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Home My WebLink AboutAttachmt 7 - Appdx 8.6 I Appendix 8.6 Supplemental Traffic Analysis Dublin Ranch West Draft Supplemental EIR City of Dublin Page 1 55 November 2004 FINAL Supplemental Traffic Impact Analysis for the Proposed Dublin Ranch West Development In the City of Dublin November 9, 2004 PLEASANT ON . SANTA ROSA FINAL Supplemental Traffic Impact Analysis for the Proposed Dublin Ranch West Development I 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 J:'Jurisdiction\D\Dubiin\157-182 Dublin Ranch West\Report\r110904 final.doc TABLE OF CONTENTS ENVIRONMENTAL SETTING .........................................................................................................................1 INTRODUcnON ..... .......... ......... ...... ............. ................................... .......................... ............................ ...... ......... 1 EXISTING ROADWAY NETWORK ......... ...... .............................. ..... ..................... ....... ............................ ...... .........1 EXIsTING TRANsIT SERVICE.... ...................................................... ..................................... ......... ....................... 4 IMPACfS AND MITIGATIONS FROM THE EASTERN DUBLIN EIR....................................................5 FREEWAYS. ..... ........ ........ ............................ ...................... ............................ .......... ......... ........... .................. ......5 INTERsECl10NS AND ROADs........ ........................... .......................................................... .......... ............... .........5 TRANSIT. PEDESTRIANS AND BICyCLISTS.............. ..................................... ....................... ............... .................. 6 FEE PROGRAMS .................... .................... ..................... ......... .................. .......... .... ............... ............ .................. 6 SUPPLEMENTAL IMPACTS AND MITI GA TION .MEASURES._..................................._........................ 7 SIGNIFICANT IMP Acr CRITERIA .... ........... ....... .... ....... ...................... ..... ....... ............. .............. ........................ ....7 LEVEL OF SERVICE ANALYSIS METHODOLOGY .................................................................................................. 7 Signalized Intersections ............ ... .......... .............. ..................... ....... ............ ........... ........ ............ ................... 7 Unsignalized Intersections...,......... ................ ........ ...................... .... .... ........ ......... ...... ..... .................... ..........8 EXIsTING CONDmONS... ...... ...... ........................................ ....... ........ ................ ................... ........... .............. ...... 8 EXISTING PLUS APPROVED (BASELINE) CONDmONS .......................................................................................12 EXIsTING PLUS APPROVED PLUS PROJEcr ........................................................................................................15 Project Trip Generation .................. ..................... .................. ................................ ..... ............... ..... ....... ..... 15 Planned Roadway lmpravements.............. ..... ....... ..... ... ........... ......... .... .,. ..... ..... ... ... ........ ......... ....... ....... .....16 BUILDOUT ROADWAY IMPRO~S. ..... ....... .................... ............................. ............... ................................20 BUILDOUT CONDmONS .. ....................... ......... ................ ................... ........ ... ..... ...... .................................... .....20 Dublin Boulevard/Dougherty Road......... ..... ...... .... ............. ............ ............. ..... ........ ..... ......... .... .... ..... ....... 21 Dublin Boulevard/Hacienda Drive ............ ........ ....... ........... ................. ...... ....... .................... .... ............ ......22 CUMULATIVE FREEWAY SEGMENT CONDmONS WITH THE PROJECT ................................................................24 ROADWAY SEGMENT CONDITIONS .... ...... ................................. ....... .............. ...................... ...................... .......26 Recommendations........................................................................ ................................................................ 26 ACCESS POINTS ON T ASSAJARA ROAD .................. .......................... ....... ......... ...................... ....... ................. ...27 Recommendations ............................ ..................................................................... ....................................... 27 STUDY kEFEREN CES..................................................................................._.............................-.................28 TJKM PERsONNEL .............. ................ ..... .................. ........ ............... .................. .......... ....... ........ ................. ...28 PERSONS CONSULTED.................... ........... ...... ...... .................... ............. ..... ........... ............... ........ ................... .28 APPENDIX A - LEvEL OF SERVICE METHODOLOGY APPENDIX B - LEvEL OF SERVICE WORKSHEETS: ExIsTING APPENDIX C - LIsT OF APPROVED AND PENDING PROJECTS APPENDIX D - LEvEL OF SERVICE WORKSHEETS: BASELINE APPENDIX E - LEvEL OF SERVICE WORKSHEETS: BASELINE PLUS PROJECI' APPENDIX F - LEvEL OF SERVICE WORKSHEETS: BUILDOUT LIST OF TABLES TABLE I: lN1ERSECfION LEVELS OF SERVICE - EXISTING CONDmONS..........................................................·..·..11 TABLE II: lN1ERSECl10N LEVELS OF SERVICE - BASELINE CONDmONS......................................................·.·.·..·14 TABLE ill: PROPOSED PROJECT TRIP GENERATION ...............................................................................................15 TABLE IV: lNTERSEcrION LEVELS OF SERVICE - BASELINE PLUS PROJEcr CONDmONS .....................................19 TABLE V: INTERSECl10N LEVELS OF SERVICE - BUn..DOUT CONDmONs.....................................................·...·...24 TABLE VI: SlJIIvWARY OF FREEWAY ANALYSIS ................................................................................................... ..25 LIST OF FIGURES FIGURE 1: VICINITY MAP .................... ...................... ........... ......................... ........ ......................... .........................2 FIGURE 2: PRoPOSED SITE PLAN ..... .... ..................................................... ...... ..... .... ............................................ .... 3 FIGURE 3: EXISTING LANE GEOMETRy..:.......... ........ ......... ............... .................................. ....... ..................... ........ 9 FIGURE 4: EXISTING TURNING MOVE!'.ŒNT VOLtnvfES..........................................................·.........··....·....··...·.....10 FIGURE 5: BASELINE TuRNING MOVE!'.ŒNT VOLUI\.ŒS .........................................................................................13 FIGURE 6: PROJEcr TRIP GENERATION ASS~ONS ..........................................................................................17 FIGURE 7: BASELINE + PROJECT TURNING MOVE!'.ŒNT VOLUI\.ŒS .......................................................................18 FIGURE 8: BUlLDOUT TURNING MOVEMENT VOLUMES ........................................................................................23 ENVIRONMENTAL SETTING Introduction The project is located to the west of Tassajara 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 ITom 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 carry 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 cities such as Livermore and Pleasanton as wen as regional origins and destinations 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 Traffic Volumes on California State Highways) with interchanges at Dougherty RoadlHopyard Road, Hacienda Drive, Tassajara Road/Santa Rita Road and Fallon RoadÆI ChaITo 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 uses. Between Dougherty Road and Tassajara Road, Dublin Boulevard is a six-lane divided arterial fronted primarily by re~idential, 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 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 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 IDta 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-to-three lane east-west collector that extends from Arnold Road to Keegan Street (east of Tassajara Road) and being planned for an extension 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 running in the north-south direction from Gleason Drive southerly to 1-580. It is primarilY:ITonted by commercial, office and residential uses. South ofI-580, Hacienda Drive is a six-lane divided road, a major arterial in the City of Pleasant on. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 1 November 9, 2004 /I) ãi ~~~ Õ z J " " . , , --.......... " . , , , . . ~NOTIW:I : : = (!:.--~----_......_- -t: ' , :H'U.I'td: ,,' . UJi~ffi a: ~ ~ is 2;!:~ , , ~.,' è!: ' 0: ::I' if! , , , , , , , "~~ / '\ ~O' / , , II) .. I , , . I .. , , , , , , , · , · · · · · · . . . , · · · · , · , , · , · , "Q! N011V:! . . , , , , i \......---------- ~ I J: ~ ~ ,~~ "1S~ !; "g, .------ <' p;,' ........ -. _-------~ ...-~ fi. :~ \~ t. '>' ''''m'~ Q, ~ :~! ~ ~ ~ ----- ~ "~~ :0 1 ,. ¡¡; '----j-------- : :J.S tM)NW1!8 · · · ... · ... -------- o ... GI ......-::;---- '- 'J\88JOI!.I.-' ~\.. ~~ -. IIJ. '-_____-..... ............ . , 1:10 >MId . , -..... . '- II) It) N ..,. N Ii g3: c z ::;. g ...., "'. < ~: w -' a:, (:) ~. 'Q! CI10MIV Ó ~ CD Z ::; CD ::> c ~ CD 100 ::I en ¡¡: ,... ..... rn c CD .2 c 3: c.. Ü .2 CO 3: ü c.c G; .. -a "Q! A1!:I3IÐ1OO :æ OD '" -a 0 Ë G; 0 :0 a: .. c: :s 0 CII CII a: :;j as ~ .., .E II> Ü .E II> "- õi !S .. õi !S Oa: ... .. Q ;H :; õ' .. æ .- 0 z ... à: w -c: C ~ w 0-- CI I I . >.:0 .- ~ eo " (.) w , ~ ...l , :=::;j .- 00 > ,.:. ~ .-' ~........ ~........ ..~.''''' '. '. '. '. '. '. Open Space '. '. '. '. '. '. '. '. GOI1(\~· . J",~.-'!n ......... "0::"---- u'I\~ c.o(\~"""".l.n GO . ---:\~eu .~ '" \ . \. ...... ........-.-.-.\ \ \ . J . I . ( ., .,., Tassajara CI8Ik , . OpenSpaœ I ;,...... ... fJi.{;. ....... .....:~k...... ......:"(~ , '9£1 \ \ .\ r· +-. \ . I . I . -\ . \ ./ ~ .. North Not to Scale City of Dublin Dublin Ranch West Proposed Site Plan Figure 2 ~ 157·182·1118104· PB Existing Transit Service Altamont Commuter Express (ACE). The Altamont Commuter Express operates three trains per day between Stockton and San Jose. The trains provide westbound service in the morning and eastbound service in the evening. The trains have Tri- Valley stations at Vasco Road in Livermore and near the downtowns of Livermore and Pleasanton, the latter of which is most likely to serve Dublin commuters. The ACE train was not in operation at the time the Eastern Dublin Specific Plan and General Plan Amendment were approved and the Eastern Dublin EIR was certified. Livermore - Amador Valley Transit Authority (LA VTA -- Wheels). The Livermore-Amador Valley Transit Authority provides bus service to the communities of Dublin, Pleasanton and Livermore. Several bus lines currently provide service to Eastern Dublin, including lines 12, 12X, lOA, lA, 1B, 20X and the ACE connector. Lines operate on approximately 30-minute headways. It is expected that these lines would be expanded further as additional homes and businesses are constructed in the Eastern Dublin area. There is a Wheels bus connection between each ACE train and the Dublin/Pleasanton BART station with intermediate 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 Dublin-Pleasanton station is accessible by private auto, taxi cabs, buses, and private shuttles as well as by pedestrians and bicyclists. The parking lot has a capacity of approximately 1,680 parking stalls on the north side ofI-580 (i.e., Dublin side), in addition to more parking stalls on the south side ofI-580 (i.e., Pleasanton side). Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 4 November 9, 2004 IMPACTS AND MITIGATIONS FROM THE EASTERN DUBLIN EIR Freeways The Eastern Dublin EnviromnentaI Impact Report (EIR) identified significant, significant cumulative, and significant unavoidable adverse impacts related to daily traffic volumes on 1-580 for Year 2010 with and without build-out of the Eastern Dublin Specific Plan (SP) and General Plan Amendment (GPA) and under a Year 2010 cumulative build-out scenario (Impacts 3.3/A, B, C, D, and E). The significance criteria for freeway segments were operations that exceed level of service (LOS) E. Mitigation 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 (3.3/2.0, 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 cumulative impacts remained on 1-580 freeway segments between 1-680 and D9ugherty Road and, at the build-out scenario of 2010, on other segments ofI-580. Upon certification of the Eastern Dublin EIR and approval of the Eastern Dublin GPAlSP, the City adopted a Statement of Overriding Considerations (Resolution No. 53- 93), for these significant unavoidable cumulative impacts (Impacts 3.3/B 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 hour traffic volumes at 18 intersections with roads and 1-580 ramps for cumulative buildout without the GPAlSP project and cumulative buildout with the Project. The significaDce.criteria for intersections were operations that exceed LOS D. Mitigation measures (3.3/6.0-9.0 and 11.0) for Impacts 3.3/F, G, H. 1 