I SUPPLEMENTAL IMPACTS AND MITIGATION MEASURES The City retained TJKM Transportation Consultants to complete a traffic study for the proposed Dublin Ranch West Development project. TJKM prepared a document entitled Final: A Tr4lfic Study for the Proposed Dublin Rimch West Development, September 5, 2003 .(''the Traffic Study"). This teport updates the Traffic Study to reflect current land uses proposed for this project. Significant Impact Criteria Intersections. An impact would be significant if an intersection previously mitigated to an acceptable level would now exceed acceptable levels. In addition, an impact would be significant if a new intersection is identified as exceeding accep1able levels and if such intersection was not previously identified in the Eastern Dublin EIR as a study intersection. The General Plan standard requires that the City strive for LOS D at intersections. (General Plan Circulation and Scenic Highways Quiding Policy F). Roadway Segments. With respect to routes of regional significance, an impact would be significant if a road has been identified since certification of the Eastern Dublin ElR as such a route and such routes would fail to comply with the applicable standard of the General Plan. The General Plan requires the City to make a good faith effort to maintain 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 Ù¡1provements 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 ¡nay modifY the level of service standard assuming other jurisdictions are not physically impacted (General Plan Circulation and Scenic Highways Guiding Policy E.[e.g. Level of Service OJ). The maximum Average Daily Traffic (ADT) threshold standards of the General Plan for four-lane roadways (30, 000 vehicles per day), six:..lane roadways (50,000 vpd), and eight.lane roadways (70,000 vpd) are used to determine the through lane requirements. Freeway Segments. The LOS for a freeway segment can be based on upon peak hour traffic volumes (number of passenger cars per hour). Similar to intersection operations, there are six levels, ranging from LOS A being the best operating conditions, to LOS F being the worst. LOS E represents "at capacity" operation. When the volume exceeds capacity stop-and·go conditions result, and operations are designated as LOS F. The standard for freeway impacts is based upon the Alameda County Congestion Management Agency (ACCMA) monitoring standards and is eS1ablished at LOS E (volume to capacity ratio (vie) = 0.91 to 1.00) or better on roadways of regional significance, including freeways. Level of Service AnaIY$Î$ Methodology Signalized Intersections Peak hour intersection conditions are reported as volume-t<H:apacity 0IIC) ratios with cOITesponding levels of service. Level of service ratings are quali1ative descriptions of intersection operations and are reported using an A through F letter rating system to describe travel delay and congestion. Level of Service (LOS) A indicates free flow conditions with little or no delay, while LOS F indicates jammed conditions with excessive 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 Suppiamental Traff¡¡; Study for the Dublin Ranch Wast Development T JKM Transportation Consultants Page 7 November 9, 2004 Supplemental TraffIC Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 8 November 9, 2004 I I I I I I I I I I I I I I I I I I I method provides an overall intersection level of service. Appendix A contains a detailed description of the methodology. Unsignalized Intersections Level of Service was evaluated using the 2000 Highway Capacity Manual (HCM) Unsignalized Intersections methodology at STOP-controlled intersections. 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 of the Traffic Study Existing Conditions Figure I shows the location of the study intersections. The existing a.m. 3.11d p.m. peak hour traffic volume counts were conducted at the 17 existing study intersections between December of 2002 and February of2003. The existing intersection of Fallon RoadIAntone Way was not inclnded in the existing condirion analysis, because currently it primarily seiyes constrocrion traffic in the area. Figure 3 shows the existing lane geometry and intersecrion control at the 18 exisiing study intersections. Updated count:!; were mken and subsequently analyzed to determine if aDY. changes to local or regional traffic patterns occulTed since the 1993 Eastern Dublin SP was certified. Figure 4 shows the existing 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 contained in Appendix B. Currently, all 17.study intersections operate at acceptable service levels during the peak hours. . I I I I I I I ~.ctIo.#1 _iii _.113 b.b. .. .IM ~"'¥lIIIctitJaØ "" eriy _$- _WB_ -- MBt:i&Aatc...lboíl IL .. eI è - .. IL -- '" '" i+l...l... f= ~ ~ Hf= ).¡. - " ::! M" :1 tttr:, ttt~ J t}- --- -+ ~ .. 0," 0;:<0 '" ::: .. -" _onß _111 .._!!BRa .. TosuJ_WB_ T...._ .. èOl. .. .. .. ~ '" .. )'¡''¡'l... f= .. IL ) " )) ) l... ~f= ) !:ttt" ttí" ..~ ~ttí" J tt ....... eI .. .. -..... .. -.- _113 _on 4 _liS lu~ I:tJllnt16 I 117 T_......._ T Lano_ 01_ T .- EI_EII_ ~ )-I-+l...;" J~ ~ttí" -T IL f. 4" tí" FUTURE FUTURE f. -4'tí" .. --_. I BeinSl Si,,~ _n 0__ OM-W" $t(Ip _1211 FaI_ ~ljInt21 -- I I I I I I I I I I City of Dublin Dublin Ranch West I Existing Lane Geometry FUTURE )H ~ =< ~tt -- -- FUTURE _m -- LEGEND IL w...F tttí" ... o . E:ôItfng b~_A... o Fullnb.... . ''''''' _...Pn>ooI -- -""_Rood . -- -- FuIun> Rood ~ ~ ~: ~ f!-7 ~ s..->!i!!:."o. / ..n , ) , / ,/ -...' 2. ~MQI;I6~ ¡ø.tiJUlClld"- ~ . , ,...... -~~- ~. ,_1.<.. ./ . ~.--~ , -"'-" ...r_, \ ñ---t-~~~~~ ~ 10: ¡I r I ¡'-/ ¡ , i~~/ . / ~ I ~ I ......- ,..... .. N"",, Not to $caI. tt ~ . . , . "'. ......- . -... '# '~;-iS2 -11J9104· PB Intmedlon. HiM::jønfla'GktascIt'I - -- ~ lmImGdon 112 T S. DublIn ...... )Wl...~ 4- ~ttí" _n118 ¡::aIonII-SBOWBRHr'IIpIi IL .,~ ~ .....- .... Z1 .. i ,,,I__r~r ____~..., ,,~' ~ r_~ I . __~_~_~__~~rr-" ';!Ii~~~:,,"'.:II.~ 7 Figure ~ 3 ~mm I.HDt'II ~¡~ --" __EB C~!!' $tQ..... ~I!!~ "-..., (61°1 ;;t. It. ,,145 (123 ~~~ " 51St; cl:: ~ 1~#13 t DabllllRan... .. .. P I. . _n I~~ ¡;ticn t2 _9_ ~ ¡¡¡:¡¡ "" 591 (542)..11 ~ 1,,",,(38'''''' íšl =- ::!~ -.. WB_ br ~~"-{æ .... .. .... - _113 _WS_ _.. t Un ë ¡¡¡ - -.. IIIQlI1daOllbUn bol>. t ~ .... 5';;, so (6)..11 + 28 (B4J'lt 1Itl"- ~ .... ¡¡ _.1117 EI_Eil_ "'- ..'" +++ r _ _ hit-. :.Ut,m ---- 'if ~~~~) if it! ,...... .. North Not 10 Scale Ll!G!HD . ~ "'.. ctålln o F...... ..... ... -- _~_d .nn F......_ XX .... ____ (XX) ...-......_ ~ . . S ~\ _OR. . .......- ""'-"E .- J Cii~~.. """,-~... -'. ........... City of Dublin Dublin Ranch West Existing Turning Movement Volumes 157.182· 11/i!'04-FlB _...116 ....- ..." {351 /Coo (34) ,~~ 'l~ !i IntafadÎOñ :112 t DllbIInRan<h mW :: .....¡9) "" 126 "" """ .. "'.. !" ~ -, ~ ¡i! æ.. "..."--~~ .-:-~~"\ "," I. .~~rl ~ . . ~....r~ 1t~.~..:.""_ r~__~_~_r Figure 4 ~ I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I TABLE I: INrERsECTION LEVELS OF SERVJCE - ExISTING CONDmONS ID Signalized Intorsøctlons Count A.M. PfIiIk Hour P.M. Pf;/¡ Hour Dale vie LOS .It: LOS 1 Doogherty RoadIDublin Boulevard Feb 2000 0.65 B 0.76 C 2 HacJenda Drivell-580 EastI:Jound Ramps Feb 2000 0.48 A 0.51 A 3 HacIenda Drivel!-580 Westbound Ramps Feb 2003 0.42 A 0.42 A 4 HacIenda DriveJDublln Boulevard Feb2003 0.28 A 0.38 A 5 Hacienda DrivelCentrnl Parkway Jæ 2003 0.32 A 0.32 A 6 Hacienda DriveIGleason Drive Dec 2002 0.11 A 0.08 A 7 Santa Rita11-580 I'astbound RampSiPimtico Drive Feb 2003 0.54 A 0.54 A 8 Tassajara RoadII-580 Westbound Ramps Feb2003 0.36 A 0.39 A 9 Tassajara Road/Dublin Boulevard Feb2003 0.25 A 0.36 A 10 T asssjara RoadiCentrnl ParlIway Jan 2003 0.29 A 0.23 A 11 Tassajara RoadIGlesson Drive Dee 2002 0.33 A 0.36 A 12 Tassajare Rosd/Soulh Dublin Ranch Drive Jan 2003 0.30 A 026 A 13 Tassajara Road/North Dublin Ranch Drive Dee 2002 0.24 A 0.17 A 15 Tassajara RoadINorthem Project Access . . (Flrture Internectioo) . ..' '. 16 Tas!;Sjars RoadIFallon Road I '.' .. .... . (Future Intersection)' . 19 Fallon RoadIDublin Boulevard --:- (Futurélntersection) . . ." .' . 20 Fallon RoadIGleason Drive .. (Future .Intersection)· . .,. . '.' . 21 Fallon SoadJAntone Way (Plimal1lyCons1nJctionTraflic under Existing COnditions).. --;- ." 22 Hacienda Dr JMar1IneUl Way/Hacienda Crossings Feb 2003 0.25 A 0.33 A Count A.M. Pf;/¡ Hour P.M. PNk Hour ID UMignalized In/WSeC1lons' Date Delay DtIay (secIvth) LOS (secIvth) LOS 14 Tassajars RoadlQuarry Lane School Driveway Dee 2002 - - . - - Westbound Quany Lane School Drivewsv (18.2) (C) (16.9) (C\ 17 EI Charm RoadiI-580 Eastbound Ramps Dee 2002 - . - - - - Easlbound 1-580 EB Off-ramp Approach 19.8) (A) (10.1) (B) 18 Fallon Roadll-580 Westbound Ramps Jon 2003 , , , , . Westbound 1,580 WB Off-ramp Apprœch (10.4) (B) (10.2) (B) HOllIS: v/co_tocapaClymtio LOS' LawII at_ xx (XX). 0wmJ11_ Delay or LOS (Minor MovemEnts Delay or LOS) 'HCM 2000 _ologyd_ notreport!llfl o.."¡¡ imets_daJayfw_ STOP /nIe~ Supplemental Traffic study for the Dublin Ranch West Development T JKM Transportation Consultants Page 11 November 9, 2004 Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 12 November 9, 2004 I I I I I I I I I I I I I I I I I I I Existing Plus Approved (Baseline) Conditions Traffic from existing land uses have been added to anticipated traffic from approved 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 development review (SDR) approval. City of Dublin staff provided a list of approved projects within the jurisdiction. The City of Pleasanton and Contra Costa County were contacted in July 2002 to investigate probable projects, both north and south of the City of Dublin that potentially could impact the study intersections. Representative from the City of Pleasanton provided both land use forecasts and expected buildout traffic forecasts from their traffic model. Contra Costa County provided information related to Dougherty Valley development. The list of approved project<; that are expected to genern.te1rips at the study intersections is provided in Tables I and 3 of Appendix C of the Traffic Study. From Appendix C of the Traffic Study, the identified projects in Tables I and 3 are expected to generate a total of 51,096 additional daily 1rips, with 4,6071rips occurring during the a.m. peak hour, and 5,365 trips occmring during the p.m. peak hour. Figure 5 shows the forecasted turning movement volumes at the study intersections under the Baseline scenario. Table II summarizes the results of the intersection level of service analysis. Detailed calculations are contained in Appendix D of the Traffic Study. The intersection of Fallon Road/Antone Way was analyzed beginning with this scenario. Figure Cl of Appendix C contains a figure illustrating lane geometry and intersection control assumptions for the Baseline conditions based on information provided by the City staff. Under this scenario, all of the existing intersections are expected to continue to operate at an acceptable service level. The new intersection of Fallon Road/Àntone Way is expected to operate exceptionally well (LOS A) WIder the Baseline conditions. I I I I I I I I I I I I I I I I I I I _nft '_112 __ --.æoea_ ~ """" ~n _11 _on" ___580EII_ T_WIiI_ bd8i1MCtiOn 13 _we_.. ~ T u ...._15 H_ !t, ;;!I!:::' "-'Wi _10", 33 '~I ,,; .... ~1 (.401 14 I" 5 .. ~ -~'" "0 .. 1ntJJnJM:tjl;lnlt T.........,","1n _ft' -- -'" a -'" .... ..0 ¡j-- ~I¡;I!I ¡:¡\1t ~ _ft, ... 4 _ft5 . Dublln_ T ~___ ~! ......:!¡~ " .... ""0 ¡;¡I 5(1 .,. 10(40 v O( -;: :<iæ ...._tt. T.....¡oraIFaIIo ExtIoIion II! iê:~g "-"(51 f'] ~ 2(4) ,,; .... ~104(401 '5j" I" 3 3 ....~_ 59( 0 !!.y;!S. !i;~ - 'Ii ", I III' ............ Lf' ~ 1~ ~,FJs¡ §j ~ fJ.~ ,..... .. North NOIIO Seal" ~ ...0 ~25 (3) .-;.. 90m ~ ",- 2'" .. ~ m F"'_ 'It lEO£IID . biIang ~... . - o Future ~... ;tf'crn -- __n.... .un__ xx All ~ I'IaUr YôkaM8 (XX) .. "-k Hour VolUme ~ í § ......- '_ft7 EI ChImIII-58O EII_ ++ l\j ! . -'" - ~ ~ 19{~),Jf "12Jõo ~ -¡& MU" """""" """""'" f ~ ~ l: tì~'"J I ..-!!![>¡ '7 ...A , \ , / . "../ 3 I , 2 ~--. ~NfI'(ItIII:..,rf- ~~..- ~ · . ....-.. ~....,~ ~/ c~;';·r-·'-,/ ' I I._.r.(' I ~...- ~ ____.I._~gI'-\ . ; "¡ ¡) "Ii 1. ." ~: : .' . I ' ' . . , . · "', · , ~ I . , , , ~ """"- City of Dublin Dublin Ranch West Baseline Turning Movement Volumes 157-'82 - 111W04- PB _..,. -- "'63(40) "'"0441 36(99 I" . (20", ~ 0- "'!! IiItIl'tillllctiont12 T.... ".¡s. DuIIIln Ran'" ¡:¡~:; _ttf Fl;llkmII-5IID'WB Ramps .... "'- = ..'" "-7011341 ~:: ~~:¡'I .,. ~o 20 ¡¡"" -!j .. ~ ''\ . '. ~ ~¡ij ! ~:¡ ~~---- -""---~ , " .," I, .' . .r" , . . , . ~-- 1i~~~~~~.._. -~~-~-~-~.. , Figure '~ 5 TABLE II: INTERsECßON LEVELS OF SERVICE - BASELINE CONllmONS ID S;gnal~Gd Intmsections A.M. Peak Hour P.M. PNk Hour 'lIe LOS 'lIe LOS 1 Dougherty RoadJDublin Boolevard 0.57 B 0.83 D 2 Hadende Drtvell-õ8O Eastbound Ramps 0.60 A 0:57 A 3 Hadenda Drtvell-õ8OWestbourtd Ramps 0.54 A 0.46 A 4 Hadenda DrtveJDublin Boulevard 0.35 A 0,42 A 5 Hacienda DrivelCentral Parkway 0.38 A 0,41 A 6 Hacienda DrtvelGleason Drive 0.12 A , 0,10 A 7 Sarta RitalI-S80 Eastbound RampsJPimlico Drtve 0.58 A 0,51 B 8 Tassajara Road/I-S80 Westbound Ramps 0.42 A 0.52 A 9 Tassajara RoadIDublin Boolevam 0.39 A 0.42 A 10 Tassajara Road/Central ParKway 0.38 A 0.32 A 11 Tassajera RoadIGleeson Drive 0.37 A 0.41 A 12 Tassejera RoadISouIh Dublin Rð1c:h Drive 0.35 A 0.33 A 13 Tassejera RoadINorth Dublin Ranch Drtve 0.30 , 'A 0.21 A 14 Tassajera Road/CUany Lane School Driveway 0.37 A 0.39 A 15 Tassajera Road/Northern ProjectAcœss " , "," ," , ',,' " " (Future Intersection) , , , 16 Tassajara RoadIFallon Road " (Future Intersection) , , ," , " 19 Fallon RoadJDubJin Boulevard . ,',' ", .", (Futurelntersëction) .' 20 Fallon RoadIGleason Drtve ,"'. " : (Futurelnlenoection) " , , ",',' ',,' 21 Fallon RoadJAntoneWey 0.03 A 0.04 A 22 Hacienda Dr1velMartll>elU WaylHadenda Crossings 0.30 A 0.34 A AM. PNk Hour P.M. PHk Hour ID Umj¡¡nalized IntenlllC!iom' Delay Delay seti/veh LOS seclveh LOS EI CherTa Roed/I·S80 Ëestbound Ramps . - - , 17 , Ëe5tbound 1-580 EB Off-ramp Approach (14.0) (B) 116.6) (C) Fallon Roadfl.58O Westbound Ramps , . - , 18 , Westbound 1-580 WB Off.;emp Approach (12,1) (S) (11.4) (B) Noœs: We' volume to capac/Iy ratio LOS' LoYalofSeMce XX (X.X). Owlra// 1_ DaI8y or LOS (Mioor 1.1"..".,.. DaJIl'f or LOS) 'HCM 2000 maf1mr/a/<Jgy dOBS not lapl>l/t/Ja <rÆ1!IH ~OII ,",lay for _ STOP interseotion.. I I I I I I I I I I I I I I I I I I I Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 14 November 9, 2004 I I I I I I I I I I I I I I I I I I I Existing pins Approved pins Project This Scenario is identical 10 the Baseline conditions, but with traffic added from the proposed Dublin Ranch West development. The proposed project is assumed to consist of approximately 632 single- family housing units and 402 multi-family housing units. These multi-family units include 224 units that are assumed to be located at a site that is currently designated 1n be used for an el~entMy school. Assuming that 224 dwelling units will be at this site (instead of a school) results in a more conservative level of service analysis for the p.m. peak hour (since school traffic typically does not impact the p.m. peak). Access to the,proposed project would be from two future access roads; both of which will fonn the west leg of four-legged intersections on Tassajara Road. Project Trip Generation The project trip generation was estimated based on standard rates provided in Trip Generation. 