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 Livermore 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 contribute 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 (3.3/12.0) to address delays on El Charro Road (Impact 3.3/L). All mitigation measures adopted upon approval of the Eastern Dublin GPAf 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 contribute 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 RoadlI-580 Eastbound ramps (Impact 3.3/I), Dublin BoulevardlHacienda Drive and Dublin Boulevardffassajara Road (Impact 3.3IM). Upon certification of the Eastern Dublin EIR and approval of the Eastern Dublin GPAfSP, the City adopted a Statement of Overriding Consideration (Resolution No. 53-93), for these significant unavoidable year 2010 and cumulative impacts. Supplemental Traffic Study for the Dublin Ranch 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 street crossings for pedestrians and bicycles (Impacts 33/0 and P). Mitigation measures 3.3/15.0 -15.3 and 16.0 - 16.1 were adopted which reduced these impacts to a level of insignificance. These mitigations generally require coordination with transit providers to extend transit services (for which the GPAlSP 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 GPAlSP 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 Impact Fee (TIF) which consisted of three "categories": Category 1 was, in general, to pay for required transportation improvements ~ the SP/GP 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 Eastern Dublin should contribute. The improvements for which the fee is collected included those improvements assumed in the Eastern Dublin EIR., those improvements necessary for Easteri1 Dublin to develop, and those improvements identified in the Eastern Dublin EIR as mitigation measures. In June 1998, the City adopted the Tri-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 certain 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 Dublin Ranch West Development T JKM Transportation Consultants Page 6 November 9, 2004 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 Traffic Study for the Proposed Dublin Ranch West Development. September 5, 2003 .(''the Traffic Study"). This report 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. 10 addition, an impact would be significant if a new intersection is identified as exceeding acceptable levels and if such intersection was not previously identified in the Eastern Dublin EIR as a study intersection. The General Plan standard requires that the City strive for LOS D at intersections. (General Plan Circulation and Scenic Highways quiding Policy F). Roadway Segments. With respect to routes of regional significance, an impaet would be significant if a road has been identified since certification of the Eastern Dublin EIR 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 improvements or other measures to improve the level of service. If such improvements are not possible or sufficient, and the Tri- Valley Transportation Council cannot resolve the matter, the City ¡nay modify the level of service standard assuming other jùrisdictions 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 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 established 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 Analysis Methodology Signalized Intersections Peak hour intersection conditions are reported as volume-to-capacity 01IC) ratios with corresponding levels of service. Level of service ratings are qualitative 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 fTee 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 1otersection Capacity Utilization (lCU) methodology adopted by the Contra Costa Transportation Authority (CCTA). This Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 7 November 9, 2004 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 1 shows the location of the study intersections. The existing a.m. ~d p.m. peak hour traffic volume counts were conducted at the 17 existing study intersections between December of 2002 and February of 2003. The existing intersection of Fallon Road/Antone Way was not included in the existing condition analysis, because currently it primarily se~es construction traffic in the area. Figure 3 shows the existing lane geomètry and intersection control at the 18 existing study intersections. Updated counts were taken and subsequently analyzed to determine if any changes to local or regional traffic patterns occurred 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. . Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 8 November 9, 2004 InteIsection #1 Int8rsectIont2 InIBrsecIIoa #3 InIBrs8ctIon 14 IntøIsec:IIon t5 Dublln/DOUgherty HacIendaII-58O EB Ramps HacIendaJI.58O WB Ramps Hac:Iead;WDubIn HaclendalCenIraI L w w ~ - w w L - a:: a:: ~.~I...l... F ~... ~H~~ ). - ,r ::!.~t1r ~ tttr: tttr: .J tt-' - - ~ w w OL" O~ a:: a:: II. II. Intersection #7 Intersection ill! InIenectlon 19 Int8IsedIon #11 Ia RltalJ.58D EB Ramp/Plmlico Tassajarall-58O WB Ramps TassaaraIDuÞIln Tassaara1GJeason w ~OL w w w .þ... ~ a:: a:: II. ).. ;= )"l... F ))....1... ¡: )..1... .¡F ).. !: tttt-- ttr - ttr "~'ttr .J tt FREE" w - " w 3 a:: OC~ Two-Way Stop, II. Being SigneIÏZIId IntnedIon #13 intersection #14 intersection #15 Ljte.l8Ction #16 IntønectIon #17 TassaaraIN. DubIn Ranch Tassaara/Quany Lane School TassaaraIProjed on-, TassanJFaIIon ExIInsIan 8 CharroIJ.58O EB Ramps ~ L ,. )..l... .¡,r ".¡,r FUTURE FUTURE .J~ ,ttr tr .4~ t r ~ " Two-WIly Slop, Being Signalized On&-Wøy Stop One-WIly Slop Intersection #19 lntersedIon #20 lntIrsecIIon #21 FaIIonlDublln FalIonIGIeæœ FaJIon/AnIDne )+. FUTURE FUTURE or .J ~ .a.tt ", All-WIIy Stop Being Sign8Iized IntIn8ction #22 Hacienda/HaCIøn Crossing LEGEND L . Existing b........Iion H..l...1... ~ 0 Future IntenIection 1~~"",1 AppnmIdIPending Project tttr - Project -' - Existing Rœd 0 .---- Future Rœd Gt.EASON ØI. 6 o a: ~ :I: '" 8 DIØJN BLJIO. ~ .. North Not to Scale City of Dublin Dublin Ranch West Existing Lane Geometry intersection #6 HaciendalGIeason - - ~ lnIersecIion #12 TassajaralS. Dublin Ranch )""l... ::- =: ,tt r Intersecllon #18 FallonJl..SSD WB Ramps L ~~ ~ One-Way Stop I , , DIeU'i 1tW. .-- ---_..-- Figure ~ 1~7.182. 11/9/04· PB 3 Intersection #1 DubIInJDougherty """'- ¡::~~ Intersection if1 fa RltaIJ.580 EB RampIPlmi 0...."" CD........ ~ 10"""" ~~;:: "'-600 1610) ¥ '-. ,.145 123) 262 !271 Í!! ~~ ¡~ ~ !f3. ¿¡::: ~ Intersection #13 TassajaraIN. DubDn Ranch ... ao - ê~g ~6 16) _ION 1 0) ¥ '-.,.101 (39) o 11 + l' 44 ~ .......,.... ""...- ;;; <") N Intersedion 9 FaIIonIDubIin Intersection #2 InIInedIon t3 InIInsIIcIion 14 lntersectioa#5 Intersection iIô HaciendaII-58O EB Ramps HacIenda/Ioð8O WB Ramps Hac:iendaIDubII HadendaICentraJ Hacienda/Gleason _"" "".... -= Oao "'ao ...<0 !5!.!:::. ~""- <")- !