6'" Edition, published by the Institute of Transportation Engineers (ITE). Table ill summarizes the trip generation estimation for the proposed Stage I Development Plan for the Dublin Ranch West Project, which is expected to generate 679 a.m. peak hour trips and 889 p.m. peak hour trips. TABLE ill: PROPOSED PROJECI' TRIP GENERATION Size Daily A.M. Puk Hour P.M. Puk Hour Land Use (units) Rate Totel Rate Rate In Out Total Rate Rate In Out Total SF Units (LDR) 75 9.57 718 0.19 0.56 14 42 56 0.65 0.36 49 2J 76 SF Units (MDR) 557 9.57 5,330 0.19 0.56 106 312 418 0.85 0.36 362 201 563 MF Units (MHDR) 178 6.63 1,180 0.08 0.43 14 77 91 0.42 0.20 75 36 111 MF Units (no School)' 224 6.63 1,485 0.08 0.43 18 96 114 0.42 0.20 94 45 139 Total 1,034 8,713 152 527 679 580 309 889 Saun:e: Trip Gel¡etaJjcn, U' EdIIJon, by /JC WR~Latr DerrBltyR_ (SillgIaFarnIIy DaIB_, /JC Code-210) MDR~ Medium DensIty _ (Sing" Family Detached. /JC CoW-210) MHDR~_If¡gl¡ DensltynWJentjs}(Apøt1menI.ITECoW-220} ·A....... that 214 muJlj.1amiJy units wRI be buIIIlnstHd of /III o/amaIIISry BChool. Dublin Ranch West is presently designated for approximately 721 single-family housing units, 96 multi- family housing units, 10,454 square feet of commercia! and an elementary school in the Eastern Dublin General Plan and Specific Plan. Based on standard rates provided in the Institute of Transportation Engineer Trip Generation, (/h Edition, expected trip generation for such a development would be approximately 746 a.m. peak hour trips and 957 p.m. peak hour trips (see Table 4 in Appendix C). As shown on Table ill above, the currently proposed Dublin Ranch West is expected 10 generate a total of 679 a.m. peak hour trips and 889 p.m. peak hour trips. Since the trip generation is less than the existing General Plan and Specific Plan land use designations by 67 (= 746-679) trips during the a.m. peak hour, and by 68 (=957~889) trips during the p.m. peak hour, the project is not required to provide an ana!ysis of the Alameda County Congestion Management Agency's Metropolitan Transportation System (MTS). The trip distribution assumptions (shown on Figure 6) were developed based on existing travel patterns, knowledge of the study area and input from City staff. Trips to and from the Dublin Ranch West residential development were assigned 10 the study intersections based on these assumptions. Supplemental Traffic Study for !he Dublin Ranch West Development T JKM Transportation Consultants Page 15 November 9, 2004 Planned Roadway Improvement$ The following roadway improvements are anticipated by the City of Dublin. Dublin Boull!llardlDougherly Road was assumed to consist of the following lane configurations based on the improvements planned for this intersection: · Northbound Dougherty Road approach would have three left-turn lanes, three through lanes, and two right-turn lanes, · Southbound Dougherty Road approach would have two left-turn lanes, three through lanes and one shared through/right-turn lane. · Eastbound Dublin Boulevard approach would include two left-turn lanes, three through lanes and two right-turn lanes. · Westbound Dublin Boulevard approach would have three left-turn lanes, three through lanes and one right-turn lane. These improvements are included in the City of Dublin's 5-year Capital Improvement Program (CIP) and are expected to be implemented by the time the proposed Dublin Ranch West project is fully developed. The current CIP project to install the improvements at Dnblin BoulevardlDougherty Road is funded by developments thai are required to pay their pro-rata share of the cost to construct these improvements through payment of the Eastern Dublin Traffic Impact Fee. Figure 7 shows the forecasted turning movement volumes at the study intersections under the Baseline plus Project scenario. Table IV summarizes the results of the inte¡¡¡ection level ofservice analysis. Deiailed calculations are contained in Appendix E of the Tra:ffic Study. With the addition of Project 1rips to the local roadway network and assuming buildout of projects approved but not yet completed and completion of planned roadway improvements, most intersections would generally continue to operate aI similar levels of service as identified under Baseline conditions. Some notable differences caused by the proposed project and pl!Wßed ~way improvements are given below: · El CharrolI-580 Eastbound Rmnps -Intersection level of service would change from LOS B to LOS C during the a.m. peak hour. · Dublin BouJevardIDougherty Road - The a.m. peak hour intersection operations will change wm LOS B to LOS A during the a.m. peak hour and from LOS D to LOS A during the p.m. peak hour. Supplemental Traffic Study tor the Dublin Ranch West Development T JKM Transportation Consultants Page 16 November 9, 2004 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I t ~ '" "- ." '" ~ if i e - "C t ~ me '" " .. "- a::",'!ii '" c " ..::: "0 "" ... '5 1i '3 .. w CD I - ; * * , '" ... : NT"'" - ~ ~ œ~~ ¡¡~ z- ~ ~*~ e ~... - = CO 1:1> ¡:¡: .i " ,. , ..-~..~..~.~.... :' · , , . · ... ~}~!'1!~.Ln .... .:f:/'- ~~: ~ .. , 'mNCJTl't'!t I 1 , . , · . · . '. ' '. ' ........ ~\: \ t I ~ " 000000.0000 . .nnn" o ;! \...'.... '1S~ g ~ ~ ~ ii1 ~ \~ \¡S~ § -~_·_,--\t..r' ..~ -".. if--· ~ \ n\'" ~ non, \ :'_utm.u~:IS_ n.m.~ N\~ :_ Q ~~ ~ rß '....,.. 01 ~ CD ~ I ~}4tN~ -'-...., /., '- ~--~~ .. ... - ** NN - ..- .!;; t~ ~Æ 8lS iE_ ~"§ .~ i ~~ ~'ª :s¡~ - 0 æ - ~g 'õi ...... ~1! ~-2 .. ~ ~ .¡¡¡~:. ~~g¡ .. ¡¡ ! " ·CI~ Q"1CNW .. !! *~~ "::!of: f:2 < '" - ** NN ?<p, ~;ø - ** ...N - ...... "mI..uJIII3HÐ1lO1J en c o .- - c. E = en en <r: c o - - = .0 .- "" - .... en (J) .- ~ '~ s:::..r::.- :=0'= .cC'- ::s CO _ t:~ ~ ~ 0·- .--. >...0 e ;; GBD..· ~ f -., ,- 1¡ ¡;¡ , '_1m Ha_~ L ~~ ~i ~ ~- '" ,..... .. NO"" Not to Scale _112 _EB~ ~'ª !! , 1~~{ .,¡;;; ~ - 'I~ :!' U¡OENl> . ExIIdng 1116.. CtiCld. o Funø ...~ lion -- --- '__n _Rood g i ~ "-""" ~~¡;¡ Intarudtcn tie 'I bib. J. U .., HacIo~ 0;- f&. ;;m~ ':.15(8) ="'1" .. (33) # ... ,,-'<0(45) 14(21 I" 14,e1 1ft i1: 22 (Z34 ~= ;;¡.. 1nIo_f11 'I .J. "" ~'"' ¡'"'" ~~~ d- i!"; holt. :' .IIS 'I ,-,b.l i:liall;1S . on ExtInsion lnIBr&ødIaa"7 EI_EB j ì!% .... # ..:' ¡&,,~ ;t """ me ~ ~.. ;¡ m .. i¡¡ ............r' - & ~ ..- # "S(991.Jf 3~:8~ ¡:¡g¡ I'\IM\' "...,........ "" ....-'" 6 j ~ l: ,If I Æ~9o! '7 <1'7 , .. , ) , / , ,../ . I , . 2 ~,WJ1;IE~' ~MØd"" , . . , , rr-i:~wŸ.~~yñ'·~,/ I I~~r__~rr I ~...,,\ '\ 11~-..:-~gI'.\~ ~ ¡ ¡~ ~I! ~ .1· ~ . : ~ : I ~"'i ~ ~ .........., City of Dublin, Dublin Ranch West Baseline + Project Turning Movement Volumes 157·1B2-11./9104-F'B ~onlG -- I I I I I I I I I I I I I I I I I I I ""63 {40) ~",044) .. (00 I" 6(00 i!~ !!! _n118 ,aI_OWl!_ ;I iH\1 "-92 Ú5¡ "t-t\I 12 G # "-33 I , -! .. fj !W~ ~~_~~~ _..a...~.. . '. .... I. .' , --- , , . -~.. . _~_~~r__~~~·· 11 .~~.:':¡,... Figure 7 ~ I I I I I I I I I I I I I I I I I I I TABLE IV: INTERSECTION LEVELS OF SERVICE -,BASELINE PLUS hOJEer CONDmONS ID Signalized Intel5Ðctions ' A.M. Peak Hour P.M. Peak Hour vIe LOS v/c LOS 1 Dougherty RoadlDublin Boulevard 0,47 A 0.56 A 2 Hacienda Drtvell-580 Eastbound Ramps 0.60 A 0.57 A 3 Hadenda DrtveIJ-580 Westbound Ramps 0.54 A 0.48 A 4 Hacienda DriveJDublin Boulevard 0.37 A 0.44 A 5 Hadende Drive/CentIal Parilway 0.39 A 0.41 A 6 Hacienda DrivelGleason Drive 0.12 A 0.10 A 7 Santa R1ta11-580 EasIbound RampsIPimlico Drive 0.60 A 0.68 B 8 Tassajara Roadil-580 Westbound Ramps 0.44 A 0.59 A 9 Tassajara RoadlDub1ln Boulevard 0.43 A 0.54 A 10 T assajara RoadlCen1Ia1 Parilway 0.47 A 0.45 A 11 Tasaajara RoadIGleason Drive 0.47 A 0.52 A 12 TassaJara RoadlSouth Dublin Rand! Drive 0.42 A 0.48 A 13 Tassajara RoadINorth Dublin Ranch Drive 0.44 A 0.36 A 14 Tassajara RoadIQuarry Lane School Driveway 043 A 0.38 A 15 Tassajara RoadINorthem ProjectAccess 0.67 B 0.54 A 16 Tassajara RoadIFallœ Road I",. (Future Intersection) " " , " ' " , 19 Fallon RoadJDublin Boolevard (Future Intersection) ,,', '. , . 20 Fallon RoadIGleason Drive ',. (F ' I ',' "J ,', '" ' '"uture nllneClion , , , , 21 ' Fallon RoaqIAntone Way 0.12 A 0.13 A 22 . Hacienda Drive/MartineUl WaylHacienda Crossings 0.30 A 0.34 A A.M, Peak Hour P.M, Peak Hour ID Unslgnalind In!elSeetiona· Del;ty Delay seclveh LOS secIveh LOS 17 8 Cham> RoadII-580 Eastbound Ramps , . . - . Eastboond 1-580 EB OIf·ramp Approach (18.9) (C) (20.8) (C) 18 FaUon Roadll·580 Westbound Ramps , - - - - Westbound 1,580 we OIf-ramp Approach (12.3) (8) (11.9) (8) Nobts: vie - voIiJme ID capacity raJjo LOS- Level 01_ x.x (X.X)· 0",,"" InIR",,<:iion Delay OT LOS (MinOT Mo_ De/¡y or LOS) 'HeM 200Ð miI_logy_ not reponthe OI'fIraillnfe_delayfOT."....."y STOP_.. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultan!$ Page 19 November 9.2004 Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 20 November 9, 2004 I I I I I I I I I I I I I I I I I I I Buildout Roadway Improvements Additional roadway improvements beyond those discussed previously in this report are planned within the Eastern Dublin area and are assumed in the Buildout conditions analysis. They include: Dublin Boul~ardITassajara Road Capac;ty Improvements - Addition of two westbound left-turn lanes, one through lane and one right-turn lane; one northbound left-turn lane and two through lanes; one eastbound left-turn lane and One through lane; and One southbound left-turn lane. Some of these improvements have been constructed, but not necessarily opened to traffic (Eastern Dublin T1F improvement). Scarlett Drive Extension --- Exiension of Scarlett Drive from Dublin Boulevard north to Dougherty Road and associated intersection improvements at Dublin Boulevard/Scarlett Drive and Dougherty Road/Scarlett Drive, as identified in the Transit Center EJR (Eastern Dublin l1F Ìmprovement). With the Scarlett Drive extension, it was assumed that 75 percent of the volumes for the southbound left turn £rom Dougherty Road onto Dublin Boulevard and the westbound right turn from Dublin Boulevard onto Dougherty Road were assumed to shift to the Scarlett Drive extension. Dublin Boultward/Hac;enda Drive Capacity Improvelnlmts --- Addition of one westbound right-turn lane and conversion of a northbound right-turn lane to a third through lane (Eastern Dublin TIF impruvement). Hacienda Drive Widening - Widening of southbound Hacienda Drive from one to two through lanes from Gleason Drive to Central Parkway (Eastern Dublin TIF improvelnlmt). Central Parkway Widening - Widening of Central Parkway from two to four through lanes beIween Arnold Road and Tassajara Road (Eastern Dublin 11F improvement). Hacienda Drive/1-580 Westbound Off-ramp Capacity Improvements - Widening of the northbound Hacienda oVCIpaSs to four lanes to accornwodate an exclusive lane leading to the 1-580 westbound loop on-ramp, and addition of one shared rightJIeft-tlqn lane on the offnnnnp approach (Eastern Dublin TIF improvement). These improvements are also identified in the Transit Center and East Dublin Properties EIRs. Hacienda Drive/I-580 EastboWld Off-ramp Capacity Improvement - Addition of one shared rightJIeft- turn lane on the off-nnnp approach (Eastern Dublin TIF improvement). This improvement is also identified in the East Dublin Properties (EDPO) EIR. Dublin Boulevard/Dougherty Road Capacity Improvement - Addition of related ultimate improvements such as the widening ofthc 1-580 westbound diagonal on-ramp at Dougherty Road to two single- occupancy-vehicle lanes, as identified on pages 159 and 167 of the Transit Center Draft ElR. and page 3.6-17 of the East Dublin Properties Draft Supplemenial ElK These improvemen1s are expected to occur with the development of the Transit Center project (Eastern Dublin 11F Improvement). Fallon Road Extension --- Extension of Fallon Road north to Tassajara Road to include four lanes of traffic (Eastern Dublirz l1F Improvement). Under this scenario, Dublin Boulevard (six lanes), Central Parkway (four lanes) and Gleason Drive (four lanes) are assumed to be extended to Fallon Road. Buildout Conditions The Buildout scenario includes the Baseline plus Project scenario added to full buildout of all approved developments and all land uses included in the adopted General Plans for Dublin, Pleasanton and Dougherty Valley. I I I I I I I I I -. I I I I I I I I I Based on infonnation provided by City staff, there is a list of pending and buildout projects {including the proposed Dublin Ranch West Development) as shown in Tables 2 and 3 of Appendix C in the Traffic Study. It is estimaæd that the pending and buildout projects would generate a total of approximately 376,437 additional daily trips, with 27,641 trips occurring during the a.m. peak hour, and 36,989 trips occurring during the p.m. peak hour. These trips include the vehicle trips that are expected to be generated by the approved but not constructed IKEA project that is to be located at the southwest comer of Dublin Boulevard and Hacienda Drive. Trip distribution assumptions for the Buildout projects were developed based on information from other previous traffic studies, knowledge of the area, origin and destination survey conducted in April 2003, and consultation with City staff. Traffic generated by the developments in Dublin, Pleasanton and Dougherty Valley was assigned to the roadway system using the software 1RAFFIX. The assigned traffic was added to the Baseline plus Project turning movement volumes to obtain Buildout traffic forecasts. Traffic assignments used the closest proximity interchanges to access 1-580 while traffic was also distributed more evenly among the interchanges in a manner consistent with the effects of ramp metering on traffic pattenIs in the study area. The Buildout TRAFFlX model used in this study represents the conditions of approved, pending and buildout projects (including IKEA) in Dublin, as weU as approved and buildout projects within the City of Pleasantou, and Dougherty Valley in Contra Costa County. This TRAFFlX model was developed jointly by Fehr & Peers and TJKM Transportation Consultants to distribute and assign traffic to the study intersections and analyze projects in Dublin. The model was developed in order to better understand traffic on a local level, such as at key intersections and local streets, which a regional model, such as the 2025 Tri- Valley Model, does not fully consider. , While the TRAFFlX model uses a local focus approach to forecasi traffic within the City of Dublin, the model also takes into account regional traffic patterns by considermg potential traffic'diversions from 1-580 to adjacent surface streets within the 1-580 corridor. The output from the 1RAFFlX model is shared with other consultants to maintain consistency in the City of Dublin. The fmal traffic forecasts in this study were also compared to Pleasanton's forecasts at affected interchanges for consistency between models. Figure 8 shows the forecasted turning movement volumes for the Buildout Conditions. Table V summarizes the results of the LOS analysis. The detailed LOS calculations are contained in Appendix F of the Traffic Study. Twenty of the 22 study. intersections are expected to operate acceptably during the a.m. and p.m. peak hours under Buildout. The remaining two intersections of Dublin BoulevardlDougherty Road and Dublin Boulevard/Hacienda Drive are expected to operate below LOS D during the p.m. peak hour despite the planned roadway improvements. Dublin BoulevardIDouf!hertv Road The Eastern Dublin EIR identified significant impacts to Dublin BoulevardlDougherty Road based On potential LOS F operations. (Impact 3.3/F.) Mitigation measure 3.3/6.0 called for future construction of additional lanes to maintain LOS D operations, with fair share funding contributions from new development in Eastern Dublin. The City has adopted an Eastern Dublin Traffic Impact Fee in compliance with this mitigation. The Project is subject to this fee, and other adopted traffic impact fees. As shown in Table V below, however, the intersection is projected to operate at LOS E with planned intersection improvements. A3 mitigation, the Dublin BoulevardlDougherty Road intersection includes the installation of a fourth exclusive through lane on eastbound Dublin Boulevard. However, this improvement is not feasible given the physical constraints at this intersection. Supplemental Traffic Study for the DubHn Ranch West Development T JKM Transportation Consultants Page 21 November 9, 2004 Dublin SoulewrrdlHacienda Drive I I I I I I I I I I I I I I I I I I I The Eastern Dublin ElR identified significant cumulative impacts to this intersection based on LOS F operations, noting that no further widening of the intersection would be feasible. (Impact 3.31M.) Mitigation measure 3.3/13.0 called for the City to participate in regional transportation and funding programs. The City has so participated, and the Project will be subject to adopted regional traffic fees. As shown in Table V below, the intersection is projected to operate at LOS E with pl3J;Illed intersection improvements; this is an improved operation compared to the LOS identified in the Eastern Dublin ErR. As mitigation, the Project traffic analysis recommends insiallation of a fourth exclusive through lane on eastbound Dublin Boulevard. Consi$ient with the Eastern Dublin ElR, and as noted above, this improvement is not feasible given the physical constraints at this intersection. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 22 November 9, 2004 I I I I I I I I I I I I I I I I I I I tI1 nub' Intll'SlcIIon RIbI14IIOEB " ~"",- i<ò~ ~i 10:...., (010) 'IF - 145 (123) 942(1.10 138 (241 525(446 t OubIInRlnGh I..~. Uvn IZ2 _CIOooing 112 _9 ~ ~- 2.041 (1.1 . ...54 ( ~ ;:¡ ..- 680 WI n 1.000_' F n~ _WI! f.ti..: i!!!i! 10:."'01 (4(>1) ., ¡ó1,066 (443) !W: 01:: ¡ t -::\ ~ ......- d ~; .; '~'~µf (~r-.:.g = ;::~ LEGI!ND . EIiIdlng...... cti:.c.¡ o fõuturo ...... I~n -- - ~",Rœd .---- Fut&.aRaad ~âi XX AII_H...._ _ t\I (XX) PM halt Hour Vakønø '" ¡¡ NDrth Not 10 Scale iii Ii . g ....-",,0 ..... .....' City of Dublin Dublin Ranch West Buildout Turning Movement Volumes 157~1e2 -111I;l1'04. PB _'" loosen Tass - ElChomI/I4809 ,I 12 ~~ ~~'f/'I" ~~,.- ~ , .--':. _~~I&l'iN, ./ ";::;i~tÑL . ..~. : ..~,..~r.--: 11·,.-t-~~~\~ \ . 1~· : : ,: 10 I I =i I:~" . .' . I ~ ! . t I """'"-, { _;16 -....- il "'-89(9) .248 (115) ~ ,..-215(310) 1271212 l" 1ê 121 ;;~~ ...... 2 TassI Dublin ~ ~~ "'-'''3(1''. w Q ..-.4('7) - - ....7:I(I!18) 7(15 a'(5 .. 16(10 ;;;~ ~~ :n ii') ~ ~¡! ... ,---- _...._~.. , , . , . . . ...- -~~ ~ ___....