~ ~397!202! t::..!2.'" -'" cþ~!2. ~41 (18) 0<1) ",II) ¥ r-w 239 ;::<>1;:: 2SSmg¡ +52 (35! ¥ ¥ '-. "195 140 591 !542F:: + l' f!' ,.90 (34 80 (96Uf -+ l' 33 (88~ ?' 1,037 361 ~ <>1<>1 159 ~15 ¡¡;¡;;c;;- 8 (29~ ª-ê U)N aoC') 11)'" t\!.~ 109 ~ ~ .¿;:: -- 0- ~~ "'C') NOao .""CD :¡¡g¡ "''''.... ~ ...'" intersection #8 Int8rsectIonl9 InI8rsec:Iion #10 intersection #11 Intersection #12 Tassajar;WI-580 WB Ramps TassajaraIDublln Taseaara/Centra TassajanllGleason TassajaralS. Dublin Ranch ;:N ã) _ã) ¡:::- <>I.... ao 11)<") co ~ ... ~ C\ -- --- "'... ~~! <>ICI/ <>110 _oao "'<>I "'-U¡3¡ -.... ;:~;; ~1 (8) "'u) 0>~,.1 0 Cl/CI) ¥ ¥ ¥ '-. ,.251 (96) -+?' 8 (1)<., -+?' 30 (236~ -+ 2ml..:Jf ~+?' íñõ CD_O 28(84 u;¡:::- 1 0 <")....0> ~ .....",- ""on 13 ~~re o....ao ....... -- ",- 0- <')- C;; "'''' C')II)_ ....CI/ C;; "'''' ao.... ... <>I IntelS8dlon #14 InIersøcIIon #15 intersection #16 InàIrsecIion #17 Intersection #18 TassajaraIQuarry 1.ane ScbooI TassajaraIPrajec DrIveway Tassajara/FaIIon ExtønsIon a CharroJI.58O EB Ramps FallonIJ.58O WB Ramps = CD ao ...- -E; "" + + <>1_ _C') "'... -N ~ ...- C\- ~ ~39 r9) 15~ "'-25m <>I.... ....:, (\1<') 12 6) t '-. ,.90 ¥ "32 27) +1' 82 f6 Í!! + 11)'" 6 10 ""... ...'" 0- 63 18 !5!.!:::. ao- ao"" -<I) -II) (\1- C')ao "" "'CI/ 0 S! ~ ~ - InIørsedion #20 InIersedIon #21 FaIIonIGIeason FaIIonIAntane ci 0: ~ % g g +++ - - - Intersedlon t22 HaciendaIHac:ie Crossing "" .... ct_ -a:> -ao <1)- ~~ 't.23 (42) t'-. ,.137 (358) -+?' ~ ~ U); ~- - ~ II North Not to Scale LEGEND . Existing bllenectiol. o Future bdsr8ectiotl - Projøc:t - Existing Road ·nn Future Road xx All Peak Hour VOlume (XX) PM Peak Hour Volume GLEASON DR. 6 -~ :~ ~'èi ~:~ --'---... . . · · · , . . . , , ..........~.-.. ,/ I , , - DUIIIJN IIIYD. 4 DUøU;¡ III..\I, --- ...-...-.... City of Dublin Dublin Ranch West Existing Turning Movement Volumes Figure ~ 157-182·1119/04· PB 4 TABLE I: INTERSECTION LEVELS OF SERVICE - EXISI1NG CONDmONS Count A.M. Peak Hour P.M. Peak Hour ID Signalized Intersections Date vIe LOS vIe LOS 1 Dougherty RoadlDublin Boulevard Feb 2003 0.66 B 0.76 C 2 Hacienda Drivell-580 Eastbound Ramps Feb 2003 0.48 A 0.51 A 3 Hacienda Drive/I-580 Westbound Ramps Feb 2003 0.42 A 0.42 A 4 Hacienda DrivelDublin Boulevard Feb 2003 0.28 A 0.38 A 5 Hacienda Drive/Central Parkway Jan 2003 0.32 A 0.32 A 6 Hacienda Drive/Gleason Drive Dee 2002 0.11 A 0.08 A 7 Santa RitalI-580 Eastbound Ramps/Pimlico Drive Feb 2003 0.54 A 0.54 A 8 T assajara Road/I-580 Westbound Ramps Feb 2003 0.36 A 0.39 A 9 Tassajara Road/Dublin Boulevard Feb 2003 0.25 A 0.36 A 10 T assajara Road/Central Parkway Jan 2003 0.29 A 0.23 A 11 T assajara Road/Gleason Drive Dee 2002 0.33 A 0.36 A 12 T assajara Road/South 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 T assajara RoadINorthem Project Access (Future Intersection) 16 Tassajara RoadlFallon Road (Future Intersection) 19 Fallon RoadIDublin Boulevard (Future Intersection) 20 Fallon Road/Gleason Drive (Future Intersection) 21 Fallon iioad/Antone Way (Primarily Construction Traffic under Existing Conditions) 22 Hacienda Dr ./Martinelli WaylHacienda Crossings Feb 2003 025 A 0.33 A Count A.M. Peak Hour P.M.. Peak Hour ID Unsignalized Intersections· Date Delay Delay (seclveh) LOS (seclveh) LOS 14 T assajara Road/Quarry Lane School Driveway Dec2002 - - - - - Westbound Quarry Lane School Driveway (182) (C) (16.9) (C) EI Charro Roadll-580 Eastbound Ramps Dee 2002 - - - - 17 - Eastbound 1-580 EB Off·ramp Approach (9.8) (A) (10.1) (B) Fallon Road/I-580 Westbound Ramps Jan 2003 - - - - 18 - Westbound 1-580 WB Off-ramp Approach (10.4) (B) (10.2) (B) Notes: vie = volume to capacily ratio LOS = Level of Service x.x (X.X) = Overao Intersection Delay or LOS (Minor Movements Delay or LOS) "HCM 2000 methodology does not report the overall intersection delay for one-way STOP intersections. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 11 November 9, 2004 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 developmeilts 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 Pleasant on provided both land use forecasts and expected buildout traffic forecasts from their traffic model. Contra Costa County provided infonnation related to Dougherty Valley development. The list of approved projects that are expected to generate trips at the study intersections is provided in Tables 1 and 3 of Appendix C of the Traffic Study. From Appendix C of the Traffic Study, the identified projects in Tables 1 and 3 are expected to generate a total of 51 ,096 additional ~ily trips, with 4,607 trips occurring during the a.m. peak hour, and 5,365 trips occurring during the p.m. peak hour. Figure 5 shows the forecasted turning II).ovement volumes at the study intersections under the Baseline scenario. Table n 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 infonnation 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/Antone Way is expected to operate exceptionally well (LOS A) under the Baseline conditions. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 12 November 9,2004 InteIsecIion #1 DublinIDougherty C\I"'''' C\I"'O> "'«1'" Intersec:Iion ff1 Santa Rltaß.580 EB Ramp/PimIIco ~ .~ ~(')cø ... re:g~ "<.600 (610¡ ~ ,.145 (123 334 (542 + ~ ~~¡~~ ~ ~ ! Intersection #13 TassajaralN. Dublin Ranch InIBrsection #2 HaciendalJ.580 EB Ramps ~ L ~::. ~ 709 (575µt + ~ 1,274 ~428~ §Pñ "':.Ë. ~ ~«I :g~ Intersedlon #8 Tassajara/I-58O WB Ramps ~ «I"':. :!.::. g¡:;! 't.320 (389¡ "'... ,.649 (512 C\I_ töi~ ~ InteIsedIan #14 Tassajara/Qumy Lane SdIaaI '" '" "'- -c\I ",- "'0 't.25~ "'''' + I.. ,.90 ~ <1>'" <D- <D'" -", . C\I InIInedIon #20 FaI1~ '" - ++ <D ~ lnl8rsedian #22 Hac:iendaIHaI:i CIœsing ô ... "!.- ~'" ..-.., ~~ U3(42) ...1.. ,.137 (358) +~ ~ C't~ ~ m~ C\I. ~ .. North Not to Scale LEGEND . ExiIIIing Intersection o Futurelntør8eàion - Project _ Existing Road .- -- - Future Roød XX All Pelk Hour Volume (XX) PM Pelle Hcxr Volume è II: ¡: ffi ::: § DUBLIN BLVD. Intersection 13 HacIendaII-58O WB Ramps C\I'" "'''' t:.!!. :g. ~447 (215¡ ;r ,.rrn ~308 ~ ~~ I~ InteJSedlon #9 TassajaralDublln ~ ~!2. :.... - ~8E ~10¡11) _,.:~ 44 42) ¥ ,,"202 ~148) 83(281 +~ 24( ¡;¡;-.;:c;¡ 259 (1ì87J"1t ~ 0"'''' C\I...... C').... InIersectIan #15 Tassajara/Projec DrIveway Intersec:IIan tI4 Hac:iendalDubUn "'CD~ 00'" "'... Intersecllan #10 TassajaraICentraI ¡g !!? ~~ U!15) ~,.:", 39 19¡ ¥ I.. "69 34 5 (16 +~ 10 (40 ~ 9( ;-åE -~8J '" Intersedlon #16 Tassaara/Fa/Ian ExtensIon íñ '" ++ '" CD C\I C\I I1IIIIrIec:tIan 121 FaIIanIAnIone ã;iñ ~ CD 0> "'''' ¥ 19 (44f: + 3 (2 (;ëõ) ......, ~;;;- '" Gl.EASCNDf\. 6 4 City of Dubliri Dublin Ranch West Baseline Turning Movement Volumes Ird8IsectIan tIS HacIendaICentra Intersection #11 Tas&ajara/Gleasan -II) ~ -(0) (0)0> tv'" ¥ 38 !256~ + 55 104 ¡::::-¡;¡- e.g¡ ~;;; ~¡¡¡ InI8rsectian #17 EI CharraII-580 EB Ramps -... N'" :::.;::- CDC') "'i;;. 147 À~ 6 (10 S% 63 (18 t:;.I;::. ~~ ·t 16.................... "'-:~1Io. ........-........ "'-"t.ìiii "'WI. bttersec:lian 16 HacIenda/Gleason Intersection #12 Tassajaral5. Dublin Ranch <D "'- C')... ;:-;12. "-.25 (29) :;:-¡:: ~ ..3 (4) ¥ I.. ,.301 (133) 2iO +~ 44 c;;¡;;c;;- 13 8~ ~~ 0- ""~:;! C')~ InIersectian#18 Fallonll-58OWB Ramps ~ <\10> "'- _C\I ;;;;;- 't.70 1134) ~:;! 126) ¥ "33 28) + :;;:c- <DO -C\I ",- 00> ~~ .'~ ! 1~ ~ §:! ~ ~:~ ,.......-- --'---.. . . . I . --~ , · · · · . --......... "", '-. --_..' .- Figure .~ 157-182 - 1119104· PB 5 TABLE II: INTERSECI10N LEVELS OF SERVICE- BASELINE CONDmONS Signalized Intersections A.M. Peak Hour P.M. Peak Hour ID vie LOS vie LOS 1 Dougherty RoadlDublin Boulevard 0.67 B 0.83 D 2 Hacienda Drivell-580 Eastbound Ramps 0.60 A 0~57 A 3 Hacienda Drivell~580 Westbound Ramps 0.54 A 0.46 A 4 Hacienda Drive/Dublin Boulevard 0.35 A 0.42 A 5 Hacienda Drive/Central Parkway 0.38 A 0.41 A 6 Hacienda Drive/Gleason Drive 0.12 A 0.10 A 7 Santa Ritall-580 Eastbound RampslPimlico Drive 0.58 A 0.61 B 8 Tassajara Roadll-580 Westbound Ramps 0.42 A 0.52 A 9 Tassajara RoadIDublin Boulevard 0.39 A 0.42 A 10 T assajara Road/Central ParKway 0.38 A 0.32 A 11 T assajara Road/Gleason Drive 0.37 A 0.41 A 12 T assajara Road/South Dublin Ranch Drive 0.35 A 0.33 A 13 Tassajara Road/North Dublin Ranch Drive 0.30 ·A 0.21 A 14 T assajara Road/Quarry Lane School Driveway 0.37 A 0.39 A 15 T assajara Road/Northern Project Access (Future Intersection) 16 Tassajara RoadIFallon Road (Future Intersection) 19 Fallon RoadIDublin Boulevard (Future Intersection) 20 Fallon Road/Gleason Drive (Future Intersection) 21 Fallon RoadlAntoneWay 0.03 A 0.04 A 22 Hacienda DriveIMartinelli WaylHacienda Crossings 0.30 A 0.34 A A.M. Peak Hour P.M. Peak Hour ID Unsignalized Intersections* Delay Delay seclveh LOS seclveh LOS EI Charro Roadll-580 Eastbound Ramps - - - - 17 - Eastbound 1-580 EB Off-ramp Approach (14.0) (B) (16.6) (C) Fallon Roadll-58Q Westbound Ramps - - - - 18 - Westbound 1-580 we Off-ramp Approach (12.1) (B) (11.4) (B) Notes: vie = volume to capacity raJio LOS = Level of Service XX (XX) = 0veraI/ Intersection Delay or LOS (Minor Movements Delay or LOS) "HCM 2000 methodology does not report the overall inteŒection delay for one-way STOP intersections. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 14 November 9, 2004 Existing plus Approved plus Project 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 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 to be used for an elementary 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 offour-Iegged intersections on Tassajara Road. Project Trip Generation The project trip generation was estimated based on standard rates provided in Trip Generation, 6th Edition, published by the Institute of Transportation Engineers (ITE). Table ill summarizes the trip generation estimation for the proposed Stage 1 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 PROJECT TRIP GENERATION Size Daily A.M. Peak Hour P.M. Peak Hour Land Use (units) Rate Total Rate Rate In Out Total Rate Rate In Out Total SF Units (LOR) 75 9.57 718 0.19 0.56 14 42 56 0.65 0.36 49 27 76 SF Units (MDR) 557 9.57 5,330 0.19 0.56 106 312 418 0.65 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 Source: Trip Generation, (ÿh EditÏOn, by fTE LDR ~ LDw Density Residential (Single Family Detached, fTE Code=210) MDR ~ Medium Density Residential (Single FamHy Detached, fTE Code=210) MHDR ~ Medium High Density residential (Apartment, fTE Code=220) . Assumes that 224 multi-family units will be built instead of an elemental}' school. Dublin Ranch West is presently 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 General Plan and Specific Plan. Based on standard rates provided in the Institute of Transportation Engineer Trip Generation, rJh 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 to 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 analysis 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 to the study intersections based on these assumptions. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 15 November 9, 2004 Plarzned Roadway Improvements The following roadway improvements are anticipated by the City of Dublin. Dublin Boulevard/Dougherty 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 projèct is fully developed. The current CIP projectto install the improvements at Dublin Boulevard/Dougherty Road is funded by developments that 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 intersection level of service analysis. Detailed calculations are contained in Appendix E of the Traffic Study. With the addition of Project trips 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 at similar levels of service as identified under Baseline conditions. Some notable differences caused by the proposed project and pl~ed r~adway improvements are given below: · EI Charro/I-580 Eastbound Rmnps - Intersection level of service would change from LOS B to LOS C during the a.m. peak hour. · Dublin Boulevard/Dougherty Road - The a.m. peak hour intersection operations will change from 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 for the Dublin Ranch West Development T JKM Transportation Consultants Page 16 November 9, 2004 CD ãi ~~~ Õ z ~!z w<W a:i~ 5C1)~ u..~:æ , , (:i' ll:' ~: o. i/ . . , . , , , ','1-q,*- ,: '\ ~n~ " ...~?-O",' , , CD .,.. ,'-------- · , e~~~.:..-- ~ ' 3I:ItU!\:I : " . 'CJI: NOT1Y.:I , , · o '0 · \\ , , , . · · , · , , . , , , ~ \",---iš~- :r. ' ~ : :0 ~ '1$~ __~i--t-~-- --. ~. \t ?; ~~ '.'ð i ,"',z,~ ....l : ~~ ~ ~ ~ \ IS '0 ~ ...~~: ffj '-----:-------~ . :LSN't'511NMf1:8 . , ''''' ''''' -------- - "#-#- <:) .. 1ft ,-..-~øèJDë;, ....... <6\ ........ --¡r'- ~ ~ ~Bj'.... o 0 ......------...... (þ CO " - ......... . . 110 )l:IVd ----.... --......- -- ~ CD ~ = C) u: co - "#-"#- :§ C\lN en ~ - .Q CD II) N C =:3 .., N CU 0 0 C/) Ii a:: .9- ..... 0 ~, .- C/) ~ ... .:::; ~ -' , ...., e. '" w, Q) oS ~ ~: E ~ :S 0 <' :t: ::!' :::s g ~ 'CJI: aJONI:IV ~ C/) en ~ c::: en Q) ~ ci <C E CIS 3 0 CD C E .Q -z ~ CD 0 #-"#- =ï 0 D:I 0 E ~~ :::> < III CQ - ë 1:) .g _0 ... CD c::: :::s u CIS 1:) .. .c CD - ~ 11. oS! .- '1:J CD ..... .9 ~ c::: CD D:I ~ ... > III 0) en >,0 ë - III .. C/) ~ - en .- == s:¡, CD '#-#- C u ~ CD '1:J s:¡, .. ~ 111< CD ..... ~N ~ 0 + 11. 0 ~ - C- D: D:I :; .... CD I: ;R'Q) C..t: - 0 þ. .. - :!:! ~.Q 'CJI: AJ.I:3HÐnoo :=0 3.i ::I )( :; ~.9 .oc CD u..w CD ;:jetS a.. 1:) 1:) ... c CO: (.) .;. z - c::: Q) ~ w ;/? '#. ~ CIS § -C CD CJ 0 (¡'i! 0.- (þ ,... .- w ~ C/) >.:0 0 .:. ... N - C C/) - C\J a:s =:;:j ~ :2 üC 0..' .:. ~ uc_·..~~..·..""..".~._~.. lnteIsec:tion #1 DublinIDougIIerty t\I...CD ~~~ Intersedlon tfl RItaß.58O EB RampIPbn Intersection #19 FaßonIDub6n Intersection 12 Hac:iendaI\.58O EB Ramps i~ ~ --;r 709 (575~ .",. 