~~ 19 ~~-.:-IIo_ Fi~re~ Supplemental TraffIC Study for the Dublin Rench West Development T JKM Transportation Consultants Page 24 November g, 2004 I I I I I I I I I I I I I I I I I I I TABLE V: INTERSECßON LEVELS OF SERVICE - Bun.noUT CONDmONS ID Signaf/zød Intersections A.M. Peak Hour P.M, Peak Hour vIe LOS vie LOS 1 Dougherty RoadlDublin Boulevard 0.76 C 0.92 E 2 Hacienda Drivell-580 Eastbound Ramps 0.73 C 0.70 B 3 Hacienda DriveII-õ80 Westbound Ramps 0.82 D 0.50 A 4 Hacienda DrivelDublin Boulevard 0.67 B 0.98 E 5 Hacienda Drive/Central Pai1lWay 0.57 A ,0.58 A 6 Hacienda DrivelGleason Drtve 0.32 A 0.51 A 7 Santa RitaII-580 Eastbound Ra~psJPimllco Dnve 0.89 D 0.89 D 8 Tassajara RoadfI-580 Westbound Ramps , 0.78 C 0.83 D 9 Tassajam RoadIDublin Boulevard 0.65 B 0.82 0 10 Tassajara RoadICentral P<l1<way 0.67 B 0.65 B 11 Tassajara Road/Gleason Drive 0.67 B 0.73 C 12 Tassajam RoadISouth Dublin Ranc:l1 Drive 0.70 B ,0.64 B 13 Tassajam Road/North Dublin Ranch Drive 0.68 B 0.52 A 14 Tessaja", Road/Quar¡y l!r1e School Driveway 0.64 B 0.50 A 15 Tessaj.", RoadINrn1hem Pmject Access 0.64 B 0.82 B 16 Tessaj.... RoadIFaUon Road 0.27 A 0.47 A 17 EI Charm RoadfI-ó80 Eastbound Ramps 0.50 A 0.74 C 16 Fallon Roadfl,580 Westbound Ramps 0.51 A 0.73 C 19 Falion RoadfDublln Boulevard 0.64 B 0.86 0 20 Falion RoadlGleason Drive 0.30 A 0.43 A 21 Falion Road/Antone Way 0.24 A 0.28 A 22 Hacienda DrtvelMartlnelll WaylHacienda Crossings 0.64 A 0.89 0 Soun:o; T JKM Transponalion ConsuII8nIs N"""': Jdr;-lIDiumetoœpaci/yratlo LOS - LovoJ 01_ XX (XX) . OwraJl_ Delay or LOS (Minor Movements Delay or LOS) Cumulative Freeway Segment CouditioDs with the Project Evaluation of freeway levels of service is a different process than intersection levels of service. Level of service for freeways is based upon peak hour traffic volumes (number of passenger cars per hour). In practice as in theory, volume, density and speed are directly correlated, and the analyst can calculate any one of these factors knowing the other two. Traffic flow is used as the basis for fi-eeway levels of service and for calculating the impacts of the project on 1-580 and 1-680 operations in 2025. I I I I I I I I I I I I I I I I I I I The forecasted Year 2025 volumes were based On the 1-580 and I-680 mainline fTeewayoperation analysis obtained from the Dublin Transit Center PA 00-013 Final Emirollmental Impact REport (September 2002), which was certified by the Dublîn City Council in November 2002. Table VI swnmarizes the forecasted volumes and expected levels of service for two scenarios in 2025: I) conditions without the project, and 2) conditions with the project. Edound Wdound Eastbound Westbound Eastbound Westbound Eastbound Westbound Northbound Southbound Northbound Southbound Capacity TABLE VI: SUMMARY OF FUI!:w A Y ANALYSIS F E D E E D F D F D D E Development in Eastern Dublin was identified as a significant unavoidable cumulative impact in the Eastern Dublin EIR (reference impact IM 3.3/B, I-580 freeway, I-680 Freeway-Hacienda). The cumulative daily traffic volumes in the 1993 Eastern Dublin ElR (reference Table 3.3-9) on the 1- 580, 1-680 freeways are fairly close to the year 2003 volumes on the two freeways (per the 2003 Caltrans Trqffic Volumes on California State Highways). Even without the proposed Project, the study mainline segments along 1-580 and 1-680 in the vicinity of the project site would opemte unacceptably under Year 2025 conditions. Consistent with the adopted Eastern Dublin mitigation measures for freeway impacts, the Project will be required to pay for its proportionate share ofimpacts to I-580 and 1-680, by payment ofTri-Valley Transportation Development (TYro) Fees to construct planned fteeway improvements, including HOV lanes, auxiliary lanes, and interchange improvements. The Project will also pay for its proportionate share toward public transportation improvements to help reduce traffic on the fteeways and other roadways in the Tri-Valley Area, by payment of the TV1D Fee; two of the improvements to be funded by the TYro Fees are the West Dublin BART Station and the Express Bus Service fÎ'om Livennore to the Easi Dublin BART station. The Project's contribution of additional traffic to local freeways would be less than originally analyzed in the Eastern Dublin EIR, since fewer trips would be generated from proposed development than under the approved General Plan and Eastern Dublin Specific Plan. Supplemental Traffic Study for the DUblin Ranch West Development T JKM Transportation Consultants Page 25 November 9, 2004 Supplemental Traffic Study for the DUblin Ranch West Development T JKM Transportation Consultants Page 26 November 9, 2004 I I I I I I I I I I I I I I I I I I I Roadway Segment Conditions A roadway segment analysis was conducted to determine the number of through lanes that would be needed to have various segments of Tassajara Road operate at accepiable levels of service for all study scenarios. The average daily traffic (AD1) volUIßes for existing and future scenarios were estimated by assuming that the p.m. peak hour volumes were 10 percent of their daily volumes. The following three roadway segments were analyzed: I. Tassajara Road between North Dublin Ranch Drive and Project Northern Access, · Existing ADT- 9,050 vpd · Existing plus Approved ADT - 10,430 vpd · Existing plus Approved plus Project ADT- 19,160 vpd · Buildout ADT - 34,490 vpd 2. Tassajara Road between Project Northern Access and Fallon Road · Existing ADT - 8,990 vpd · Existing plus Approved ADT- 10,370 vpd · Existing plus Approved plus Project ADT - 10,980 vpd · Buildoul ADT- 24,900 vpd 3. Tassajara Road between Fallon Road and Dublin/County Linlit · Existing ADT - 8,990 vpd · Existing plus Approved ADT - 10,370 vpd · Existing plus Approved plus Project ADT - 10,980 vpd · Buildout ADT- 31,270 vpd The roadway segment analysis concludes thai Tassajara Road would need to be widened as follows to accommodate anticipated traffic. . Tassajara Road between North Dublin Ranch Drive and Project Northern Access would need to be widened to four lanes under the Existing plus Approved plus Project conditions. . Tassajara Road between North Dublin Ranch Drive and Project Northern Access would need to be widened to six lanes under the Buildoul conditions. Tassajara Road beIween Project Northern Access and Fallon Road wouid need to be widened to four lanes under the Buildont conditions. However, this segment ofTassajara Road should be inlproved to six Janes under Buildout conditions to provide for continuity of traffic flow on Tassajara Road to the Dublin/County Iinlit. Tassajara Road between Fallon Road and Dublin/County Linlit would need to he widened to six. lanes under the BuiJdout conditions. R.ecommendations The Project developer should dedicate right-of-way along the Project frontage and widen Tassajara Road to four lanes between North Dublin Ranch Drive and Project Northern Access to mitigate roadway segment inlpacts from the Project. I I I I I I I I I I I I I I I I I I I Access Points on Tassajara Road Proposed development of the Dublin Ranch West site would add additional traffic onto Tassajara Road via the two proposed access points. Therefore, the following safety features are recommended to mitigate Project impacts at access locations. Recommendations a) Install traffic signals at the two project access roadways due to safety considerations along Tassajara Road. b) Provide an eastbOlmd 350-foot right-turn lane on the Project main access roadway at Tassajara Road to accommodate the approximately 408 vehicles during the a.m. peak hour. c) Provide two northbound left-turn lanes from Tassajara Road onto the project main access roadway, considering that approximateiy 449 vehicles are expected to make this movement to access the project site during the p.m. peak hour. Each lane should be approximately 225 feet long and served by a 120-foot taper, d) Provide a 125-foot northbound left-turn lane with a 90-foot taper from Tassajara Road onto the project southern access roadway, considering that approximately 121 vehicles are expected to make this movement to access the project site during the p.m. peak hour. e) Provide a 100-foot southbound right-turn pocket with a 90-foot taper on Tassajara Road at both access roadways due to safety considmtion. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 27 November 9, 2004 STUDY REFERENCES I I I I I I I I I I I I I I I I I I I TJKM Personnel Chris Kinzel, P .E. Gordon Lum, P.E. Pratyush Bhatia Oeri Foley EviPagh Persons Consulted Ray Kuzbari, P.E. Jeny Haag CoWlie Goldade Principal in Charge Project Manager Transportation Engineer Graphics Designer Word Processing Ci1y of Dublin Urban Planner MacKay and Somps Supplemental Traffic Study for the Dublin Ranch West Development TJKM Transportation Consultants Page 28 November 9, 2004 I I I I I I I I I I APPENDIX A -,LEvEL OF SERVICE METHODOLOGY I I I I I I I I I I: 1 I I I: .. I' I' I: I I: I I~ 1 I I I I I DESCRIPTION OF INTERSECItON cAPACITY ANALYSIS cerA SIGNALIZED METHODOLOGY Background The CC1'A intersection capacity ana1ysis me1hodology is described in detail in·the T~1mica1 Procedures Manual of the CC1'A, Ja.tW21'Y, 1991. it is jdP.I'ItÎI'.\J 1D 1he CinmJar 212 p1....,mg Øle1hodology excCpt that the lane capacity bas been increased :&om 1500 vph to betwem 1650 to 1800 vph basei on satUIation flow measuremm1ts taken atfou: intersections in Con1ra Costa County. (See foUow:ing Table 9 from the Technical Procedures Manus1.) On average, sa.tUration flow rates for left.tum Janes Were oVer ten percent lower than for tbrough 1a.ues. Hovi=m-, iDsufficient data was col1eoted to provide atatistica.1 BCcuraoy for the av=rages. Thus, saturation flow rates for through lanes are equal1D those for t\lm.1anes. This methodology determines the critical movemmt for each phase oftraflic, It then sums the critical vo1.ume-to-capacity ratio by phsse to determine the inte:section volume.to-capacity ra1:ÏD. Circular 212, on tbe other hand, sums the critical movement vo111II1i1S themselws and con:IpaI'eS th.em tc the total capacity of the intersection to determine, ÍD. effect, 1he voluine-to-capacity I1Itio of the tatersection as a whole. Level of Service The vol=~to-<:apacityI1ltio is related to level ofservice (LOS). The following level of service for SigDalized hrtersections depiclll the relstÎ.......¡'ip klwe<lu the vo1ume-to-oapacity ratio and level of service. An intersection ope:atiu¡ at capacity would operate at LOS E. Level of Service F is not possible for existÏng conditions, but em be forecasted for :futureconditioøs when volume projections exceed existÏng capBCities~ . Inpù!Data The intersection capacity ~ use a code to identify different lane configurations. This nomenclature is descn"bed on 1he following Description ofLsne Configurations. Right turn on red adjustments are acçounted for as wen as unequal dinl'bution oftum volUlD.lls in double mm lanes. Fer more iDformation, see CirCular 212 and 1be CC1'A TeohuicaJ:Procedures Manual LEVEL OF SERVICE RANGES LOS A B C D E F, Volume to Ca Ratio , <0.60 0.61- 0.70 0.71- 0.80 0.81- 0.90 0.91-1.00 1\II".-rl........ SIID1 ofCrlt1eal Volumes '-Phase :!-Phase 4+ ~ Phase 1,080 1,030 990 , 1,260 . 1,200 1.160 1,440 1,380 1,320 1,620 I,SSO 1,490 1,800 ' 1,720 1,6S0 Not Ajlplicable Str=œ o..CosUCamIty~u- tPmpu¡T~t.L 1~-.TJble9. ~;À.MI- .u~~~4.c:5Qc l1/O!II!I9 DFßCBIPTION OF LA.NE CONFIGtJRATIONFORMAT .Tbe number of lanes and the use of the lanes Is cJenoteðwith a special nomeoclature described below; Lane Nomenclature X. Y Whem X Denotes the tcœl uwnber of limes ~for a pœtic:ulm" movemmt. Y Denotes how the lanes are used. When Y is .. , . . . Tbe ronow:ing appUes: I'~ 0 ..." A lane œed exclusively for a particII1ar iIlOvemmt (i.e. exclusive 1eft.1nm lane). _ ...T ¡: ... ¡. -- , p~ A lane wbich is sbat=d, that is, eIth=r of., diffmIIt movements can be !I18de. 1 I~ I!. from a ¡mIicu.lar lane (i.e. a lsne which ¡ssllmed by thiongh and rlght-tmn : .. tit uaf!ic). . I:~ Denotes two or IIlQœ through Isns in wbicb. two lanes are sham!, one with 2 ,.L 1.1 II -.- a.1 T I~ ¡. left-turn traffic, the oilier with right-tœn aafiic. !: :; , ~ an expl'eSSWllY thtough movement. "~ 4 . UK Denotes a risht-mrri movement wm a wiœ OIItside line wUre right-turn I ~ .- ~ i vehides can bypllSS through o;afficsharing the lane to maJœ a right-1Um em red. "~ " I.SI!. Denotes a ri¡bt-lUm movement from an exclusive light-tmlllane with a 5 !::- ...T . ...¡. tight-tun! arrow and p:ohibilion on the confIicti!Ig U-tum I1IQVCIIlOIIt. II 6 I'~~' Denotes a rigbt-tnrn movement from a shared lane with a rigb1:-tu.rn IImIW and ~...2J.T ...... 1.Ð L prohibiliOll on the ennf!;mhlg U-= movemllllt. I: 7,8,9 Denotes a tmning movement wbich bas a sepmaIe Jane to tmII into, 11$ silown below: ~'tp. 13 II Turn lane which is shared. with a thtongh lane or left-turn lane and. \DIder sig¡¡a1 7 2..IT collUO!, and whicl). has ita own lane to imn into. Thete must be at ]east two It:t IJIL tbIough lanes. It't~ .." ExclllSive IUm lane which is under $ignal control, and which bas its own lane 8 :":". '-ß T It:t H to turn into. It;f\~ :: ExclIlSÎve IUm lane not under $ignsl amtrol and wldeh has an exclusive lane to 9 111m into, often referred to as a "free" tmn. Sinœ the volumes in this lane cia not IJIL conflict with other interseetion movctne1llS, the V!C D!!io of the free right-turn I t~t lIlovement isllOt included in the SUI!\ of cdtical'V!C D!!ios. I I .. I I .1 I I 1 I I I I I I I I I I I-·--n I I I I I I I I I I I I: I I' I I I I I I PART A. TWO-WAY STOP-CONTROLLÊD INTERSEC110NS I, INTRODUCTION· PART A. In this section a metJ¡QQology fer analyzing capaçity and level of senice of two-way Btcp-canttoU~ (TWSC)intersecti= Is presented., II. METHODOLOGY-PARrA , Capacity analya!s It TWSC intmsecticms depends on . cIesr descriptiOll and ' ~ of the mto!r>l"¡¡on of c1rlvers on tho.minot or 'lOp-Conlt011e4 approach with ' dD'IBn on tho. major street. BØtb. gap acceptmœ ancI empiribal mode1s have been dovdoped to èescribs tbIa h\IenI.cti.on. "PtI:rcedmes dsscribs4 in tbiI cbçtm're1y 011 a pp ~ model œve10ped and~ in Osmany (1). Tb$ cancepts from this IIIIIdsl lie clescn'bed in Chapter 10. P...hlmt 17.1 il1Dmatesinputtoancl b basic ccmputation order of !be method dss=ibed in Ibis chapter. ' LEVEL.-OI4IERVlCE ORR'ERIA . J..svsI of IeItYice (ioS) for a TWSC mtersectIon Is .!.....m..= by tho. computed g: measm'I!d CIIII~1 delay Blldls rlo.ñlledfor eschminormcmllU!llt. LOS Is not dofIneci for !be ÏIlt\!:necllOII BB . whclls. LOS adtmia _ given in &bib:ir.17-2. , SoIh llleareNœJ end emp/rú:øI ÐpptœChøs how bssn lJS"d = 8n1v& Rt a methcdolotIY LDS line! dsRnsd for thÐ ' ØVWIliI/mÐtHcJ1ctI HIghway CCpad1y Monual2000 The LOS crltetia fur mc int>...~c1Îm18 are saøwbat clifftn¡¡t frmn the criteria _ in ChsptI:r r6 fur si!!"ol;"-"li ~ priørIly b=ae ðIffsm tnIISpOdatIolI facilities eR_ different áriv=r perceptlcms. The eçects!IglI is that a si!!"oH-...n Jnœrsection is desipð to eII'1'Y bl.gber traffic vol1IÌ11eS _ ~=:ie= ¡reater cI.e1ay !ban an WlSignelized. iniemdicn. ' LOS thmshdds differ fTcm fhcs6 /cr ÐlgnBÞiad ~/l:J1Øf8~ dlffrlrert! dMr 1IIP"ct¡¡jfgne Highway capacity Manual 2000 ChQpter17 . Unstgnellzsd ln1Brsecllons MGtI1CcIo\Cgy - TWSO lnt8raøctlcm ~ gapUmes . Clllfc8llJ!P timas ' - FalllIIV-iItlmæ -. '1 .. I I ,- J I I I I I I I . . I I I I I EXHIBIT 17-1. 1WSC UNSIGNAUZED INTEPSECTION METHODOLOGY In¡xJt . Gmetrie daIa . HaurlylllT1l"ll I11CMIIIIIInt volumes - !liaYYwblds,¡mentagas - PadeSIrIIn data -u II daIa -~ficwrat1! - tàel1tll)'cordIlcl!ng- now C<1mputB patBnIIa! _IV ÞÐust pctsnUaI ~ and oomputB IIIC//eIMnt Q3pZ1\y' . 1!JIIBIanci IIIfIi:Is ' ' , , . SIi!sd-IIne opntIon . EII8ds of upstmm slgn¡I$ :~.=-~œss ComputB qwua lengths Com¡iUtø CIIIircI delays DafBrmll18l&w1s III serviœ EXHIBIT 17-2. lM\.-oF.sERVICE CRrTCfUA FOR TWSC INTERSECiJONS lBvel of StMCII e CQnIrI:II Del h A ~10 B '1~5 C '16-25 D . 2S-35 E '~O F '1iO 17-2 I I I I I I I I I I APPENDI;X: B - LEVEL OF SERVICE WORKSHEETS: EXISTING I I I I I I I I I I I I I I I I I I I I I I I I I: I I. I. .. is ¡¡¡ '" 2~·"" ..0 ...'" _04 -a. .. . . ,-, i!!:->"':, ",¡¡; ... .... ~~-:or: .. .- _ V .. B: =, ....' w' ..' , ",. ..... .... .... ,-. . . ~! .... ....c: w- w_ :=~ .... ~ - ~ - ... ... .... 0- W .., !/i! "'.. ..c: I!J= ..~ t;.. .... '= .. 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'" .- I I I I I I I I I I I I " I I I I I I I Two-Way Stop Control Page 1 of 1 nNO-WAYSTOP CONTROL SUMMARY General Infonnation !Site Information Analyst PB Intersection Tassajara RdlQuarry Ln ~fm:YICo. , TJKM uri$diction City of DUblin ate Performed 4/2312003 /\nalysls Year 2003 Analysis Tma Period AM Peak Proiect DescriDtion 157-164 East/WeSt Street Quam Lane Road NorthlSouth street Tessa/ara Intersection Orientation: North-South Studv Period Ihrs1: 0.25 Vehicle Volumes and Adiustments , Maior Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 168 88 40 502 0 peak-Hour Factor PHF 0.90 , 0.90 0.90 0.90 0,90 0.90 Moum Row Rate HFR 0 186 97 44 S57 0 Percent Heavy Vehicles 0 ... - 0 - - Median Type Undivided RT Channelized , 0 0 ..anes 0 1 1 0 1 0 ~nfiauratlon T R LT 'f;;stream Sianal 0 0 , !nor Street Westbound eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 90 0 25 0 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 ' 0.90 0.90 Houriv F,low Rate. HFR 100 0 27 0 0 0 Percent Heavy Vehicles, 0 0 0 0 0 0 Perœnt Grade (%) 0 0 Flared Apøroaoh N N Storage 0 , 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 onfiQuration L R Delav. Queue LenGth. and Level of Service Approach NB SB Westbound Eastbound Mo~ment 1 4, 7. 8 9 10 ' 11 12 Lane Configuration LT L R v (vph) 44 100 27 C (m) (vph) 1291 330 861 vie 0.03 0;30 0.03 , 5% queue length 0.11 1.25 0.10 Control Delay 7.9 20.6 9,3 _OS A C A II,pproach Delay - ... 18.2 <>,pproach LOS - ... C HCS2(II)IJTM c:apyright C 2IXI01IaMI>íty .rFlollda, All RJPb _ V....,.4.¡. Two~Way Stop Control Page 1 of 1 TWO~WAYSTOPCONTROLSUMMARY Generallnfonnation §,ite Infonnatlon fdlalyst PB ntersection Tassajara Rri/Quarry /J1 ~~ncyICo. TJKM urisdlction City of Dublin Date Performed ' 4I23/.ZD03 Analysis Year 2003 ~lvsis TlII1e Period PM Peak Project D . 'on 157-164 EastlWest Street Quanv Lane Road' ¡trthlSOUth Street Tassalara ntersection Orientation: North-SOuth bJdv Period Chrs): 0.25 ~hiCle Volumes and Adiustments alor Street ' Northbound Southbound lIIovement 1 2 3 4 5 6 L T R L T R volume 0 608 4 2. 286 0 Peak-Hour Factor PHF 0,90 0.90 0.90 0.90 0.90 0.90 Hourtv Row Rate HFR 0 675 4 2 317 0 Percent Heaw Vehicles 0 - - 0 ... - Median TYee ' Undivided RT Channelized 0 0 Lanes 0 1 1 0 1 0 uration T R LT UDstream ~al ' 0 , , 0 , Minor street westbound Eastbound , Movement 7' B 9 10 11 12 L T R L T R Volume 7 0 3 0 0 .0 Peak-Hour Factor PHF 0,90 0.90 , 0.90 0.90 0.90 0.90 Hourty Row Rate HFR 7 0 3 0 0 0 nt HeaVy Vehic1es 0 0 .0 0 0 0 Percent Grade.(%) 0 , 0 Flared Approach N , N Storage 0 , 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Confiaurslion L R De¡aY. Queue Lenmt and Level of Service , ~proach NB SB Wes1bout1d eastbound Vlovement 1 ,4 7 a: 9 10 ,11 12 Lane Con1l!:luration LT L R (vpIJ) , 2 7 3 C (m) (vph) 923 272 457 "/c 0.00 0,03 0.01 95% queue length 0.01 0.08 0.02 ' Control Deley , 8.9 18.6 12.9 LOS A C S ',' Approach Delay ... - 16.9 , Approach LOS ... - C HCS:101J1i'M Ca¡>yrlght (12000 UlIÎvoI>ity of Florida, All KiP> _ v...... 4.10 . -.-- .-.--- ... ____ n, - .- - ---- ...~ -....... ... ~- I I I I I I I I 1 .1 I I 1 I I I I I I I I I I I I, I I I: I .' I . I: 1 .' I I I Two-Way Stop Control Page 1 of 1 ~O-WAYSTOPCONTROLSUMMARY General Information lSite Information Analyst " PB Intersection a Chaf1tlll.580 EB ramps ~encyICo. - TJKM Jurisdlction City of Dub/in Date Performed 41231.2003 Analysis Year 2003 lAnalvsis Time Period AM Peak Proiect Desciliition 157-164 lEastNIJest Street /-580 EB Remns North/South Street El Charra Intersection Orientation: North-SOuth ~period (hrs): 0.25 lVehicle Volumes and Adiustments , Mãior street Northbound SOuthbound lAovement 1 2 3 4 5 6 L T R L T R "olume , 0 92 21 27 42 0 Peak-Hour Factor PHF 0.90 0.90 ' 0.90 0.90 -0.90 0.90 Hourtv Flow Rate, HFR 0 102 23' . 30 46 0 Percent Heavv Vehicles 0 - - 0 - - Meclian Tvoe UndMded , RT Channelized 0 0 Lanes 0 1 1 0 1 0 :Onfiouration T R LT ~m Sianal O. 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 , , L T ' R L T R lVolume 0 0 0 82 6 63 Peak-Hour Factor, PHF 0.90 0:90 0.90 0.-90 0.90, 0,90 Hourlv Flow Rate, HFR 0 0 0 91 ' 6 70 Percent Heavy Vehicles 0 0 0 0 0 0 Percent G1iIde (%) 0 0 Flaracl Approach ' N N Istoraae " , 0 0 IRT Channelized 0 0 Lanes 0 0 0 0 1 1 Confiauratlon LT R Deläv. Queue Lenath, Bnd Level of Service tl.Dproach ' NB SB Westbound Eastbound ' Movement 1 4 7 8 ' 9 10 11 12 Lane Confiauraticn LT LT R " (vph) 30 97 70 Þ (m) (vph) 1474 750 1029 Ivlc 0.02 0.13 .e;07 95% queue length 0.06 0.44 0,22 Control Delay 7.5 10.5 8.8 LOS A B A I\.pproach Delay - - 9.8 I\.pproach LOS - - A , HCS2001f'M CapyriglltC 2000 Univcølty .fFlorida, All Ri¡b!>- _ ____ ._.___ ... .-.n I", I ........ , . .. . ~ _\...... _ '0. ,~, ,""II Venion 4.11. ... ,...... r_........... pagelofll 1 I I I I I .. :. I . I I I I I I I Version 4.IA I Two-Way Stop Control TWO~WAY STOP CONTROL SUMMARY General Information Site Infonnation ¡Analyst PB ntersection EI Charroll-580 EB ramps ~ency/Co. TJKM ~urisdiclion City of Dublin Date Perfo!med 4123/2003 ~lysis Year 2003 lAnalvsis Tune Perlcd PM Peak Protect D . . n 157-164 , EastIWest Street 1-580 EB RamiiS North1South Street EI Cham¡ , ntersection ,Orientation: North-South ' IStudv Period (hrs}; 0.25 !Vehicle Volumes and Adlustments , Maler Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R "olume 0 68 74 23 114 0 Paak-HourFactor, PHF 0.90 0.90 0,90 0.90 0.90 0,90 Hourtv Flow Rate, HFR 0 75 82 25 126 0 Percent Heavy Vehicles 0 - - 0 - ... lMedlanTVDe Undivided ' , RT Channe¡ged ' 0 , 0 Lanes 0 1 1 0 1 0 , ConfiQuration .T R LT rmSiQnal , 0 0 Inor stnet Westbound Eastbound Inovement 7 e 9' 10 11 12 L T R L ,T R ' Volume 0 0 0 16 10 18 Peak·Hour Factor, PHF ,0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flew Rate, HFR 0 0 0 17 11 ' 20 Percent Haw Vehicles 0 CI 0 0 0 0 Percent Grade (%) 0 0 Flared N N Storage CI 0 RT Channelized 0 0 Lanes 0 0 0 0 1 ' 1 ~uratlon LT R Delav. Queue Lenaft and Level of Service , ~proach NB S6 Westbound ' Eastbound Inovement ' 1 ,4 7 ' B 9 10 11 12 Lane Configuration LT LT R '(vph) 25 28 20 C (m) (VPh) 1435 642 930 -fc . ' 0.02 0.04 0.02 95% queue length 0.05 0,14 0.07 Contrel Delay 7.6 10.9 9.0 ..OS A B A Approach Delay ... - 10.1 Approach LOS - ... B Ha2DOOTM c.pyript 1112!IOQ unMIsh;f ofPIorida. All ¡¡j¡ht¡ R.=rved I I I I I I. I' I I' I 1 I: I I 1 I:' I I I Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst , PB ntersection Fallcnll-5BO WE Ramps ~eneylCo. ' TJKM urisdiction City of Dublin Date Performed 412312003 Analysis Year 2003 lAnalvsis TIme Period AM Peak prã\ect Descriction 157~164 , , EastIWest Street 1-580 WB Ramns North/South street Fallon Intersection Orien1atlon: North-South Study Period Ihrs): 0.25 lVehicle Volumes and Adlustments Maior strut ' Northbound Southbou nd Movement ' 1 2 3 4 5 6 L , T R L T R Volume 103 86 0 0 34 27 Peak-Hour Factor PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate. HFR 114 73 0 0 37 30 Percent Heavy Vehicles 0 - - 0 - - Mediani'voe ' UndMcled RT Channelized 0 0 Lanes, ' 0 1 0 0 1 0 Ccnfiauration , LT 1R Ucstream Signal 0 0 IMlnor Stnet Westbound Eastbound Movement 7 8 9 10 11 12 L T R L ,T R Volume 32 12 39 0 0 0 Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourtv Flow Rate, HFR 35 13 ' 43 0 0 0 Percent Heavv Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 , 0 flared Aporoach N , N Storaoe 0 0 , , IRT Channelized 0 0 Lanes 0 1 1 0 0 0 Conflauration LT R Delav Queue Lenatli Bnd Level of ServIce , ft>.pproach " NS SS Weslbound Eastbound Movement. " ' 1 4 7 8 9 10 11 12 Lane Configuration LT LT R ~ (vph) 114 48 43 C (m) (vph) 1547 . 577 995 Ie 0.07 0.08 0.04 . 5% queue length 0.24 0,27 0.14 Control Delay 7.5 11.8 8.8 LOS A B A Approach Delay - - 10.4 , Approach LOS - ... B ;> Copyriabt C 2000 Uoiven!ty offlorid¡¡, AJIIÜ¡IIIS \\<=Yo<! VersaonAla .-. --- ..> no I.,..' ........_ ... .~___ __ _11. '""II ._.. ,...,......... Page 1 of 11 I .. I I .. I '. · · · I I I I I I I Vmion4.la · Two-Way Stop Control TWO-WAY STOP CONTROl. SUMMARY , General Information Site Infonnation ¡Analyst PB ntersèdion FallonA-560WB Ramps ~ency/Co. TJKM' µurisdiction Cffy of DI1 blin Date Performed 4I23/.l003 fÞ.r¡alysis Year 2003 lIJ1a(vsls Time Period PM Peak Prolect DescrlDtlon 157-164 EastlWest Street 1-580 WB Ramœ ' North/South Street Fallon Intersection Orientation: North-South IStlJdv Period (hIS): 0,25 , ehlcle Volumes and Adlusbnents !IIalor Street Northbound SOuthbou nd Movement 1 2 3 4 5 6 L T R L T R lIolume 64 9 0 0 149 49 Peak,Hour Factor PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourtv Flow Rate, HFR 71 10 0 0 165 54 Pen::ent Heavy Vehicles 0 - - 0 ... - Median' Type Undivided , RT Channelized 0 0 Lanes 0 1 0 0 1 0 ConfiQuration .. LT , TR Etrearn Siena( 0 , 0 Inor Street Westbound Eastbound Movement 7 8 9, ,10 ' 11 12 L T 'R L T R lIolume 27 6 19 0 0 0 Peak-Hour Factor, PHF 0.90 0.90 '0.90 0.90 0.90 0,90 Hourly Row Rate. HFR 30 6 21 0 0 0 Percent Heaw Vehicles 0 0 0 0 0 0 , Percent Glilde (%) 0 0 Flared Approach N· N Str:Jrage 0 0 ' . RT Channelized , 0 0 Lanes 0 1 1 0 0 0 ¡Configuration LT R Delav. Queue Lenath. and Level of Service t>,pproach Ne se , Westbound Eastbound Movement , 1 ' 4 7 8 9 10 11 12 Lane Configuration LT LT R "(vph) 71 36 21 C (m) (vph) 1362 606 1071. ~Ic 0.05 0.06 0.02 95% queue length 0.16 0.19 0,06 Control Delay 7.B 11.3 8.4 ..OS A B A Approach Delay - - 10.2 Approach LOS - - B HCS201J1ffM capyri¡ln C 2000 u.ivoIstIy .fFlorida, All 1Uhb lWetvod . ...~__ ._....~r->_.L~. ...... t!. ,...___ __. I I =~: ;¡¿ ......11 = II..-t u cr IN II - ....11.5 ~ Atll_ t¡I g ß '9 ~ II 1I¡CIi :c II n.... ,. II \I 0 (f' n II 11..1 II II )o.,::::J1 II '!'~ii ~ I I 11 I I I :H ß : iH II! : :: ft G;: : ::::10 n I UlII~A! ' ¡;;:IIIIII I Q HUll , YI.c..IIGI ! a 11- 1 §II!: fl iii : ';in I H~I: l1li11 II __t ..II cnn'-þ.ot ~I!¡; ¡ Ii ft-Ili : .=u1u'ij : NUn ci:I I f;iR mn= -: ~C.s=Rj : .....u I k=~ft : .ämUz : 1.11 110 '~ !III" II"" 1 ~Ü5=[;;:,... ~.;;=~Q:~ en II'" II ar: 1=."! cnGiU=s: = g=Bä~B:1j I I , toooCO 10 ~cg I. 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I ~I&I I I ....W I ... n ~ : k~~1 I I II C. . : : II ~¡;j I : ~¡:: : I!:!&! : ~~ !. 0 ¡.; ~. l~o.lO I ,." ....... ,..... I I I - IWZ : u!iS"ï _: _ 111='!t; II!I!:"",,..._ "_U~W I¡; "'~I 1-....1 -....13 en I 1:....:.....- ........n:æmg ~ sm:i$ ~5'i~~~ is 1Zt-ltoo-..,I i:II:.-I II ~, II ! ¡ = to! ¡ ! , " · · , , , · i:I "' ~ <> RI' ~U iã'" ¡ ........ , 1-,.. , 3 0: , " , · . · . Hug õ~::~ II......~ o¡:IClI....a: .~>c j ClNI e:¡~ -':I..j .. I ClCI'I ClO , . , , , , = =: : II I oe 10,... R ~'N"OlmN 'IC'..........CD... ~u ~:_1fI.:'\OM c:..u ~ I I " , , .sf r. : : ! 1I.eII4I I" , II1II n ww, I _1I~jjO'InI f&ß!L.I: oQ~: == = 2:§æ: ...: nil'll( I , !W n : : :Ii II I I Zll..... I II C:W I "",n:Z::::E:I."z.II'\I..cO "'!-S o.;t"lI'\.~N lI!il!¡ .....¡.:"' =U! : .~I : . -, "'-, ..... .......1 :z ~, ï II! ~,,: ~ "'..' ....= . ",,..., , , = ... D :z: I (II .. "'+"' :> . .~ "'''~ N . . = . " " " !! ~ I"" = i , .... ~!i!~ I ~ .......,11 'fg " .... " , . : It ë.. II : « ~I ;:tt a.. 1 iN..... lIIICa-I ~~. 1_1'1'1 a:~ . - = 1!: I D,.,W 2 : II ~cn ! . : tI~~ zt; : n~~H~¡ 1'1"1.... 5 . ~" " : N~ II 2~ I mg i ¡I~E=¡~ :~ ",¡t;~@¡¡ ,.......'IK_IISW "'"c:J .......I'.......JII en 'iii: ...._1 _II...IIKIIICI_ f þI.. Iloa:WDILI~ I =1- II þo.o. lII....cn 'c::II.w..l1=zß~_ :;'~JI·-U..,ti I II niu : mUll ~ I::J; U II. _ ~ "' '" ~ = .. ~ = = "'0 ~<V '" ~$ ....... I I I I I I I I I I APPENDIX C - LIST OF APPROVED AND PENDING PROJECTS I I I I I I I I I j «««««««««««1««««< ã ~ ¡;;~ ~ ¡i:i ¡¡¡ I~ ~ æ ~I! to i Q E ~l Ë ¡;;'~II> ~~ ~ gl~':a ~ ~ * ~ ~~¡;;~~¡i8m~~~~~~~iQEI~Ë¡;;~~~~~~~~~~~ ~ 1~~8~~¡\ ;;¡ !,¡\"I'oPl"'¡;¡ I$I:¡¡IQ~~ 1~1¡;¡¡1'-11I~~i;!i c~QæV~~~m~~æ~~~~O~;¡i~~i~~~~-¡iQ~~1 .... - ~ 1 5 ~ ~ ~ ~ ~ lQ ;¡ S2 ¡¡¡ ¡¡¡ ¡:¡ ¡: :II ~I;ol ~ ¡¡¡¡ ¡i !!ì ... ¡;: ::; ... to ~ ~I ~ ... v 13 I j 0 ~ ~ .Ii ~I" ~ ~ ~ ~ !ii :;¡ ::! I:! ~ ~ :¡¡ g¡ ~ Q ~ II! ~ ~ .. ¡ :: I!? :¡¡ '" ~ :II v ~ 6 a ~ r '[ w .... 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II! 8 ¡;; ~ 8 ¡e iii t¡; III 1\1 II g¡ I!! ä! 81 ª '" æ:~ ~~ .... ~,~ ....~~~~~- ~r ~r~~ ~~~~~~~~~~~~~~~~~~í~ií!~~i~~~~~ ~ w "') ~ Q. Q '~j J I) I ..~ JJ I j JJJJ1JJiJJJiiJJJJJ ~illlj'JIII ~ f II Ji j!~!~!!!~!~!!1 ~~~~~ IJ~I .... ,~ ft ...,....--:.....':... J .oII~._ "I ~ )t } !, j j I ; IIi i ~ II, -" I j" J i ~ :J !.¡IW]!ð Ii iI" 1 .. nl¡ æBf ,! 'Ii '11n Ii Ii r i 1Ì j f iii tli'ï ¡ I ",:¡::1:n~:¡;:ï:"''''::;~ ~ '" !, ) ~ i Æ ....... t! _~N~~~~~~;~~~~~~~~§~~~2~~~ ~~§~1... ....~ . '" 1 ------------------- a RRæ~~fiR~~~~~S~~~~~~~a!-O~OæO~oo~~a~~æg¡O~D_~~~~ , .. ". ,. ,I",· -- ,- ,. ' , - ...ð~;~~~~~~m2~~~~~~~~~m~oo,o~o~OO'II~!~=gomomæm~~ fll: IIJ æ IIJ æ IIJ Ie IIJ Ie l1!o. ;\ ;1;;1; ;I; ;\ ;\;\ ;I; I- ~ ~ B ~~a~aiji~~~äl~1 S~~E~~O¡O~O~DO~~E~g~~~ ~~;\¥~~~ ... ~~~'aij~~~~~I~~ ~m~~~~o~o~o~ooi~~~~~~~~MŠ;\~~~~ ~ rem~RM;I;~om~~~~~ ~~~i~OO;O~O;\OOW§~R~æœ~j~R~~~~~ o ~ ~ ...... - bl=;...... .... ~2hR~;I;-o._.-~~ m~~~~-O¡OMO~oo'-gæ~æm~ ~~-~~~~ .& .... N ~¡;;¡,....; 'It _.... 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Õ ~ z . ::J jJi¡¡¡ m ::J Q Z ~ "7 i a a. t 5 t 0 ~' :I J~:i:i:i:i ~ - - ::J j' m IUU .. lUll C'I ~ Æ ~ lun ~ ! , <.> .¡j U "' .... .... 1 I "" 113 I------------~------ 1 I: I' I: I' I; I) I: I: I: ,: I: Ii I: Ij I: I' ,._.1 I 1 Table 3: Pleasanton and Douahertv Vallev Land Use Assumptions Bulldout Traffic Estimates " TrlDS AM PM Saturdav paiiV Land Use Size Units In Out In Out In 'Out Tótar Hosólta! 178 beds 126 47 39 124 136 70 2987 Medicsl Clinic 279 ksf 543 136 276 747 578 436 10096 MFUnits 254 d.u. 18 94 91 46 64 56 1488 Office 1165 ksf 1600 218 295 1441 258 220 12831 Uaht Industrial 1682 ksf 1213 266 316 1213 116 , 116 11565 ' Retirement Heme 150 d.u. 11 20 22 12 17 ' 16 876 Retail 1100 bf 691 .442 1974 2139 2842 2842 47200 SF Units 537 d.u. . 102 301 349 193 '2741 231 5139 HWarehouse 1040 ksf 384 84 127 403 80 45 51 Douaherty Vallev Sinale FamilY'" 5700 d.u. 141 415 482 267 378 319 71 õii pougherty Valley Multi-Family'" , 1700 d.u. 18 96 93 44 57 57 1470 , , Total ' ' 4178, 1935 3750 5759<4085 3902 92831 aasitllne Traffic EstImates , '-C' TriDS AM PM Saturdav Da1iV ;'" Land Use Size Units In Out In Out In Out Totar Mlldicsl Clinic 29 kef 56 14 ,.-ZI 77 60 45 104~ MFUnits 184 d.u. 11 61 59 30 41 36 " 961 Office 1162 ksf 1595 218 294 1437 267 219 12793 Retirement Home , 150 d.u. 11 20 22 12 17 16 871! RataU 114 ksf 72 46 205 222 295 295 4900 , SFUnlts , 143 ksf 27 80 93 61 73 61 1369 Warøhousa 250 ksf ,92 20 31 97 19 11 1240 Douaherty Valley Single FamilY"" , " 1900 d.u. . 47 138 161 89 126 106 2367 , Dou9hllrty Valley Multi·Family' 567 d.u, S 32 31 15 19 19 --.;¡go --c- Tatal 1918 629 924 2030 907 809 26042 Ann"ndix C - Pinn Brothers rav revised_09-04-03 Table 3. Pleasanton-Dougherty Page 1 Footnotes for Tables 1 2 and 3 1 Altland use sizes are based on information provided by the City or extracted from previous project reports as, directed by the City. 2 Pass-by tri¡ffic percentage¡¡ obtained from the Institute of Transportation Engineers (ITE) Trip Generation Handbook, October 1998. Shaded values are assumed same as weekday PM peek. 3 Trip rates are average rates from the ITE, Trip Generation, 6th Edition, according to the guldln9 principles stated In the Trip Generation Handbook, October 1998. 4 Noll, PM,and daily trip rates are based on Final Report Tnmsportation and Parking Impacts forthe Proposed Annstrong Gatt1en Center, City of Dublin, JUM 21, 2002. Saturday trip rates are averages rates from the ITE Trip Generation ,6th Edition, accordin9 to the guiding principles stated In the Trip Generation Handbook, October 1998. . 5 Noll. PM, and daily trip rates are based on Final A Traffic Study for the Proposed Trumalk Homes Development In the City of Dublin, December 15, 1999. Saturday trip rates are average rates from the m Trip Generation, 6th Edition, according to the guiding principles stated in the Trip Generatíon , Handbook, October 1998. 6 Trip rates for developments based on regression equation from the ITE Trip Generation, 6th edition, according to the guiding principle¡¡ stated in the Trip Generation Handbook, October 1998. 7 Land, uses that will not generate extemal trips. All trips will be internal to the development 8 ÞONI, PM, and dally trip rates are based on COnwltant's Reporl on the Transpórtation Impacts for the Proposed Dublin Volkswagen Auto Dealership, City of Dublin, Deœmber 1999. Saturday trip rates are averagesretes from the ITE Trip Generation, 6th Editiol), according to the guiding principles stated in the Tr1p Generation Handbook,October 1998. 9 AM and PM trip rates are averages rates from the ITE Trip Generation, 6tbMltion, according to the guiding pr1nciples stated in the Trip Generation Handbook , October 1998. Assumed PM rates are 10% of daily rates and used ratio of weekday rate to Saturday rate and applied to PM rate to get ' , Saturday peak hour rete. 1 ° ÞONI, PM, and daily b'ip rates are based on Final A Traffic Study for the Proposad Emerald Glen Village Apartments Development In the City of Dublin, March 20, 2000. Saturday trip rates ara averages, rates from the ITE Trip Generation" 6th Edition.. according to the guidIng principles stated in the Tr1p Generation Handbook, October 1998. 11 For Specialty Retail (use 814), AM trip rates were based on the ratio of AM to PM peak hour of gen~rator, muttJplied by the PM rate. Saturday peak rates for use 814 was based Dn the ratio of Saturday peak hour of generator to Saturday for Shopping Center (use 820), multiplied by Saturday rate fer use 814. 