1,274 (428 ;:-¡;; ~I::: ~ ",CD It>~ intersection 18 TassajaraIJ.580 WB Ramps It> éC'" It>-O: ~ co.... ~320 (389) g¡ ~ ,.649 (512) ~i ~ InIersectIon #14 Tas&ajaralQuany Lane School CD 6' ++ ~ . <Ø N _ InIersedion #22 HaciendalHacienda Crossing iñ .... t\I "':05"' -.xJ "'- ¡¡; ~ ~23 (42) ... ~ ,.137 (358) .",. Ü ct~ ~ .... <'t ~ .. North Not to Scale LEGEND . Existing Intenection o Future JI.l&.aediwI - Project . - Existing Road . -- -- Future Road QUBUN 8I.VD. Intersec:tIon #3 Hac:iendaII-58O WB Ramps ~~ t::.!2. 8~ ~447 (215) ~'" ,.880 (310) ~ §~ ~~ Intersection #9 Tassajara/Dublln 6> CD -'" co- "'.... -co CDU> ¥ 32 (19µt 408 (239", !~ (1)0 ~.... ~C\ intersection #21 Fallon/Antone ¡::-g ...- - ~C\ ...- ¥ 113 (99).:t . 3 (2hit g: ~ ~~ <>LEASON DR. 6 intersection #4 lnIøIsedIon IS Intersection 16 HaclendalDublin HaclendalCentraJ HaciendalGleason -63 (40) "110 (44) 36 (9911"" 8 (29~ 6Ñ C\C\ ;;= <cco", <CU> 00(1) ~ U>.... Jntersec:lion #11 IntersecIIon #12 TassajaraIGleason Tassajara/S. Dublin Ranch <Ø ~- ... ~ =<\I ~ ~!2!. ~52 (133) ;~ s.q~ ..3 (4) ~ ~~'!.;.. ,.301(133) ~!~~J 4~ ",. 44 "'....'" 13 8 "'ON Sc. --'" o -- è!:::': c:') ::.-.:- -.... -- '" C\- kllersedion #16 Intersection #17 Intetsedion#18 Tassajara/FaIIon Extension 8 ChamIIJ.580 EB Ramps FallonIJ.58O WB Ramps Ñ' -'" ~ + -M ....- ~ -- -", CD'" ~92 ~9) ...- ~~ 12 6) ....... ~ ¥ "33 28) 147 (205 ~ . 6 !10 0= ;;:c 63 18 !:::.t::;. <co --c\I ~~ ...- OCD CD -'" C\ / , , City of Dublin Dublin Ranch West Baseline + Project Turning Movement Volumes .¿ 16-...... ···-~IID. .......... . . .~- o -~ ã :l ~ ~~§ L ~:~ -....--.. , . , . . . , · · · , --...-......~-...- ,.' ------ Figure ~ 157·182·1119104· PB 7 TABLE IV: INTERSECOON LEVELS OF SERVICE -BASELINE PLUS PROJECT CONDmONS ID Signalized Intersections A.M. Peak Hour P.M. Peak Hour vie LOS vie LOS 1 Dougherty RoadlDublin Boulevard 0.47 A 0.56 A 2 Hacienda Drive/I-580 Eastbound Ramps 0.60 A 0.57 A 3 Hacienda Drivefl-580 Westbound Ramps 0.54 A 0.46 A 4 Hacienda DriveJDublin Boulevard 0.37 A 0.44 A 5 Hacienda Drive/Central Parkway 0.39 A 0.41 A 6 Hacienda Drive/Gleason Drive 0.12 A 0.10 A 7 Santa Rita11-580 Eastbound Ramps/Pimlico Drive 0.60 A 0.68 B 8 Tassajara RoadII-580 Westbound Ramps 0.44 A 0.59 A 9 Tassajara RoadIDublin Boulevard 0.43 A 0.54 A 10 T assajara Road/Central Parkway 0.47 A 0.45 A 11 Tassajara Road/Gleason Drive 0.47 A 0.52 A 12 T assajara Road/South Dublin Ranch Drive 0.42 A 0.48 A 13 T assajara Road/North Dublin Ranch Drive 0.44 A 0.36 A 14 Tassajara Road/Quarry Lane School Driveway 0.43 A 0.38 A 15 T assajara RoadINorthem Project Access 0.67 B 0.64 A 16 Tassajara RoadIFallon Road (Future Intersection) -c- 19 Fallon RoadIDublin Boulevard (Future Intersection) . 20 Fallon RoadIGleason Drive (Future Intersection) 21 Fallon RoaclAntone Way 0.12 A 0.13 A 22 . Hacienda DriveIMartinelli WaylHacienda Crossings 0.30 A 0.34 A A.M. Peak Hour P.M. Peak Hour ID Unsignalized Intersections· Delay Delay seclveh LOS seclveh LOS EI Charro Roadll-580 Eastbound Ramps - - - - 17 - Eastbound 1-580 EB Off-ramp Approach (18.9) (C) (20.8) (C) Fallon RoadIl-580 Westbound Ramps - - - - 18 - Westbound 1-580 WB Off-ramp Approach (12.3) (B) (11.9) (B) Notes: vie = volume to capacily ra1io LOS = Level of Service X.X (X.X) = Overalllntersec:tion Delay or LOS (Minor Movements Delay or LOS) "HCM 2000 méthodology does not report the overall intersection delay for one-way STOP intersections. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 19 November 9,2004 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 BoulevardlTassajara Road Capacity Improvements - Addition of two westbound left-turn lanes, one through lane and one right-turn lane; one northbound left-turn lane and two through lanes; one eastbound left-turn lane and one through lane; and one southbound left-turn lane. Some of these improvements have been constructed, but not necessarily opened to traffic (Eastern Dublin TIF improvement). Scarlett Drive Extension - Extension of Scarlett Drive from Dublin Boulevard north to Dougherty Road and associated intersection improvements at Dublin Boulevard/Scarlett Drive and Dougherty Road/Scarlett Drive, as identified in the Transit Center EIR (Eastern Dublin TIF improvement). With the Scarlett Drive extension, it was assumed that 75 percent of the volumes for the southbound left turn ITom Dougherty Road onto Dublin Boulevard and the westbound right turn from Dublin Boulevard onto Dougherty Road were assmned to shift to the Scarlett Drive extension. Dublin Boulevard/Hacienda Drive Capacity Improvements - Addition of one westbound right-turn lane and conversion of a northbound right-turn lane to a third through lane (Eastern Dublžn TIF improvement). Hacienda Drive Widening - Widening of southbound Hacienda Drive from one to two through lanes from Gleason Drive to Central Parkway (Eastern Dublžn TIF improvement). Central Parkway Widening - Widening of Central Parkway from two to four through lanes between Arnold Road and Tassajara Road (Eastern Dublin TIF improvement). Hacienda Drive/I-580 Westbound Off-ramp Capacity Improvements - Widening of the northbound Hacienda overpass to four lanes to accommodate an exclusive lane leading to the 1-580 westbound loop on-ramp, and addition of one shared rightJIeft-turn lane on the off-ramp approach (Eastern Dublin TIF improvement). These improvements are also identified in the Transit Center and East Dublin Properties EIRs. Hacienda Drive/I-580 Eastbound Off-ramp Capacity Improvement - Addition of one shared. rightJIeft- turn lane on the off-ramp 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 of the 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 EIR and page 3.6-17 of the East Dublin Properties Draft Supplemental EIR.. These improvements 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 Dublin TIF 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. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 20 November 9, 2004 Based on information provided by City staff, there is a list of pending and buildòut projects {including the proposed Dublin Ranch West Development) as shown in Tables 2 and 3 of Appendix C in the Traffic Study. It is estimated 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 iTom 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 TRAFFIX. 