12 There is no trip Generation for Saturday from land use 845 thus, this is based on 846 which had similar AM and PM peak hour trip generation rates. Appendix C - Pinn Brothers_ray revised_09-04-03 Footnotes Page 1 I I I I I I I I I I I I I "1 I I I I I I I I I I: I: I. I: I,·" " I' I I, I, I, I: I: I. I I 13 AM, PM and daily trip rates were based on Draft Focused Traffic Analysis for the Proposed Dublin V"tllage Development, May 30, 2003. Saturday trip rates for Townhouse (use 231) were based on the ratio of Saturday peak to PM peak'foruse 230, multiplied by the PM peak rate for use 231. For Apartment (use 220), average Saturday trip rates were used. 14 AM, PM and daily trip rates were'based on Final Focused Traffic AnalYsIs for the Proposed San Ramon Village Plaza Development June 10, 2003. Saturday trip rates for Townhouse (use 231) Were based on the ratio of Saturday peak to PM peak for use 230, multiplied by the PM peak rate for use 231. 15 Trip generation bas6cl on Final Report IKEA Retail Center Transpoitatlon study, Dublin, California, August 2003, 16 AM, PM, and daily trip rates are based on Focused Traffic C/roulatlon Analysis for the Proposed Cisco Systems Projects, City of Dublin, May 21, 2001. Saturday trip rates are average rates for General Office Building (use 710) from thelTE Trip Generation, 6th Edition, according to the guiding principles stated in the Trip Generation Handbook, october 1998. 17 Net new trips for AM, PM, and daily based on Consultant's Report on the Transportation Impact for the Proposed Village Parkway, Downtown Core, and Wast BART station Specific Plans, City of Dublin. Net new trips were adjusted proportionately In some cases to reflect current projections. , Assumed 15% reduction in office trips due to proximity to the West Dublin BART station. Also assumed 34% pass-by trips for commercial during the PM peak. 'Used ratio of Saturday rates to PM rates from ITE Trip Generation and appUedto PM net new trips to deiènnine Saturday net new trips. 18 PubUclsemi public area is assumed to be a churoh based on infonnation provided by the City. The floor/area 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, the restwillbe intemalto the development 20 ITE Trip Generation for Corporate Headquarters Building (714) was usad for rates because government office building (730) only has one, observation and corporate headquarters building is a single tenant office building similar to government office building. Saturday tdpIBtes were based on the ratio of PM average rate for corporate headquartersbuUdlng to PM average rate for general office building, multiplied by the Saturday peak rate for general office building, 21 PM trip rate Is based on Consultant's Report on the Transportation and Parking Impacts for the Proposed Shamrock Marlœtplaca Shopping Center Expansion. September 8,2000. AM, Saturday, and daily trip rates based on ITE Trip Generation 6th ed. 22 Trip rates based on proposed trip generation provided by T JKM, as part of Revised Draft Traffic Study forthe 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 Edition, according to the guidIng principles stated in the Trip Generation Handbook, October 1998. Appendix C - Pinn Brothers_ray revisecL0Q.04-03 Footnotes Page 2 23 BART traffic based on Table 4.5-5 Dublin Trip Generation· Proposed Project from Draft Supplemental Envlrol/mentallmpact Report for the West DublinIP/essanton BART Station and Transit VHlage Project, November 2000. saturday peak hour trips were detennined from the ratio between daily weekday BART trips and Saturday BART trips (42% obtained from BART system wide ridership data). Saturday peak hour trips were calculated by using the same ratio as weekday PM peak hourlDaily trips (12.4%). In and out trips were determined by using the same split as the weekday PM peak hour (30% In and, 70% out). ' , 24 Trip generation based on Supplemental Traffic Circulation Analysis for the PropOJJed commerce One Project, City of Dublin, December 22, 2000. Saturday rate based on ITE trip generation for Corporate Headquarter (714). Trips are not shown because IKEA project will replace this development. 25 Trip rates based on proposed trip generatiDn provided by T JKM, as part of Final Traffic Study for the Proposed fairway Ranch Development in the City of Dublin, April 15, 2003. Daily and Saturday peak trip rates are average rates from the ITE Trip Generailon, 6th Edition, according to the guiding , principles stated in the Trip Generailon Handbook, October 1998. 26 Saturday and weekday trip generation rates based on High SChool land use (530). ' 27 Trip rates based on assumptions in TraffIC Impact Study for DUblin Valley Christian Cente,. Proposed Expansion, May 2001. 28 Trip rates based on proposed trip generation provided by ,T JKM, as part of Draft Final Traffic Study for the Proposed Dublin Ranch WesfDeve/opment,ln the City of Dublin, August 26, 2003. Dally and Saturday peak trip rates are average rates from the ITE Trip Generation, 6th Edition, according to the guiding principles stated in the Trip Generat/on Handbook ,October 1998. 29 25% reduction In trips due to proximity to the East Dublin BART Station, City of Dublin Consultant's Report Transportation Impacts For the Proposed DUblin Transit Center, April 27 , 2001. 30 Based on City of Dublin 'Consultanrs Report Transportation Impacts,Fo,- the Proposed Dublin Transit Centar, April 27, 2001, the proposed BART parking structure would not sdd-eny additional parking spaces to the existing Esst DUblin BART station. Currently, there are 1,680 existing surface parking lot spaces for the BART station. These surface spaces would be replaced by the proposed 1,660- space BART parking structure. Therefore, the proposed BART parking structure would not result in additional traffic volumes on the surrounding street network. 31 15% reduction In trips to account for reaidentiaVemployment Interaction and Increased use of transit due to proximity to the Esst Dublin BART Station, City of Dublin Consuttanfs Report Transportation Impilcts Fo,.the Proposed Dublin Transit Center, April 27, 2001. 32 Specialty retail rates obtaIned from City of DUblin Consultanrs Report Transportation Impacts For the Proposed Dublin Transit Center, April 27, 2001 . ' 33 According to the Dougherty Valley General Plan, SpecIfic Plan, and Related Technical Appendices, June 1992, only 13 percent of the Dougherty Valley traffic will travel through Eastem Dublin area via Taasajara Road and Dougherty Road, therefore only those trips are reflected In the trip generation table. Trip rates are based on average rates from the ITE Trip Generation, 6th Edition. 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TJKM Uurlsdiction City of Dublin Date Performed 7/1612003 ~alySis Year Saseline Condition sisTîme Period PM Peak , Project De!icliDlion 157-,164 , EastM'est street /·580 EB Ramas -:- North/South street EJ Chafl"O ' , nteraection' Orientation: North-SOuth Studv Period Ihra): 0.25 Vehicle Volumes and Adlustments lMaior Street , Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 70 76 87 121 0 Peak·Hour Fal;tor, PHF 0.90 ,0.90 0.90 0.90 0.90 , 0.90 Hourlv Row Rate. HFR 0 ' 77 84 96 134 0 Percent HeaVY Vehicles 0 - - 0 - - Median Type Undivided n Channelized 0 , 0 Lanes 0 1 1 0 1 0 ;onfiQuration T R LT ~tream Sianal 0 0 \Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 ' L T R L T R Wolume 0 0 0 205 10 18 peak.Hour Factór PHF 0.90 0.90 0,90 0.90 0,90 0.90 , !Hourly Row Rate, HFR 0 0 0 227 11 20 Parcent HeaVY Vehicles 0 0 0 0 0 0 percent Grade (%) 0 0 Flared Approach N N :;torage , 0 0 " RT Channelized 0 0 canes 0 0 0 0 1 1 é:onflguratlon LT , , R Oolav. Queue LenQth and Level of Service O\Pproach NB sa Westbound Eastbound Movement 1 , 4 7 8 9 10 11 12 Lane Configuration LT LT " R v (vph) , 96 238 20 C (m) (vph) 1430 530 920 vlc 0.07 0.45 0.02 95% queue length '0.22 , 2.30 0.07 Control Delay 7.7 17.2 9.0 LOS A C A Approach Delay - - 16.6 , Approach LOS - - C > .... Copyright C:2000 Unlwnity orl'lorida. All Rigb1> R<semd Versio:n4.1a #""11_ _ ,i,.._1.__~ ~__~~nl ""n__..Jnl·"'IIn("'......u.1_.......\n.:_""'............nl ,.._ID/~ ~t'\C::cñ+¡",.,C"\TQr'I"Il'\\i.") 7/1t:;.,.,nn":l Two-Way Stop Control Page 1 of 2 , TWO-WAY STOP CONTROL SUMMARY , Generallnfonnation ISIte Infonnatlon ~alyst pa ' Intersection 8 Charroll~580 fa ramps ~encyICo. TJKM urlsdiction City of Dublin Date Perfonned 7/1612003 Analysis Year Baseline Condition sIs Time Period AM Peak ProÎect De!lClinlion 157-164 EastJWest stn!et 1-580 EB Ramos NorthlSouth Street 8, Chal7D Inten;ection Orientation: North-South Studv Period Ihrli): 0.25 , ~ehlcle Volumes and AdiUstments , IiblQr Street Northbound , Southbound Movement 1 2 3 4 ,5 6 L T R L T R lVolume " 0 101 22 137 44 0 Peak-Hour Factor PHF 0.90 0.90 0.90 ' 0.90 0,90 0.90 Hourtv ,Flow Rate, HFR 0 112 24 152 48 0 lPercent Heavv Vehicles 0 - - 0 - - Median Tvœ Undivided RT Channelized 0 0 Lanes 0 1 1 ' 0 ' 1 , 0 lCOñfiOuration T ,R LT ,rtream Slanal 0 , 0 , ¡nor Street Westbound Eastbound ¡,fovement 7 8 9 10 11 12 , , L T R L T R Volume 0 0 0 , 147 6 63 ' Peak-Hour Factor PHF 0.90 0,90 0,90 0.90 0.90 ' , 0.90 HaUr1VFIow Rate. HFR 0 0 0 163 6 70 Percent Heavv Vehicles 0 0 o. 0 0 0 , Percent Grade (%) 0 0 !'Iared Approach N N stOrage ' , 0 ' -- 0 RT Channelized 0 0 Lanes ' , 0 0 0 0 1 1 Confiauration LT R , DBIav: Queue Lenmt and Llvel at Service' !APproach ' ,'NB, sa Westbound ' Eastbound , Movement ' 1 4 ,7 8 9 10 11 12 ILane Configuration LT I, LT I'R Iv (vph) 152 169 70 C (m) (vph) 1461 , 491 1027 !v/c 0.10 , 0.34 ,(J.07 95% queue length , 0.35 1.52 0.22 ComlCl Delay 7.7 16.1 8.8 LOS A I C A !Approach Delay - - 14.0 IApproach LOS - - B > Copyright C 2000 U.ív=ity .(FIorida, All RJgbIs_ Vcnion 4.1'11. .... .......- . ............. _ . :'1"" ...#'11.... _ L..t.. __~ P'\1t____ __~, I ~ __In, "'''''''_.L.L~__ _ _,....._ __ __, _ ... . _ I.... 1_ ............ I I I I I I I I I I I I I I I I I I I I I I I I Ii I' I, I' I' I: I' I: I' I I I: I, I Two-Way StOp Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY , lGenerallnfonnation SIte Infonnation Analyst PB IntersectiDn FaHonII·580 WB Ramps ~ency/Co, TJKM jurisdiction City of Dublin Date Perfonned 71612003 . AnalySIS Year Baseline Condition '\naIYsls Time Period AM Peak "reject Desc;riDtion 157-164 ::ætlWest. street 1-580 WS RamQS NorthlSouth Street Fallon Intersection O~entatlon: Norlh-South IStiidv Period (hrs): ' 0.26 ~iCle Volumes and Ad¡ustments , or Street Northbound Southbound lIIovement 1 2 3 4 5 6 L T R L T R "olume 104 139, 0 0 145 189 Peak...Hour Factor PHF 0.90 0.90 0.90, 0.90 0.90 ,0.90 Houriv Flow Rate. HFR 115 154 0 0 161 210 Percent Heavy Vehicles 0 - - 0 - - Median TVDe Undivided , RT Channelized 0 0 Lanes 0 1 0 0 1 0 Confiauration LT TR JlIstream Sianal 0 0 , Minor Street Westbound Eastbound Movement 7 8 9' 10 11 12 . , L T R L T R Volume , 33 12 . 70 0 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourty Flow Rate HFR 38 13 77 0 0 0 Percent Heaw 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 uratiDn LT R I>elav. Queue Lenath. aodLovel of Service , , '\pproach NB S8 Westbound ' , Eastbound \/Iovemerit 1 ' 4 , 7 6 9, 10 11 12 Lane Configuration LT LT R j(vph) 115 49 77 :: (m) (vph) 1199 366 897 -Ie 0.10 0.13 0.09' ~5% queue length 0.32 0.46 0.28 , ::ontrol Delay 8.3 16.4 9.4 LOS A C A Approach Delay - - 12.1 Approach LOS - , - B > Oopyri¡!u C 2000 Uoi__lty ofFlortda,All Ribts RøøCl'V<d VmÎ01l4.la ^' ......._.. ...", ....""..._~!___\ "1:___...._.....\1 .....__Inl; .,nco.........:..._.., Ti"'OI"""" "'\ t.., -'/i t:./~nn-:. Two-Way stop Control Page 1 of 2 , TWO~WAY STOP CONTROL SUMMARY Generallnfonnation , §"ite Infonnation Analyst PB Intersection Fallon/l-580 WB Ramps ~encyICo. TJKM Jurisdiction City of Dublin Date Performed 711612003 Analysis Year Baseline Condition Analysis Time Period PM Peak Proiect Description 157-164 EastIWest Street /-580 wa RamDs ' NOrthlSDuth street FaRon , Intersection Orientation; Nofth;.South ~dV Period Chrs¡; 0,25 Vehicle Volumes and Adiusbnents , MaJor Street Northbound , Southbound Movement 1 2 :3 4 5 6 L T R L T ,R r-Iolume 84 200 0 0 219 162 Peak-Hour Factor PHF 0.90 0.90·' 0.90 0.90 0,90 0.90 Hourly Flow Rate, HFR ,71 222 0 0 243 180 Percent HeaVy Vehicles 0 - - 0 - - Median TYpe Undivided , RT Channelized , 0 0 Lanes 0 1 0 0 1 0 , Configuration LT TR Upstream Slonal 0 0 lMinor street Westbound Eastbound Movement 7, 8 , 9 10 11 12 L T R L T R , !Volume , 28 6 134 0' 0 0 Peak-Hour Factor PHF 0.90 0.90 0.90 0.90 0.90 0.90 !Houriy Flow Rate, HFR 31 '" 6 148 ' 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N , N Btorage , 0 ' 0 RT Channelized 0 0 Lanes' 0 1 1 0 0 0 ConfiQuration LT R Delav. Queue Lenath and Level of Service Approach , NB SB Westbound Eastbound Moyement 1 4 7 B 9 10 11 12 Lane Configuration LT LT R , '!(vph) 71 37 148 C (m) (vph) 1147 369 823 11//0 0.06 0.10 0.18 95% queue length 0.20 0.33 0.65 Control Delay 8.3 15.8 10.3 LOS A C B V'lPproach Delay - - 11.4 ~pproach LOS - - B > Copyrigbt C 2000 Uaivenily ofFlarido, All ~ R=nod Version 4. 1a "=1_- 1/,...\ n"""I'--"'''''''r'lQ/~ "Jn~~MO'_ "')nC::~~~\Dlirn'=::tonnnrl\1 ,.,,~IO/... "n~innC'\Tø.rnll"i\II" 7/1 h/~nn':2 I I I I I I' I I I I I: I. I I. I. I, I I .. I I I IS! I:õ' I::.Lc ......- .CIIB..... · .~ I · I ~ · ... ... , ~i ~ ! ¡ -= .;.. .: gO ill ~ , ~Ulj.. I · ", ÆC1f12" ¡ ~ Ii!: t: ! "":...: 8.:_ n:;e : I!=~D c : l1li II')!!. C I :;" õ==' : IUII ca , 15 II GI: w.. : ~·II.E~Ñ : Blill : IICllII . f =m=~ : all.......' .ðn8:t¡t:: ':; I~' 0:: ~' \::0: ~ :¡ 85,: g ~,:;; ~: ....U'i.lII...U t ¡~ , .... .., , , au , .. :;¡ ... .. " o . 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'" .. .. z Two·Way Stop Control ÇopyrigI>I C> 2000 Uni....11)I ofPlorido. N1 RJghIs ~ Pagelof2 I I I I I I I I I .. I I I .. I I I 1- Vmion 4.1' I nNO-WAYSTOPCONTROLSUMMARY General Information Site Infonnation , ~:Iyst PB Intersection EI Charro/l~5BO EB ramps encylCo. TJKM urisdlction City of Dublin bãte Perfo!TT1ed 7/1612003 AnalysisYear Baseline + Project ~aivsis TIme Period AM Peak PrOfect Description 157-164 l=astIWest street t-580 EB Ramos ' INoIthlSouth Street EI Charra , ntel1ilection Orientation: North-South ISt\.Idy Period-lhl1il): 0,25' ~ehicle Volumes and Adiustments Malor Street Northbound ' , Southbol/nd Movement 1 2 3 4 5 6 L T R L T R lVoll/me 0 101 ' 22 215 44 0 Peak--Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 HoUriVAow Rate. HFR 0 112 24 238 48 0 Percent Heavy Vehicles 0 - - 0 - - I, Median Tvee Undivided RT Channelized 0 0 Lanes 0 1 1 0 1 0 Conflouratlon . T R LT lJDstream ~nal 0 , 0 Minor Street Westbound Eastbound lM""ovement 7 8 9 -c- 10 11 12 L T R L T' R Volume 0 0 0 147 6 63 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Houriv Flow Rate HFR 0 0 0 163 6 70 Percent Heavv Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Aøproach N N Storage 0 --- , 0 RT Channelized 0 0 Lanes 0 0 0 0 1 1 IConflQl/ratlon LT R , Dela". Queue Lenoth and Level of Service A.pproach NB S8 Westbound Eastbound Movement 1 4 7 8 9 10 11 ' 12 Lane Configuration LT' LT R (vph) 238 , 169 70 C (m) (vph) 1461 365 1027 Ie 0.16 0.46 0.07 95% queue length 0.58 2.36 0.22, Control Delay 7.9 23.1 8.8' LOS A C A APproach Delay - ' - 18.9 , Approach LOS - - C > ~t_. 11,.....\ n.......t ._.......w-.OL .,n...""",~O/_ ...,nC.-d+,,",,,~\DI~.-r'I::::I."n.~\1 n~~lgL. .,n<::.ot+inn~\TQmn\1; I'" 711~rmn7 I I I I .' I, I~ I' I: I, Ii I~ I: I: I', I' I.: 1-: .. TWO--Way Stop Control Page lof2 TWO-WAY STOP CONTROL SUMMARY Generallnfonnation , SIte Infonnation Analyst PB ntersection S ChaTTDll-580 EB ramps ~fnCY/Co. TJKM Jurisdiction City of DUblin ate Performed 7/1612003 Analysis Year Baseline + Project sls Time Period PM Peak , Proiect DescrlDtion 157-164 , , st Street 1-580 Eß Ramos North/South Street S ChaTTO , Intersection Orientation: North-South Studv Period (hrs): 0.25 Vehicle Volumes and Adlustments lNIaior street , Northbound , Southbound Movement 1 2 3 4 5 6 L T R L T R Volume ,0 70 76 ' 132 121 0 Peak-J-Iour Factor PHF 0.90 0.90 0.90 0,90 0.90 0.90 Hourtv Flow Rate, HFR 0 77 84 146 134 0 Percent Heavv Vehicles 0 - - 0 - - lIIadian TYee UndMded RT Channelized , 0 , 0 Lanes 0 1 1 0 1 0 ::OnflQuration T R LT Jpstreem Sional ' 0 0 Minor Street Westbound Eastbound , Movement 7 B , 9 10 11, 12 " L T R L T R Wolume , 0 0 0 205 ' , 10 ' . 18 Peak-+tour Factor PHF 0.90 0.90 0.90 0.90 0.90 , 0.90 Hourly Row Rate, HFR 0 0 0 227 11 20 Percent Heavy Vehicles 0 0 0 0 0 0 ~ercent Grade (%) 0 0 , Flared Approach N N , :¡Wrage 0 - 0 RT Channelized , 0 0 ~nes 0 0 0 0 1 1 Confiouration --c- LT R Delav, Queue Lenrrth. and Level of Servlc:a , , o\pproach ' NB SB -c Westbound , Eastbound Movement , 1, 4 7 ,,8 9 10 11 12 Lane COnfiguration LT LT R " (vph) 146 --c- 238 20 C (m)(vph) " 1430 448 920 "/c 0.10 0.53 ,,-n.02 95% queue length 0.34 3.05 0.07 Control Delay 7.8 21.8 9.0 LOS A C A Approach Delay - - 20,8 , , Approach LOS - - C > Copyrip¡t C 2000 University of Florida, All RjßbIo_ Venion4.la -. ...... ~.... .. AI .,.,..~._ ~^I """""'~.I..i..I___' ""Ii~-.___...J\. __I", .,nC"...................\T...._....\. ,"') ""7/4 J:. l"1nn.':) Two-Way Stop Control Copyrigbt 0 21)00 Uoi\'a>i1¡r ofFlorido, AJllUgIIts Ii.<=vod V~Œl4.1& 1 I I I ." I I I I I I I I I I I I I- I: Page 1 of 2 ~~WAYSTOPCONTROLSUMMARY lGenerallnformation Išlt.e Information Analyst PS Intersection FallonA-580 WE Ramps ~encyICo. ' TJKM urisdlction CIty of DublIn Date Perfonned 7/16/2003 Analysis Year Baseline + Project Anaivsis Time Period AM Peak , Prolect DeseriÞtion 157-164 , EasllWest street 1-580 we Ramos NorthlSouth Street Fallon' IntersectionOrientalion: North-$out/l study Period (hrs): 0.25 Vehicle Volumes and Adlustments , , Malor Street Northbound Southbound Movement 1 2 3 4 5 ,6 L T R L T R Volume 104 139 0 0 223 189 Peak-Hour factor PHF 0.90 0.90 0.90 0.90 0.90 0.90 HourlY Flow Rate HFR 115 154 0 0 247 210 Percent Heavy Vehicles 0 - - 0 - - Median Tvpe Undivided RT Channelized 0 0 Lanes , 0 1 " 0 o ' 1 0 Configuration LT TR Upstream Slanal 0 0 , Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 33 12 92 o . 0 ' 0 Peak-Hour Factor PHF 0,90 0.90 ' 0.90 0.90 0.90 0.90 HourlY Flow Rate. HFR 36 13 102 0 0 0 , Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Rared Approach N " N IStorage 0 " "- 0 RT Channelized 0 0, Lanes 0 1 , 1 '0 ' 0 0 ¡Configuration LT R , Delav. Queue Lenath. and Level of Service ~proach NB SB westbound " Eastbound Movement , 1 4' 7 8 9 ' 10 11 12 Lane Configuration LT LT R , Iv (vph) 115 49 102 Þ (m) (vph) 1114 323 897 file 0.10 0.15 0.11 , 195% queue length 0.34 0.53 0.38 Control Delay 8.6 18.1 9.5 LOS A C A Approach Delay - - 12.3 IApproach LOS - - S > ~I_. Ilr.\I"\......,... ._^~/~ ~n""'II"\.,·UI'- "')nc:i!!!d+,II"I....u'.\Olin"l.'=!It"in...,.I\1 ^,.'!!t.IO/~ .,nC'...w.I___''''''___\. ",",\ -',J,. ,....^^... I I I I I I, I .' I: I, I, I" 'I: I I I I I I Two~Way Stop Co~1 Page lof2 TWO-WAY STOP CONTROL SUMMARY Generallnfonnation Site Infonnation ~alyst PB nter8ection Fal/onll-580 WE Ramps ~gency/Co. TJKM ~urisdiclion City of Dublin Date Performed 7/16/2003 ~alys¡s Year Baseline + Project ~alvsÎS Time Period PM Peak Project DescriDtlon 157-164 , , lEastI'Nest street '·580 WS Ramos 'lNorthlSouth Street FaRon Inter8ection Orientation: North·South !Studv Period {hr8: 0,25 Vehicle Volumes and Adjustments Major Street , Northbound Southbound lIIovement 1 2 3 4 5 , 6 L T R , L T R "olume 64 200 0 ' 0 264 162 "eak-Hour Factor. PHF 0.90 0.90 , 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 71 222 -:-0 0 293 180 Percent Heavy Vehictes 0 - - 0 - - Median Type -:- Undivided RT Channelized 0 , 0 Lanes 0 1 0 0 1 0 .,OfInDUratiOn LT TR ~tream Sicnal 0 0 , Inor Street , Westbound , Eastbound , Movemenl 7 B 9 10 11 12 L T R L T R Volume 28 6 219 , 0 0 0 Peak-Hour Factor PHF 0.90 0.90 0.90 0.90 0.90' 0,90 Hourlv Flow Rate, HFR 31 6 243 0 0 0 Percent Heavv Vehicles 0 0 0 ,0 0 , 0 Percent Gl1!de (%) 0 0 , Flared Approach N N Storage 0 0 , RT Channelized 0 I 0 Lanes ' 0 1 1 0 0 0 Confiouration LT R . Delav. Queue lenath and level of SelVice ~proach NB . se Westbound Eastbound Movement 1 4, 7 8 9 10 11 12 Lane Configuration LT LT R (vph) 71 37 243 :;(m)(vph) 1099 343 823 Ie 0,06 0.11 0,30 - ~5% queue length 0.21 0.36, 1.24 Control Delay 8.5 16.8 11.2 LOS A C B I>,pproaeh Delay - - 11.9 Approach LOS - - B > Copyright C 2000 UnÎv<l<iily of Florida, Alllligbls R=rvod VersÎoa4.1:a. '-'i'J ~. , ,~.\ ,,__. ____'--f'l1 .,n..._...Jnl .,nr"-w.;~.......\ nn~"",,__..,...I\1 ",...~IO/_ ")nCcd+ln,.,~\T.c:torT'lln\ II" 7 /1 ¡; l'Jnn':! um u : J r.~n I'" ~rl~ 1: II ~: ~ ß CII 1:C P. õ:~ ü '" R II ~~ t '~ In;; " " " "" ¡ I ' ~I " .. 1i1~~ ^.. CII II ä ....c¡:¡ 10 ~I'U"I! $ -: ¿ E . ¡II ~¡::::I'O 0, .. .. . ..<>->. &.I:i! ~ N ! "4l1c :I-~'O a ~"~ I=~ I. L. a. 11_ I C.!2 1_ to- H"';" ... V .\1 CII 1« iB"I"- : "'";ill ""111"'" I I- H _ II'" I II-II I rlrl~~¡~i _ _ W~, W ~ o ... w z;: I VI _ aq:!' I "8 1.1.15 10( I SilO n!; g: t;:: ...JIIU__r.'IIUI U~= U:(j n 1111"'"11 ~ ~I~~ 'S.. "''' , ..g .. 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",N I I I I I I I I I I I I I I I I I I I I I I I FINAL A Traffic Study for the Proposed Dublin Ranch West Development In the City of Dublin September 5, 2003 Prepared by: T JKM Transportation Consultants 5960 Inglewood Drive, SuIte 100 Pleasanton CA 94588-8535 Tel: 925.463.0611 Fax: 925.463.3690 Z:IDIDublln\157·164 Dublin Ranå> WesllReporMJ090503 FilaLdOC ~Tran..portatlon Co....ult..nts FINAL A Traffic Study for the Proposed Dublin Ranch West Development In the City of Dublin September 5, 2003 PLéASANfON . SANTA ROSA I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I TABLE OF CONTENTS INTRODUCTION AND SUMMARY ..,~........~...........,..........................._................~,........~...-.............~,_.. 1 INTRODUCTION ..... .......... ........ ................................................................. ......... .................. ... ............................ 1 S1JMM/IltY ............................................................................................................ ......,....................................... 1 PROJ£cr"SP£CIFlCMmGAI10N ..........................................................................................................................4 INTERSECTION ANALYSIS MEmODOLOGY..._........,...........................·..·.........·........·...··..·.._............. 6 STUDY INfERSECTlONS AND SCENARlOS ............. ................... ....................................... ................. ................ ... 6 LEVEL OF SEIlVICB ANALYSIS METIlODOLOOY ..........................................................................,...................... 7 Signalized Intersectiom ... .............. ...... ............... ................ .............. ....... ................ ............. ......... ...--.......... 7 Unsignalized InlasecMns..... ..................... ....................... ................ ............. ...... ......... ......... ...................... 7 SIGNIFICANT IMPAr::r CIU'TBRIA ..............,.... .................... ..................................................................... ............. 7 EXISTING CONDIDONS ....................~................._....._..............................................._............_..~.,......... 8 RoADWAY NETWORK ........................................................................................................................................ 8 LEVEL OF SERVlCB ANALYSIS (EXISTING) ....................................................................................................... 10 EXISTING PLUS APPROVED (BASELINE) CONDmON .......,..................~.....~.......~.................._...... 1~ METHODOLOGY .................................................................... ........................................................................... 13 TRIP GENERATION ........................ ......................... ...... ............. ............. .......................................................... 13 TRIP DIS1RIBUTION AND AsSIGNMENT ........................................................................................................ .... 13 L!;VEL OF SERVICE ANAL Y81S (BASELINE) ............................ ..................... ..................................................... 14 EXISTING PLUS APPROVED PLUS PROJECT ....~.....................~................,_.....-...................._......... 17 METHODOLOGY ............................................................................................................................................... 17 PIlOJECTTRIP QENBAATION....................................,...............................····....·..·............................................. 17 PROJECT TRIP. DISTlUBUTlON AND ASSIGNMENT ................................. ............................................................ 18 PLANNED ROADWAY IMPROVEMENTS ............................................................................................................. 18 LEVI!L OF SERVICE ANALYSIS (BASEUNE + PROJECT) .................................................................................... 18 MrnGA TlON OF PROJ11r::r IMI'ACTS........................................ ......................................................... .................. 22 BUILB01.IT CONDmONS .._._..._............_...._..~............._..,.............._,.......~'-_...-......_-..~.._.. 23 METIlODOLOGY ...........................................................................................................................,................... 23 BUILDOUTROADWAY lMPROVEMENTS............................................................·..·..............···..··....................... 24 LEVEl.. OF SERVlCB ANALYSIS (BUIU>OUT) ................................................................. ............................. ....... 24 ROADWAY SEGMENT ..ANALYSIS.~............._...._._..,.._...'''-'''''''''''''--'''''''''''''''''·-'''''''·'''·'''· 28 FREEWAY LEVEL OF SERVICE ANALYSIS...-................-.............·..--·-........·.......·...........·..·..· 29 CONCLUSIONS....._............_.......~..._....._............................-..._.,.................~_............................._........ 30 STUDY :REFE:RENCES._..............,......~.._...._.............................,..·..·.............·...._..,.._.~.._......_.._... 33 TJKM PERSONNEL .......................................................................................................................................... 33 PERSONS CONSULTED .....................................................~... .................................................................. .......... 33 APPENDIX A - LEVEL OF SERVICE METHODOLOGY APPENDIX B - LEVEL OF SERVICE WoRXSEEETS' ExJSTING APPENDIX C - LIST OF APPROVED AND PENDJNG PROJECTS APPENDIX D - LEVEL OF SERVICE WoRKSHEETS: BASELINE APPENDIX E _ LEVEL OF SBRVICE WORKSHEE'IS; BASELINE PLUS PROJECT Al'PENDJ::{ F ... LEVEL OF SERVICE WORKSHEETS: BUILDOur LIST OF TABlES TABLE I: IN'rERSBCTIONLSYELS OF SERVICB- ExISTING CONDmONS .............................................................. 11 TABLE n: INTERSECTION LEVELS OF SERVICE - BASELJNE CONDmONS ............................................................ 15 TABLE ill: PROPOSED PROJECT Ti\JP GENERATION ............................................................................................. 17 TABLE IV: lNreRSBCTION LlWELS OF SERVICE- BASELINE PLUS PROJECT CoNDrnONS ................................... 21 TABLE V: INTERSECTION LEVELS OF SERVICE - BU1LDOUT CoNDrnoNs ........................................................... 26 TABLE VI: SUMMARY OF FREEWAY ANAl.YSIS.................................................................·............·...............··... 29 LIST OF FIGURES FIGURE 1: VICINITY MAP ....................................................................................................................................... 2 FIGURE 2: PRoPOSED SITE PI.AN .............................................. ,...............,.......... .................................................. 3 FIGURE 3: ExISTING LANE GEOMETRY .................................................................................................................9 FlOUR!! 4: EXISTING TURNING MOVEIdENI' VOLUMES ........................................................................'.............., 12 FIGURE 5: BASBUNE TuRNING MOVEMENT VOLUMES ....................................................................................... 16 FIGURE 6: PROJECT Ti\JP DISTIUIIUTION ASSUMPTIONS ...................................................................................... 19 FlOUR!! 7: BASEUNE PLUS pROJEC'!" Tt.mNING MOva.\ENTVOLUMES ................................................................ 20 FIGURE 8: BUIl.DOUTTuRNINO MOVEMl!NTVOLUMES ...................................................,.................................. 25 I I I I I I I I I I I I I I I I I I I I I I I I I I I :. I I I I I I I I I I INTRODUCTION AND SUMMARY lDtrodnction This report presents the results of TJKM:'s 1raffic impact study of the proposed Dublin lùmch West develop¡nent to be located in Eastern Dublin. The project is located to the west ofTassajara Road and north of North Dublin Ranch Drive, at a site that is cmrcntly vacant. The development is assmned to consist of 656 single.family housing units and 438 nlUlti-family housing units. The project vicinity is shown on Fig1Jl"e 1. Access to the proposed project is via two future access roads. The southern access road will form the fourth (west) leg at the existing Tassajara RoadlQuany Lane School driveway intersection. The northern access road will connect Tassajaxa Road across the s\Teet from a future street that will serve the future residential development to be located on the east side of Tassajara Road, north of Quarry Lane School. The northern access road will service the project site more directly, and is e¡rpected to carTY the majority of the project traffic. The project site plan is shown on Figure 2. The purpose of this traffic stUdy is to evaluate the potential traffic 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 study primarily focused on evaluating conditions at eighteen existing and four future study intersections in the vicinity that may potentially be impacted by the proposed project. The intersection operating conditions were evaluated II!lder four scenarios: 1) Existing . 2) Baseline (Existing plus Approved) 3) Baseline plus Project Without Fallon Road Connection 4) Buildout plus Project with Fallon Road Cmmection SI1mn1111'Y The proposed project is expected to generate 715 a.m. peak hour trips and 934 p.m. peak bour trips. Currently, all existing study intersections operate at acceptable levels of service. They are all expected to continue to operate acceptably under the Baseline and the Baseline plus Project scenarios. Under BuHdout conditions, twenty of the 22 study intersections are expected to operate acceptably during the peak hours. The intersections of Dougherty RoadlDublin Boulevard and Hacienda DrivelDublin Boulevard are expected to operate mlacceptably during the p.rn. peak-hour. The recommended mitigation for the Dougherty RoadlDublin Boulevard intersection includes the installation of a forth exclusive through lane on eastbound Dublin Boulevard and an exclusive right- turn lane on westbound Dublin Boulevard. Mitigation for the Hacienda DriveiDublin Boulevard intersection would also be the installation of a fourth through lane on eastbound Dublin Boulevard. However, these improvements are not feaslcle given the physical constraints at the intersections. On a periodic basis, the City should monitor the operations of these two intersectionS on Dublin Boulevard, as well as other intersections at the 1-581) interchanges, during the p.m. peak hour. Level of service analysis for these two intersections should be updated as forecast peak hour volumes become available. Traffic study for the DUblin Ranch West Development T JKM Transportation Consuitants Page 1 September 5. 2003 i: !/ oJ· Œ/ , / Iii ,/ ~~I "~ /,/ , , .. ~ Ii ~ I: .e ! - II~J! " e . .. . .. .. :a, ~ .i! z .:: <:.. .J æ '" I· ~ eo I i ~ .. nI€ ð! ....:î g '¡¡ z .._a_ , · · ~f!!~~-~... of:,"· !OOUf!!I: / ' · · · · · · · · · , · · · · · · · ¡:¡ ."""""",, · · , · .. .. .. , . ......." " ~ \ --------~---- 'i ¡ (',"""" ~ t :¥. \ _'!'-~' ~ ¥ ----lQ.--\-' -. "--. " -"- _\~ \\ Ii ! --- Q ~ ::'~_._l~mJ U'''w w~ !.,.. = 1Stf'o'5)NNYI;IS .... m .,...,.... §'. ~ 'au'WUwrw'S£V~-j. ,. g 8 ;¡ ".. .....~ ~ ~-"'-;i¡¡¡ÎÕi·· "}.. '.1 ...........____-....~ -........ .. ~o_ . ........ " --- -, '- ./ ~ ~ i .. '" ... ~ Q ~ ~ " "O>ICflCHW a " ¡j ¡¡ .""""""""",, ~ I ~I I I I I I I I; I I I I I!! 6,..- ¡¡ ..... en () sc. C.c CO :=t.'I:æ5 .cC ::¡ cø ::... C a:: :E:: Õ,£ s:: :>.25 Õ :=:::s.- Uc> I I I I I I I I I I I I I I I I I I I '''''~, r.,o5'l~--;¡ r.,o~~-::;-,;..(øI' <'¥""'" .~ tt; \ .\~..... ..........-.-.-, , \ \ ; I . l \ ...... -on Cra.k '''\ Op" S_ i ....- '. " '. , " , , Op,.s_ " " " " " " " " , Mod_HløII O.....,R,.¡.ordI8l , \ , \. \ ) r '- \ , I i -, \ . \.... City of Dublin Dublin Ranch West Proposed Site Plan 1.57-164· i!iI3Iœ ~ F'L ,-- .-- 1IIo.1o......1gI\ OIlllOllyRosI_1 ¡¡ North Not 10 Scale Figure ~ 2 Ta¡;sajara Road between North Dublin Ranch Drive and Pr~ect Northern Access would need to be wickned to four lanes under the Existing plus Approved plus Project conditions. Tassajara Road between North Dublin Ranch Drive and Project Northern Access wol.Ùd need to be widened to six lanes under the Buildout conditions. Tassajara Road between Project Northern Access and Fallon Road wol.Ùd need to be widened to four lanes under the Buildout conditions. However, tl:ris segment ofTassajara Road should be improved to six lanes under Buildout conditions to provide for continuity of traffic flow on Ta¡;sajara Road to the Dublin/County limit. Two lanes wol.Ùd be satisfactory in this area under the Existing plus Approved plus Project conditions. Tassajara Road between Fallon Road and Dub\inlCoWlty Limit would need to be widened to six1anes wder the Buildout conditions. Two lanes would be satisfactory in this area 1.U1der the Existing plus Approved plus Project condi1ions. . Even without the project, four study ¡pajn)ine segments on 1-580 and two study segments On 1-680 are all expected to openote unacceptably in Year 2025. The addition of the project trips to these ñeeway segments wol.Ùd be considered a significant, unavoidable cumulative impact. PrOjlWt~splWific Mitigation a Install traffic signals at t1ie two project ac=s roadways due to safety considerations along , Tassaj am Road. o 'Provide an eastbound 350.foot right-turn lane on the project main access roadway at Tassajara Road to accommodate the approximately 408 vehicles dwing the a.m~ peak hour. o Provide dual northbound left-turn lanes from Tassajara Road onto the project main access roadway, considering that approximately 449 vehicles are expected to ma.kJ: tl:ris movement to access the pr~ect site during the p.m. peak hour. Each lane should be approximately 225 feet long and served by a 120 feet taper. a Provide a 125-foot northbound left-turn lane with a 90-foot taper from Tassajara Road onto the project southern access roadway, considering that approximately 121 vehicles are expected to ¡nake tl:ris movement to access the project site during the p.m. peak hour. a Provide a lOO-foot southbound right-turn pocket with a 90-foot taper on Tassajara Road at both acCess roadways due to safety consideration. a Restrlpe the currently closed off second eaStbound left-turn lane on Dublin Boulevard at Tassajara Road and open it to traffic, considering that the p.m. peak hour volume for this left-turn movement is expected to be 326 vehicles with project traffic. a Widen Tassajara Road between North Dublin Ranch Drive and Project Northern Access to four lanes (two exist) to accommodate E~sting plus Approved plus Project conditions, " In addition, the project should con1ribute a pro-rata share toward funding the following improvements; Traffic Study for the Dubiln Ranch West Development T JKM Transportation Consultants Page 4 September 5. 2003 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Adding a shared right/left-tum lane on the 1-580 Eastbound Off-ramp at Hacienda Drive as identified in the East Dublin Properties EIR.. Improvemen1>; for the intersection of Dublin Boulevard/Dougherty Road as evaluated in this study under the Buildout conditions. The applicant should advance to the City applicable monies for acquisition of right-of-way and construction of the improvements assumed in this study. The amount of =ey advanced to the City should be based on the developer's fair share of the deficit (spread over those prDjeets which are required to make up the deficit) between fimds available to the City from Category 2 Eastern Dublin Traffic Impact Fee fimds and the estimated cost of acquiring the right-of-way and oonstruc1ing the improvements. The City should provide credit for Category 2 Eastern Dublin Traffic Impact Fee to the developer for any advance of monies made for the improvement planned for the Dublin BoulevardlDougherty Road intersection. o The project will be requited to pay the Tri-Valley Transportation Development (IVTD) Fee for its proportionate share ofI-580 and 1-680 improvemen1>;. The project will also pay its proportionate share toward public transportation improvements (e.g., West Dublin BART and the Express Bus Service) in the Tri-Valley Area by payment of the TVTD Fee. Traffic study for the Dublin Ranch West Development T JKM Transportation Consultants Page 5 September 5, 2003 INTERSECTION ANALYSIS METHODOLOGY Study Intersections and Scenarios The study focused on evaluating conditions at the following 18 existing and four future intersections that may potentially be impacted by the proposed project; 1. Dougherty RoadlDublin Boulevard 2. Hacienda DrivelI-580 Eastbound Ramps 3. Hacienda DrivelI-580 Westbound Ramps 4. Hacienda DriveJDublin Boulevard 5. Hacienda Drive/Centra! Panway 6. Hacienda Drive/Gleason Drive 7. Santa. Rita. RoadlI-580 Eastbound RampsIPimlico Drive 8. Tassajara RoadlI-580 Westbound Ramps 9. Tassajam RoadfD\lblin Boulevard 10. Tassajam Road/Central Parkway 11. Tassajam Road/Gleason Drive 12. Tassajam RoadISoutb Dtlblin Ranch Parkway 13. Tassajara RDadINorth Dtlblin Ranch Parkway 14. Tassajara Road/QuarrY Lane School Driveway/Southern Project Street 15. Tassajara RoadlNorthern Project Street (Future) 16. Tassajara RoadlFaIlon Road (Future) 17. E1 Chmro RoadIl-580 Eastbound mnps 18. Fallon RoadlI·580 Westbound mnps 19. Fallon Road! Du.blin Boulevard (Future) 20. Fallon Road/Gleason Drive (Futw"e) 21. Fallon Road/Antone Way 22. 'Hacienda DriveJMartineI1i WaylHacienda Crossings The following four scenarios were addressed in the study; · Existing Conditions - This scenario evahIates existing (between December 2002 and Febtuaxy 2003) traffic vohnnes and roadway conditions based on traffic counts and field wrveys. · Existing plus Approved (Ba.yelille) Conditions- Existing land use conditions plus future traffic from approved projects in Du.bliD, P1easanton, and Dougherty Valley. Approved projects consist of developments that are either under construction, are built but no! fully occupied, or are unbuilt but have final site development review (SDR) approval. · Baseline plus Project Conditions without Fallon Road Connection - This scenario adds traffic fi:om the proposed Du.blin Ranch West project to Baseline Conditions. · Eastern Dublin Buildout with Fallon Road Connection - This scenario adds traffic from pending and bui1dout projects in Dtlblin, Pleasanton and Dougherty Valley, to the Baseline plus Project Conditions. This scenario was analyzed with the connection of Traffic study for the DUblin Ranch West Development T JKM Transportation Consultants Page 6 September 5. 2003 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Fallon Road to Tassajara Road as well as other expected City roadway improvements. It represents the worst-case scenario for buildout traffic conditions on Fallon Road. Level of Service Analysis Methodology Signalized Intersections Peak hOW" intersection conditions are reported as vohune-to-capacity rylC) ratios with couesponding levels of service. Level of service ratings are qualitative descriptions of intersection operations and are reported using an A through F leUer rating system to describe travel delay and congestion. Level of Service (LOS) A indicates fi:ee flow conditions with little or nO delay, while LOS F indicates jammed conditions with excessive delays and long back-ups. The operating conditions at signalized study intersections were evaluated using the Intersection Capacity Utilization (leu) methodology adopted by the Contra Costa Transportation Authority (CCTM. This method provides an overall intersection level of service. AppendiJ< A contains a detailed description of the methodology. Unsignalized Intersections Level of Service was evaluated using the 2000 Highway Capacity Manual (HeM) Unsigna.lized Intersections methodology at STOP-controlled intersections. The method I'3l1ks 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 descnoed in detail in Appendix A. Significant Impact Criteria Intersections. An impact would be sigDificant if an intersection previously mitigated to an acceptable level would now exceed acceptable levels. In addition, an impact would be significant if a new intewction is identified as exceeding acceptable levels and if S\1Ch intcrsectiOJ> was not previously identified in the Eastern Dublin EIR as a study intersection. The General Plan standard requires that the City strive for LOS D at intersections. (General Plan Circulation and Scenic Highways Guiding Policy F). Roadway Segments. With respect to routes of regional significance, an iropact would be significant if a road has been identified since certification of the Eastern Dublin EIR as $\lOb a route and S\1Ch routes would fail to comply with the applicable standard of the Generel Plan. The General Plan requires the City to make a good faith effort to !11SÙ1tain 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 measmes to improve the level of service. If such improvements are not possible or sufficient, and the Tri- Valley Transportation Council CanDot resolve the matter, the City may modify the level of service standard aSS1.U11ÎJlg other jurisdictions are not physically impacted (General Plan Circulation and Scenic Highways Guiding Policy E [e.g. Level of Service D)). The maximum Average Daily Traffic (ADT) threshold standards of the General Plan for fow-Iane roadways (30, 000 vehicles pel" day), six-lane roadways (50,000 vpd), and eight-lane roadways (70,000 vpd) are used to determine the through lane requirements. Traffic Study for the DUblin Ranch West Development T JKM Transportation Consultants Page 7 September 5. 2003 EXISTING CONDITIONS Roadway Network The project site and SUlI"oWlding study area are illustrated in Figure I. hnportant roadways serving the project site are discussed below. Interstate 580 is an eight-lane east-west freeway that connects Dublin with local cities such as Livermore and Pleasanton as well as regional origins and destinations such as Oakland, Hayward and Traçy. In the vicinity of the proposed Project, 1-580 carries between 184,000 and 196,000 vebicles per day (vpd) (according to Caltrans' 2002 Traffic Volumes on California State Highways) with interchanges at Dougherty RoadIHopyard Road, Hacienda Drive, Tassajara Road/Santa Rita Road and Fallon RoadiE! ChaIro Road. Dublin Bou/evo.rd is a major east.west arterial in the City of Dublin. Dublin Boulevard, west of Dougherty Road, is a four to six lane divided road fronted largely by retail and commercial uses. Between Dougherty Road and Tassajara Road, Dublin Boulevard is a sÌJ<·lane divided arterial fronted primarily by residential, commercial and vacant lmds. Dublin Boulevard extends east ofTassajara Road to Keegan Street as a fow--to-five lane roadway fronted by new residential development. Tossajaro Road connects with Santa Rita Road at 1-580 to the south and continues north to the Town of Danville. It is four lanes wide between 1-580 and North Dublin ~h Road. North of the Contra Costa COWlty line, it is named Caroino Tassajara. Camino Tassajara is used primarily for local tr>ú'fic in the Tassajara Valley, with some through traffic. Santa Rita Road is a six-lane divided urban arterial from the 1-580 interchange south to Valley Avenue. It serves the east side of Pleasanton, including the Hacienda Business Park, and provides access to the downtown PleasantOn area. Central Parkway is a two-ta-three lane east-west collector that extends ftom Amold Road to Keegan Street (east ofTassajara Road) and being planned for an extension east of Fallon Road as part of the East Dublin Floperties project. Hacienda Drive is an arterial desig¡¡ed to provide access to ¡-S80. North ofl-S80, Hacienda Drive is a two-to-m-lane arterial ruming in the north-south direction ftom Gleason Drive southerly to 1-580. It is priInarily fronted by commercial, office and residential uses. South ofI-580, Hacienda Drive is a six-lane divided road, a major arterial in the City ofPlea.santon. Figure 3 illustrates the existing lane geometry and intersection control at the 18 existing study intersections. Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 8 September 5, 2003 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Iral'Hdkln .... ~~...aDa a _.113 _.114 _n~ .....-...:tioo. Du....roouherty K.-JI.S80EB"'_ _.wa_ "'-- - .....di&lGléüon "-- w ¡ ~ .- w "-- .- .. 5HF .- ~al,.,l,., F , ).. )"l,., ¡: .- ,. :::. ~ tIr ~ ttt~ tt~ .J tIr - r - - - oc.... --... oi:'O ~ f IE mttl"llcdo"wr 1n_18 _do. 19 _1111 lrtt8nødlon #12 ...,RltaJI.S8.EII__ '....._WBR_ T I" - T 1rWS. Dubßa Ran~ .. ~OI. .. ~ g¡ f l,.,1: ~ l,.,F F ..tl.. >= )+ ) ).. )) ) ~ tttt-- tt~ :::. 'ttr .J tt -::; ~ttr" w --... --... .....--... IE m_ 113 _.1114 "' .. d16 ..1117 .._111 T."I.JIUØlN. DubIn RilIIdt T ¡~.any LaM School Tn.. -. T _WMoIo. ElO~_'EB_ FlOcalJoSaO WE! ) .JL ..... ,. ~~ l..." ,. ~" FI1TURE FUTURE .J~ ~ttr tr -4. tr -:t" --... -- ..... Being Slgnaa:.d one.Way Stop One-WIIyStq;) an.-w.y SU\p -- _120 ........... F_'" FoIlonlGloooon FaII.- FI1TURE FUTURE' )+.: --"~ ~tt' --...~ """'" .. ...- .... .......- .¿ I........ " ""-~'" ~...~~ ill<1en_daOrolll.. LEG!ND . EØ6lglliacllDtfIlß o fun.B9 L..,MeUQß .. Ptooot - ........ Rood ..___"""""Rood ~ e ~: ~~ 1..t.Æ.e<I ") ....:/ , , " \ , ,I ,.../ ii" ~ I¡~ ~..-_._- "7--"\ ~.. !. " . , . , ~_.. ;9~~·~..~",. --~---~--- ., _on.' ;Alti(lt/i.1/I'I' ~~~ I , . ,-"~' ¥I'f" ,~"'~-;/ I I___..r"'~ I -.. . t .'*-I , 1;n-I-~ \" '. : it i! 10· ., r ¡ .J.~¡ : & I ~: , ' , , 6 , "-: .. ii I / .' .... ...' s I ¡¡ -- ... ~ ~ """",on. i ;; North Natla Scale City of Dublin Dublin Ranch West Existing Lane Geometry Figure 3 ~ 157-164-eI5Io3- ~ Level of Service Analysis (Existing) The existing a.m. and p.I13- peak hour traffic volume counts were conducted at tbe 17 existing study intersections between December of2002 and February of2003. The existing intersection of Fallon Road! Antone Way was not included in the existing condition analysis, because cutrently it primarily serves constroctÍon traffic Úl the area. Figure 4 shows the current peak hour tumÚlg movetneIlt volumes at the study ÚlterseCti0D8. Table I summarizes the results of the intersection level of service analysis for existing conditions. Detailed calculations are conlaÚled Úl Appendix B. Currently, all 17 study intersections operate at acceptable service levels during the peak hours. Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 10 September 5, 2003 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I TA!lLE I: INTERSECTION LEVELS OF SERVICE - EXJSTING CONI>lTlONS 10 Signalized Intersections Count A.M, Peak Hour P.M. Peak Hour Date vIe LOS vie LOS Dougherty RoadIDublin Bculevard Feb 2003 0.66 B 0.76 C 2 Hacienda Drivell-580 Eastbound Ramps Feb 2003 0.48 A 0.51 A 3 Haciende Drivel1-580 Westbound Ramps Feb 2003 0.42 A 0.42 A 4 Hacienda DrivelDubin Boulevard Feb 2003 0.28 A 0.38 A 5 Hac:iènda Drive/Central Pañ<wey Jan 2003 0.32 A 0.32 A 5 Hacilillda DrlveiGleoson Drive Dee 2002 0.11 A 0.08 A 7 Santa RItaII-580 Eastbound RampS/Plmflco DrIve Feb 2003 0.54 A 0.54 A 8 Tassajara Road!1,580 Westbound Ramps Feb 2003 0.35 A 0.39 A 9 Tassajara Road/Dublin Boulevard Feb 2003 0.25 A 0.36 A 10 Tassajara RoadJCentral Part<way Jen 2003 0.29 A 0.23 A 11 Tassajara Road'G\eason Drive Dee 2002 0.33 A 0.36 A 12 Tassajara RcadlSoutl1 Dublin Ranch Drive Jan 2003 0.30 A 0.26 A 15 Tessajara RoadINorthem Proeot Access 16 Tassajara RoadlFallon Road 19 Fallon RoadIDubfln Boulevard 20 Fallon RoadIGleaaon Drive 21 Fallon RoadIAntooe Way 22 Hacienda Dr JMartineDl WaylHacienda C~ng. Count A.M. Peak Hour P.M. Peak Hour ID U nslgnalized Intersectlon$* Date Delay Delay (8eoJveh LOS (sQc/veh) LOS 13 Tassajars RoadlNorth Dublin Ranch Drive Dee 2002 _ Westbound North Dubin Ranch A roach 17.5) C) 14 Tessajo RoadlQuany Lane School Driveway Dee 2002 _ Westbound aualT"f Lane Sohool Drivewa (18.2) 17 EI ChaI10 RoadI1-5SO Eastbound Ramps Dee 2002 _ Eastbound 1,580 EB Of!-ramp Approach A) 18 Fallon RoadI1-580 Westbound Ramps Jan 2003 . Westbound 1,580 we Of!,ramp Apprœch (10.2) (B) Note.: vie ~ volume. to capacity ratio; LOS = Level of Servioe; XX (X.X) " Overall Intersection Delay or LOS (Minor Movements D<Jlay or LOS). "HCM 2000 methodology does not report tha overall intersection delay for one-way STOP Intersactions. Traffic Study for the Dublin Ranch West Development T JKM Transportaüon Consultants Page 11 September 5. 2003 __112 Ho_EB_ Ii ~ 591 (....)..<1 jJ!. 1,01I7(æ'..... ~j =r., ::;~ ~_f18 T.m_WI! 111>11"" ~ ~:¡ "-= ~ ¡rS55 ¡m¡ ¡r U ~~ _'13 hI1n.....1tI4 TanaJanIN. Dublin Ranc;:þ TaBll:II~lIrry l.ana Sehocl ~;m ~ GtnSONDII. 6 II I , I z cdIJN ..va. . I ¡!~~2:l i g . , ~ North I Not 10 Seal9 ~ ~ .. FoIIoo/Du.... ii _m _omI._oI ~r ;~ }fJis) if !¡! -- """.._WI! 114_ m ~,~= if = ~ -- T_J-ÐublIIt ~ ""€.....fih - 71 :;. 'I¡. ¡r14( as ¡r ¡t11 ..,. 1"(81 - lI1t<no:llonltl$ T. _ ~ i l' FlllonIGlWlon ..., ~.onIAntone \,'"........14 ttadMiIaIOutIHI:I ~8Cða1l ~ H_dalCentnI +!1 ' +! !J. "'" ~ ~ - - LEGEND . _In.""..... o fUtUre_ _..,,aCt --- ·----F......._ XX AM"" Hour VoIum. (XX) Pal PèBk Haut YoIUmo ~¡'I! __.1111 'Tet:I~_Gn 4-~ ¡:;¡:¡ ~~ Si.. ¡:; n 7 ",Ch_EBR4 , ~R~n + ! iii;;; -.... l' ....... I ~MCI""- ~ i·...~--~mJ......., ~/ f 'Itf. . ..._._,.-~.. . ~..,,"\ " 11---t-~~;" ~ " ~: jl Ii Ii: ' , . ........ . ø IV.:: , ' , . , , , ........,.. 'J ;/ City of Dublin Dublin Ranch West Existing Turning Movement Volumes 11i7-iiU· st2!Iœ. PL .. ~tomdIon 16 HilcltndalGltBOß .. . n FalknII-S8O WB ~p;I .. ~, i ¡¡¡~ r....-~-- _.........~, .... 'I .... I I -~.." \ . . , --~ \ __~____.........- 1. ~....~,", Figure 4 I I I I I I I I I I I I I I I I I I I EXISTING PLUS APPROVED (BASELINE) CONDITION Methodology This Scenario is silnilar to the Existing Conditions, but with the addition of traffic from approved projects in Dublin, Pleasanton and Dougherty Valley. ApPI'Oved projects consist of developments that are either under construction, are built but not fully occupied, or are unbuilt but have final site development review (SDR) approval. City of Dublin staff provided a list of approved projects witbm the jurisdiction. The City of Pleasanton and Contra Costa County were contacted Ít1 July 2002 to investigate probable projects, both north and south of the City of Dublin that potentially could impact the study intersections. Representative fr0111 the City of Pleasant on provided both land use forecasts and expected buildOllt traffic forecasts fr0111 their traffic model. Contra Costa County provided information related to Dougberty Valley development. The list of approved projects that are expected to generate 1rips at the study intersections is provided in Tables 1 and 3 of Appen.m. C. Trip Generation Trip generation is defined as the number of "vehicle trips" produced by a particular land use or project. A trip is defined as a one-direction vehicle movement. The total number of trips generated by each land use includes the inbound and outbound 1rips. The trip rates are obtained from the standard reference Trip Generation. 6th Edition, published by the Institute of Transportation Engineers (ITE) or the previcrus traffic study report of c~onding projects. Tables 1 and 3 of Appendix C summarize the 1rip generation assumptions for the approved projects. From Appen.m. C, the identified projects in Tables land 3 are expected to generate a total of51,096 additional daily trips, with 4,607 trips occurring during the a.m. peak hour, and 5,365 trips occurring dwing the p.m. peak hour. Trip Distributiun and Assignment Trip di5lnDUtion is the process of determining what proportion vehicles would travel between the project site and various destinations within a study area. Trip assignment is the process of determiIUng the various paths vehicles would take from the project site to each destination. Trip distribution assumptions were developed based on information from previous traffic studies of appruved projects, knowledge of the area and consultation with City staff. Trips from approved projects were added to the existing volumes to forecast the tunring volumes tmder the Existing pJus Approved (BaseliDe) conditions. The traffic volumes at the study intersections for this scenario, as well as the two subsequent scenarios, taIœ into account traffic to/from Pleasanton and Dougherty Valley . Traffic study for the DUblin Ranch West Develcpment T JKM Transportation Consultants Page 13 September 5, 2003 Level of Sa-viçe Analysis (Baseline) Figure 5 shows the forecasted turning movement volumes at the study intersections under the Baseline scenario. Table 11 summarizes the results of the intersection level of service malysis. Detailed calculations are contained in Appendix D. The intersection ofFa1lon Road! Antone Way was malyzed beginning with this scenario. Figure Cl of Appendix C contains a figure illustrating lane geometry and intersection control assumptions for the Baseline conditions based on information provided by the City staff. Under this scenario, aU of the existing intersections are expected to continue to operate at an acceptable service level. The new intersection of Fallon Road/Antone Way is expected to operate exceptionally well (LOS A) under the Baseline conditions. Traffic Study for the Dublin Ranch West Development T JKM TranspDrtation Consultants Page 14 Septemtler 5, 2003 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I TABLE ll: INTmISEcnON LEVELS OF SERVICE - BASELINE CONDmONS ID Slgnall"ed Intersections A.M. Peak Hour P.M. Peak Hour vlc LOS v/c LOS Dougherty RoadlDublln Boulevard 0.67 B 0.83 D 2 HacIenda Drivel1-580 Eastbound Ramps 0.60 A 0.57 A 3 Hacienda DriveJl.ß60 Westbound Ramps 0.54 A 0.46 A 4 Hacienda DrivelDublin Boulevard 0.35 A 0.42 A 5 Hacienda DriveJCenlral Parkway 0.38 A 0.41 A 6 Hacienda DrivelGleason Onve 0.12 A 0.10 A 1 Santa R1te11-580 Eastbound RempsJPimlico Drive 0.58 A 0.61 B 8 Tasseere RoedII.ßSO Westbound Ramps 0.42 A 0.52 A 9 Tassajara RoadlDublln Bouleva!d 0.39 A 0.42 A 10 Tassoj... RoadICentrel Pari<way 0.38 A 0.32 A 11 Tassejarn RoadIGleason onve 0.37 A 0.41 A 12 Tassajara RoadISouth Dublin Ranch Drive 0.35 A 0.33 A 13 Tassajara RoadINorth Dublin Ranch onve 0.30 A 0.21 A 14 Tassajare RoadIQueny Lane School Driveway 0.37 A 0.39 A 15 Tassajara RoadINorthem Project Ar:œtJs 16 Tassoj.... RoadIFallon Road 19 Fallon Ro<IdIDubl1n Boulevard 20 Fallon RoadIGleason Drive 21 Fallon Road/Antono Way 0.03 A 0.04 A 22 Hacienda D~artlnelli WaylHacienda Crossings 0.30 A 0.34 A A.M. Peak Hour P.M. Peak Hour ID Unslgnalized Intersections' Delay Delay seclveh LOS saclveh LOS 17 B CharTa Roadll-580 Eastbound Ramps , Eastbound ~580 EB Off.rnmp Approach (C) 18 Fallon Roadll-580 Westbound Ramps , Westbound 1-580 WB Off-mmp Approach (12.1 (11.4 (8) Note: vie" volume fc capacity ratio; LOS" Level of Service; XX (X,X) = OveralllnteraectJon Delay or LOS (Minor Movements Delay or LOS). "HCM 2/)00 methodology does not report the overall intersection delay for one-way STOP Intersections. Traffic study for the Dublin Ranch West Development T JKM Transportation Consultants Page 15 September 5, 2003 l~ødIon :It:2 Hadtndal1-58O EB Ram .JIL____ 1~~ ~ ¡;¡,{J. IJì Inlelo_ 3 .......*n'"" ,.. .DuI>III1Rm1" T. LoMScIIooI isr h Ie..@) ,.. 90(7) å; ¡¡¡ . F~IoIllGtou.. + ....- Hoclood__'" LEGEND . ~g .,,"'..,,- 0"""""_- _ PfoJo<t _ ~Raod .---.. FuIUN RoIcI XX AMPoIkHcøVOIUIM (XX) PM PøIIk HQUI' 'VolUme Lbw1 1tf") ~ Q . I R .......- ¡¡ NOrth Not to Scale ~ Q " I) I ~.--" ") ..'/ , , ) , / .../ _14 HocII.._ ..-.113 Hooloodo/l4ll0 WII Rampt ~ §- 1e447(21ó) Ji ,.677 (308) ii If¡ tntelSlCtlonttl T........JII_ T. +~ +i ~ ~ ~ " l\i ¡:¡ , Fallal\lAIdIXIII ........... . / . ~ ~~I!" t2 I III i City of Dublin Dublin Ranch West Baseline Turning Movement Volumes 1$7-1S4~ 7'8Jßœ-p,- ilItéIU.;Ø ,lIS HodendolC4o..1 4-r ~r.: + lilJ _111 e_EB ~ ;¡;; ..¡;;: 147(2C 0(10 63(18 I' ;;~ .. ¿ I~""" "'-'"~''' ~..~. " 12 ~ANIIHØ .....¡¡;¡¡W- ~ , , -- , ,.i-r""':Y¡;;·~~~'~' : ..~.-_......-:. ----,-,..,~..~" ~ 11 1"-- "" t : 'J~: . . ~I 'iD I;; . ¡ wi I : ' ' ..".' , . , . . ~tnitl , ......- Il "Ç I "_.1111 HadMdaIGh11:101t :n -:!: " f~ ,"~~-- --...-. , " , , , . , . '. ~_~r,..~_r 1--~.~~... Figure 5 I I I I I I I I I I I I I I I I I I I EXISTING PLUS APPROVED PLUS PROJECT Methodology This Scenario is identical to the Baseline conditions, but with traffic added from the proposed Dublin Ranch West development. The proposed project is assumed to consist of approximately 656 single- family housing units and 43 8 multi-family housing units. These multi-family units include 214 units that are assumed to be located at a site that ¡nay alternatively be used for an elementary school. Assuming that 214 dwelling units will be at this site (instead of a school) results in a more conservative level of service analysis for the p.rn. peak hoW" (since school traffic typically does not impa.ct the p.rn. peak). Access to the proposed project would be from two future access roads; both of which will fonn the west leg of four-legged intersections on Tassajara Road. Project Trip Generation The project trip generation was estimated based on rates provided in Trip Generatioll, 6fJJ Edition, published by the Institute of Transportation Engineers (ITE). Table m summarizes the trip generation estimation for the proposed project. A£, shown, the proposed project is expected to generate 715 a.m. peak hour trips IUld 934 p.m. peak hour trips. Land Use Size Daily A.M. Peal< Hour P.M. Peak Hour (units) Rats Total Rate In Rate Out In OUt Total Rateln Rate OUl In Out Total SF Units (LDR) 77 9.57 m 0.19 0.56 15 43 58 0.65 0.36 50 28 78 SF Units (MDR) 579 9.57 5,541 0.19 0.56 110 324 434 0.65 0.36 376 208 584 , MF Unitll (MHDR) 224 6.63 1,485 0.08 0.43 18 96 114 0.42 0.20 94 45 139 MF Unitll (no Sc;hooQ' 214 6.63 1,419 0.08 0.43 17 92 109 0.42 0.20 90 43 133 Total 1,094 9,182 160 565 715 610 324 934 TABLE m: l'I<OPOSED P1I.OJECT TIuP GENE1I.ATlON So"",.: Trip Gener<.tiDn, 5" Edition, by ITE LDR ~ Lo.... Density R.osídentlal (Singl. Family Dotachod, ITE C0dP2I 0) MDR ~ MediulI! D""síty Residootlal (Slngl. Family Detached. ITE Cod.-210) MHDR? Medium High Deosity toSidential (Apanmont, ITE Code=220) . As...",.. ths! 214 Il!Ulti-fumily unib; will be built iDsœsd of an .leII!entary school. It is Jmderstood that the proposed site was originally designated for approximately 721 single-family housing units, 96 multi-family housing units, 10,454 square feet of commercial and an elementary school in the Eastern Dublin Specific Plan. Based on standard rates provided in the Institute of Tnmsportation Engineer Trip Generation, rI" Edition,expected trip generation for such a development would be approximately 746 a..m. peak hour trips and 957 p.m. peak hour trips (see Table 4 in Appendix C). As shown on Table ill above, the çu:¡rently proposed Dublin Ranch West is expected to generate a total of715 a.m.. peak hour trips and 934 p.m.. peak hour trips. Since the trip generation is less than the previously-designated project by 31 (= 715-746) trips during the a.m.. peak hour, and by 23 (=934-957) trips during the p.rn. peak hoW", the project is not required to provide an analysis of the Alameda County Congestion Management Agency's Metropolitan Transportation System (MTS). Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 17 September 5. 2003 ProJ ect Trip Distribution aIld Assignment The trip distribution assumptions (shown on Figw-e 6) were developed based on existing travel patterns, Irnowledge of the study area and input from City smff. Trips to and from the Dublul Ranch West residential development were assigned to the study intersections based on these assumptions. Planned Roadway Improvements Dublin Boulevard/Dougherty Road were SS8unwd to consist of the following lane configw-ations based on the interim improvements planned for this intersection; · Northbound Dougherty Road apPrOach would have three left-turn lanes, two through lanes, one shared througblright-tum lane and one right-turn lane. · Southbound Dougherty Road approach would have two left-t\mllanes, three through lanes and one right-t\mllane. · Eastbound Dublin Boulevard approach would include one left-turn lane, three through lanes and two right-turn lanes. . · Westbound Dublin Boulevard approach would have three left·turn lanes, two through lanes and one right-turn lane. These improvements are included in the City of Dublin's S-year Capital Improvement Progt'am (ill) and are expected to be implemen1ed by the time the proposed Dublin RJmch West project is fully developed. The current CIP prqject to install the interim improveroents at Dublin BoulevardlDougherty Road is funded. by developments that are required to pay their pro-ra1a share of the cost to con$lruct these improvements through payment of the Eastern Dublin Traffic Impact Fee. IDtimate improvements at this intersection are expected to occur at buildout with the development of the Transit Center project, as described in the Buildout Conditions sec1ion of this report. Level of Service Analysis (Baseline + Project) Figure 7 shows the forecasted turning movement volumes at the study intersections under the Baaeline plus Project scenario. Table IV summarizes the results of the intersection level of service analysis. Detailed calculations are contained in Appendix E. Under this scenario, the futur<, intersections of Tassaj¡¡ra RoadINorthe:n1 Project Access Road will be opened for opeT1ltion. The assumptions for lane geometry and intersection control at this future intersection are providl=cl in Figure C2 of Appendix C. Under the Baseline plus Project scenario, all existing and future study intersectiOI1S are exp!,cteð. to operate at acceptable service levels. Traffic Study for the DUblin Ranch West Development T JKM Transportation Consultants Page 18 September 5. 2003 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I ~ ,..~ j ..... z .!! '!; z ~#-# ~.. ~ e ã,CD ü: j .. ,"' ~~r'" : __~~__ t . . ... ~ ,- . r~ã~+n . , , , , , , , , , , , · , · · K. ~ "CI~'lfIM'YWt'J.~~ ~ ::.L-IIo... ~_~iih]"¿~~ ------ ~, - ","" '# #- ~ '-__~n-... "'.. - - '#'# .. ~ ..0,""" '........, '. -/" u_ -... '- ~ ¡ - "1-'# oN oN In - .. ... C Ii "" 0 Ii ,- ~ 'E.. ;¡: E ....""""'" =' In In ~ <C - ~ C "1-'# 0 1I:f:!.~ - ~ "1-"1- =' oN oN ..a ?of" ,- ... - - -;r:ø' ..... In UI .- #-"1- ~~ ~oN ~ ........ - c:.=. -- '01:t~ #-~ +#- "I- :=0': J:).C ~ 1£11'- ::H13 Õ "- oN" ca: I 1'-1'- ~ ~ - C Q) 0._ ..... z.:ë 0 ¡ .-;:¡ ... ~ üC D. ~ ~êS "'... -@-13 -Ltj ¡L~ ,g 3: .~ ¡!! ~ .§ ë~ ~~ "'-" - c: ~ C\I [is :!;! ." ~i ... !!! '" !!' -. ... ~! !2..s .. ~ i .!!!~i ~æ", & s ~ :. ." g, f 1 ~ 'i.t Ii ¡; + <>. 0: '" - f c 1: ::I ¡ !! '$ ';: :¡ .. w III '" 15; 'I- # æ cg ..... ..J : IN .... ~ IntBdlClClonfH -.. _n#3 _nM _iii DIoblnID,,,,gn Ha_oMIO EB Rlmoo tIBc:Jend~!I8O YfB 1ilmøs _1In -- ~ ,~~Ii ¡¡m "-447 re'"¡ ~ "-40lìfu ",...¡"-",,,¡ 'Il"_ 663 Ø20 JÌ ,,11JO 10 _ _ 401 ""'I<O} JI "'" 4SO ii Ia, 217 1~1 "''''(11) :11 90" M8~ ;:: ... ........ = '27 .. aim \'1 In¡ §~I! ! 1nIe_t7 1nter.I_1III Inttnocd", #9 _..1110 klb!lnllJCtiQn#11 ...._.EB TIRIIJn\oðIO YIB IUm iii Tu 11\ T T _n fI14 an , T.__ScIIaoI_t>riv i ~¡¡"-".(S) JI 90m 1104(2 tG4 ;_~ ::.:::¡¡ ;;¡ ...... ...~ , FdonIDubln f ~i ¡;; IIZ2 Hac_do CIvuIn, ~ ~~r . ? t~ «mo.) ~ ;¡- ¡¡ NOrth Not 10 Seal. ,,- + ¡¡¡ I.EGEND . .._gln"'_ o ...... ......_ -- - ExIoIIII Road .u__ F......_~ ~ I ...., -- -.... I , ......... i! i City of Dublin Dublin Ranch West Baseline + Project Turning Movement Volumes 157-164·eJ25IOS· PI.. "_.1117 ElCb_es ~ "'- -- -.. ;~ .::. 147 (205 i" O!' 63' Inttrse.... Ita F....nIIaOWB Ra ;;\11 - ;:t .:'?'" ."",...~"!> 10 ~) ¡¡ æi~ ~~---~ _....._&~ ...~~ : \ ~~.." \ , , , . ~ -. .. .,...- ;9 ~......:.. _w_____~r n . . , , . .,: , """"- ...... .. "j "# Figure 7 I I I I I I I I I I I I. I I I I I I I TAJlLE IV: INTERSECTION I.J;.VELS OF Slill.V1CE- BASELINE PLUS PII.OJEcr CONDmONS ID Signalized Intersections A.M. Peak Hour P.M. Peak Hour vi.. LOS vie LOS Dougherty RoadlDublin Boulavard 0.60 A O.se A 2 Hacienda Drivel1-580 Eastbound Ramps 0.80 A 0.57 A 3 Hacienda Dr1ve11-580 Westbound Ramps 0.54 A 0.46 A 4 Hacienda DI1ve/DutJin Boulevard 0.37 A 0.44 A 5 Hacienda DriveJCentral P8l1<w.y 0.39 A 0.41 ·A 8 Hacienda Dr1ve/Gleason Drive 0.12 A 0.10 A 7 Santa RiIall-580 Eastbound RampS/Plmllco Drive 0.60 A 0.66 B 8 T....jara Roadll-580 Westbound Ramps 0.44 A 0.59 A 9 T....jara RoadIDublin Boulevard OA3 A 0.54 'A 10 Tassajara Road/Central Pari<way 0.47 A 0.45 A 11 T...aara RœdJGleason Drive 0.47 A 0.52 A 12 Tassaj.... Road/SOUth Dublin Ranch Drive 0.42 A 0.48 A , 13 T..sajara RoadINath Dublin Ranch Drive 0.44 A 0.38 A 14 Tassajara Road/Qu.rry LaIle Scheel Driveway 0.43 A 0.38 A 15 Tassajara RoadlNcrthem ProjeclAcces. 0.67 B 0.64 A 15 T...ajara RcadlFallen Road 19 FaDen RoaJ[)ublin 6Qulevard 20 Fallen RoadIG!eason Drive 21 F.llon RoadIAntone Way 0.12 A 0.13 A 22 HacIenda DriveIM.rtinem Way~acienda Crossing. 0.30 A 0.34 A A.M. Peak Hour P.M. Peak Hour ID Unslgnalized Intersections" Delay Delay sec/veh LOS seclveh LOS 17 EJ Ch.m> Roadll-580 Eastbound Ramps _ Eastbound 1-580 EB Off-ramp Approach 16.9) (C) 18 FaIIa1 RoadII-580 Westbound Ramp' _ Westbound 1-580 we O!f-ram Approach 12.3) (8) 11.9 (B) Note: vIe = volume to capacity ratJo; LOS ~ Level of Serviœ; XX (XX) = Ovarslllntersaction Delay or LOS (Minor Movements Delay or LOS). 'HCM 2000 methodology does not report the overall intersection delay for one-way STOP Intersections. Traffic study for the Dublin Ranch West Development T JKM Transportation Consultants Page 21 September 5. 2003 Mitigation of Project bnpacts Instal11raffic signals at the two project access roadways due to safety considerations along Tassajara Road. Provide an eastbound 350-foot right-turn lane on the project main access roadway at Tassajara Road to accommodate the approx:in1ately 408 vehicles during the a.m. peak hour. Provide dual northbound left-turn lanes from Tassajara Road onto the project roa:in access roadway, considering that approximately 449 vehicles are expected to make this movement to access the: project site during the p.m. peak hour. Each lane should be approximately 225 feet long and sllI'VCd by a 120-foot taper. Provide a 125-foot northbound left-turn lane with a 9O-foot taper from Tassajara.Road onto thJ¡ project southern access roadway, considering that approximately 121 vehicles are expected to make this movement to aCcess the project site during the p.m. peak hour. Provide a lOO-foot southbound right-turn pocket with a 90·foot taper on Tassajara Road at both access roadways due to safety consideration. Restripe the current1y closed off second easthound left-turn lane on Dublin Boulevard at TasSlLjara Road and open it to traffic, considering that the p.m. peak hour volume for this left-turn movement is expected to be 326 vehicles with project traffic. Traffic study for the DUblin Ranch West Development T JKM Transportation Consultants Page 22 September 5. 2003 I I I I I I I I I I I I I I I I I I I