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 patterns in the study area. The Buildout TRAFFIX 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 Pleasanton, and Dougherty Valley in Contra Costa County. This TRAFFIX 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 TRAFFIX model uses a local focus approach to forecast traffic within the City of Dublin, the model also takes into account regional traffic patterns by considering potential traffic1diversions fi"om 1-580 to adjacent surface streets within the 1-580 corridor. The output iTom the TRAFFIX model is shared with other consultants to maintain consistency in the City of Dublin. The final 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 Boulevard/Dougherty 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 BoulevardlDouflhertv Road The Eastern Dublin EIR identified significant impacts to Dublin Boulevard/Dougherty 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. As mitigation, the Dublin BoulevardIDougherty 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 Dublin Ranch West Development T JKM Transportation Consultants Page 21 November 9, 2004 Dublin Boulevard/Hacienda Drive The Eastern Dublin EIR identified significant cumulative impacts to this intersection based on LOS F operations, noting that no further widening of the intersection would be feasible. (Impact 331M.) 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 planned intersection improvements; this is an improved operation compared to the LOS identified in the Eastern Dublin EIR. As mitigation, the Project traffic analysis recommends installation of a fourth exclusive through lane on eastbound Dublin Boulevard. Consistent with the Eastern Dublin EIR., 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 Intersection fl anta RJIa/I.580 EB RamplPlmD n 1: . ra/N. DublIn Ranch 11 FaHonlDublln InIIIrsecIian #22 Hac:iendaItIaci Crossing íì North Not to Scale IntørsecIIan #2 HadendaIJ.58O EB -~ ~~ ~ "'.... <'"~ IntørsedIon #8 11' we Ramps ð;a! ~~ "'~ ~~ LEGEND . Exi8ting Inter8ection o FUlUrebdllnøctiOb - Prajec:t - Existing Road . ---- FUIUre Raad xx All Peek HOlD' Volume (XX) PM Peek Hour Volume DIØJN IIIJID· InI8rsecIIon#3 HaciendaII-58O WB "'''' "'<'" ~'" ~ 1: ~ ~£ "'..:~ ~4 (2) ~ '-.,.58 (33) 32 (19).Jf . " 408 (239", ~~g .to- m:"" ;:;:; ... Fallan/AntDne ¡;;- ~ 1::.- '" .....~ ,........ ~ 132 (134~ + 65(69 "'''' ...'" ~ -'" to-'" <'" GLEASCN DR. 6 Intørsec:IIon #4 Hac:iendalDubBn Intersection 15 HacIendaICentra Intersection 16 Hacienda/Gleason IntIIrseclion #12 1: Dublin Ranch ~~ ~B3 (162) '" ij!.-4 (7) ;. -;;.,.373 (198) 7 (15 6(5 .....~~ 16 (10~ ;:---:.~ <'>~ ~~ 1: n Extønsian EI C/IarroII.58O EB M:' .....'" es. "'..... "'''' "'''' ~ ,267 (1.813 8 (16 95 (72 I!!~ ~606 (859) ::..: 12(6) ¥ ,.33 (28) il: "'''' "'.... "'- ;:-~ '" '" 8:t -.:::::. ~ '-I 16................. ...-:~...,. ........... , ,.../ . . '::~..._~RõQcvt&L'ff'(. ,/ r;;;;.e..".,· . ,- I ' _---~- 1 ,--;,..~'" \ 11--- :..~~.;;, ~ I '1;: ~ " ~: 1D ~~~: ~: ",,,, .., '..--- ~ : §1~ : 9 ~ .... , .. , , ,I , . .~ " '~ a: ';/ § ~:ð ~ §:~ ~'''' --'---.. , . . . · · · , . , , , ......~II_. 4 ------------ 0I.I8ùiii~ City of Dublin Dublin Ranch West Buildout Tuming Movement Volumes Fi~~ 157-182 -1119104- PB TABLE V: INTERSEcnON LEVELS OF SERVlCE- BUILDOur CONDmONS ID Signalized 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 Drive/I-580 Eastbound Ramps 0.73 C 0.70 B 3 Hacienda Drive/I-580 Westbound Ramps 0.82 0 0.50 A 4 Hacienda DrivelDublin Boulevard 0.67 B 0.98 E 5 Hacienda Drive/Central Parkway 0.57 A .0.58 A 6 Hacienda Drive/Gleason Drive 0.32 A 0.51 A 7 Santa Rita/l-580 Eastbound Ra'!'ps/Pimlico Drive 0.89 0 0.89 D 8 Tassajara Roadll-580 Westbound Ramps . 0.78 C 0.83 D 9 Tassajara RoadlDublin Boulevard 0.65 B 0.82 D 10 T assajara Road/Central Parkway 0.67 B 0.65 B 11 T assajara Road/Gleason Drive 0.67 B 0.73 C 12 T assajara Road/South Dublin Ranch Drive 0.70 B ·0.64 B 13 Tassajara Road/North Dublin Ranch Drive 0.66 B 0.52 A 14 Tassajara Road/Quarry Lane School Driveway 0.64 B 0.50 A 15 T assajara RoacllNorthem Project Access 0.64 B 0.62 8 16 Tassajara RoadlFallon Road 0.27 A 0.47 A 17 EI Charm Roadll-580 Eastbound Ramps 0.50 A 0.74 C 18 Fallon Roadll-580 Westbound Ramps 0.51 A 0.73 C 19 Fallon RoadlDublin Boulevard 0.64 B 0.86 D 20 Fallon Road/Gleason Drive 0.30 A 0.43 A 21 Fallon Road/Antone Way 0.24 A 0.28 A 22 Hacienda Drive/Martinelli WaylHacienda Crossings 0.54 A 0.89 D Source: TJKM TmnsporlaVon Consultants Notes: vie = volume to capacity ratio LOS = Level of Service XX (X.X) = averaU Intersection Delay or LOS (Minor Movements Delay or LOS) Cumulative Freeway Segment Conditions with the Project Evaluation of fi'eeway 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 cOIrelated, and the analyst can calculate any one of these factors knowing the other two. Traffic flow is used as the basis for fTeeway levels of service and for calculating the impacts of the project on 1-580 and 1-680 operations in 2025. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 24 November 9, 2004 The forecasted Year 2025 volumes were based on the 1-580 and 1-680 mainline freeway operation analysis obtained from the Dublin Transit Center P A 00-013 Final Errvironmental Impact Report (September 2002), which was certified by the Dublin City Council in November 2002. Table VI summarizes the forecasted volumes and expected levels of service for two scenarios in 2025: 1) conditions without the project, and 2) conditions with the project. TABLE VI: SUMMARYOFF'REEWAY ANALYSIS Eastbound Westbound Capacity F E Eastbound Westbound D E Eastbound Westbound E D Eastbound Westbound F D Northbound Southbound F D Northbound Southbound 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, 1-580 freeway, 1-680 Freeway-Hacienda). The cumulative daily traffic volumes in the 1993 Eastern Dublin EIR (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 Traffic 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 operate 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 of impacts to 1-580 and 1-680, by payment ofTri-Valley Transportation Development (TVTD) Fees to construct planned freeway 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 freeways and other roadways in the Tri- Valley Area, by payment of the TVTD Fee; two of the improvements to be funded by the TVTD Fees are the West Dublin BART Station and the Express Bus Service from Livennore to the East Dublin BART station. The Project's contribution of additional traffic to local freeways would be less than originally analyzed in the Eastern Dublin Em. 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 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 acceptable levels of service for all study scenarios. The average daily traffic (ADT) volumes for existing and future scenarios were estimated by assuming that the p.m. peak hour volumes were 10 percent of their daily volumes. The following three roadway segments were analyzed: 1. 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 · Buildout ADT - 24,900 vpd 3. Tassajara Road between Fallon Road and Dublin/County Limit · Existing ADT - 8,990 vpd · Existing plus Approved ADT- 10,370 vpd · Existing plus Approved plus Project ADT - 10,980 vpd · BuildoutADT-31,270vpd . The roadway segment analysis concludes that 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 Buildout conditions. Tassajara Road between Project Northern Access and Fallon Road would need to be widened to four lanes under the Buildout conditions. However, this segment ofTassajara Road should be improved to six lanes under Buildout conditions to provide for continuity of traffic flow on Tassajara Road to the Dublin/County limit. Tassajara Road between Fallon Road and Dublin/County Limit would need to be widened to six lanes under the Buildout conditions. Recommendations 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 impacts from the Project. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 26 November 9, 2004 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 eastbound 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 £Tom 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 consideration. Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 27 November 9, 2004 STUDY REFERENCES T JKM: Personnel Chris Kinzel, P.E. Gordon Lum, P .E. Pratyush Bhatia Geri Foley EviPagh Persons Consulted Ray Kuzbari, P .E. Jerry Haag Connie Goldade Principal in Charge Project Manager Transportation Engineer Graphics Designer Word Processing City of Dublin Urban Planner MacKay and Somps Supplemental Traffic Study for the Dublin Ranch West Development T JKM Transportation Consultants Page 28 November 9, 2004 APPENDIX A -.LEvEL OF SERVICE METHODOLOGY DESCRIPTION OF INTERSECl'ION cAPACITY ANALYSIS cerA SIGNALIZED METHODOLOGY Background The CCTA intersection capacity analysis methodology is described in detail in·the T.echnical Procedures Manual of the cerA, January, 1991. It is identical to the Circu1ar 212 Pl!mT1Tng methodology except tbat the lane capacity bas been increased from 1500 vph to between 1650 to 1800 vph bass on saturation flow measurements taken atfOUI' intersections in Contra Costa County. (See following Table 9 from the Technical Procedures Manual.) On average, saturation flow rates for 1eft-tIJ:m 1anes were oVer ten percent lower than for tbrough lanes. HoWever, insufficient data. was collected to provide statistical accuracy for the averages. Thus, saturation flow rates for through lanes are equal to those for tum lanes. This methodology determines the critical movement for each phase of traffic. It then sums the . critical volume-to-capacity ratio by phase to determine tb.e intersection volume-to-cápacity ratio. Circular 212, on the other hand, sums the critical movement volumes themselves and compares them to the total capacity of the intersection to detemrlne,·in effect, the voluine-to-capacity ratio of the intersection as a whole. Level of Service The volume-to-capacity ratio is related to level of service (LOS). The following level. of service for Sigr'~1i"".ed Intersections depicts the relationship between the vo1ume-to-capacity ratio and level of service. An intersection opm:a;ting at capacity would opera1: at LOS E. Level of Service F is notpossi'ble for existing conditions, but can be forecasted forfutureconciliions when volume projections exceed exiSting capacities~ . . . Input Data The intersection capacity worksheets use a code to identify different lane configurations. This nomenclature is described on the fonowing Description ofLsne Configurations. Right tum on red adjustments are accounted for as wen as unequal distribution oftum volumes in double mm lanes. For more information, see CiIcu1ar 212 and the CerA Technical'Procedures Manual. LEVEL OF SERVICE RANGES Volume to Maximum Sum of Critical Volumes LOS Canacltv Ratio 2-Fhase 3-Phase 4+ - Phase ·A SO.5O 1,080 ·1,030 990 . B· 0.61- 0.70 1,260 . 1,200 . 1,160 C 0.71-0.80 1,440 1,380 1,320 D 0.81- 0.90 1,620 1,550 1,490 E 0.91-1.00 1,800 . 1,720 1,650 F Not Applicable Somce: Ccmt:a CasmCouøty GrawIh u....r-"Plapam, Tccbzical1'racec\l=s. TIb1e 9. \'q!IHe:va\1il~ methaci\cda 1œI!md.doc: 11108199 DESCRIPI'lON OF LANE CONFIGURATION FORMAT ,The number of lanes and the use of the lanes is denoted with a speclal nomenclature described below: Lane Nomenclature X. Y Where X Denotes the total namber of lanes avai1abæ. for a particular movement. Y Denotes how the Janes are used. When Y is... . . . The fonowing applies: I:~ 0 LOR. A lane used exclusively for a particular movement lloe. exclusive left-tam lane). _ LOT 1.Ot. I: .. ¡:~ A Jane which is shared. that is. either of _ different movements can be made 1 1.1 R. from a particular lane (Le. a lane which issb.ared by through and right-turn I: -.=- ~ I ttaffic ). , I:~ 2 ~ 1.1 R. Denotes two or more through laaes in which two lanes me shaI:ed, one with I: - -- ~ I left-turn traffic. the other with right-turn traffic. 3 De1;1otes an expressway through movement. ¡:~ 4 . ~ 1.4 R. Denotes a right-tam movement from a wide outside lane where right-tum I : - -- ~ i ~bic1es can bypass thtough ~sharing the lane to malœ a right-tmn on red. o . 1:_ " UR. Denotes a right-tmn movement from an exclusive right-tmn lane with a 5 3::- 2.0 T , 1.010 right-turn mow and prohibition on' the c:onflicâng U-tmn movement. p 6 I:~". Denotes a right-tom movement from a shared lane with a right-tm:n arrow and '!"":_ . :1.1 T - 1.010 prohibition on the confiicitng U-tmn movement. I: 7,8,9 Denotes a tmning movement which ba!; a separate lane to tmn into. as shown below: ~ It ~~_ l.'1R Turn lane which is shared with a through lane or left-turn lane and under signal 7 2JT control. and which has its own lane to tam into. There must be at 1east two It:t 1.01. through lanes. It:t~ 1.IR. Exclusive turn lane which is under signal control, md which has its own lane 8 ~- 2.OT It :t 1.0 10 to turn into. I t:t);_ :: Exclusive turn lane not ander signal centrol and which has an exclusive lane to 9 turn into. often referred to as a "free" turn. Since the volumes in this lane do not 1.OL conflict with other intersection movements, the V IC ratio of the free right-turn I t:t movement is not included in the sum of crlticalV/C ratios. . . PART A. TWO-WAY STOP-CONTROu.ED INTERSECTIONS I. INTRODUCTION - PART A In this section a methodology for analyzing capacity and level of service of tNIO-way stop-controUed (TWSC) intmections is presented.. II. METHODOLOGY· PART A Capacity analysis at TWSC intersections depends on a clear description and understanding of the interaction of drivers on the. minor or stap-ContmUeq. approach with drivers on the major street. Both gap acceptance and empirical mode1s have been developed to describe this inte:action..Procedm:es c1escribe4 in this chapterre1y on a gap acceptmce model developed and œfiDecl in Gennany (1). The concepts from this model are descn"bec1 in Chapter 10. Bxbibit 17,;1 iUDstrates input to and the basic computation order of the method desc:dbed in this. chapter. . LEVEl...oF-SERVlCE CRliERIA . . Level of service (LOS) for a TWSC intersection is d~"ed by the computed or measured control delay and is ddi"ec1 for each minor movement. LOS is not defined for the intersection u a whole. LOS cdte.ria are given in Bxbibit 17-2. . Both theoretical end empIricsJ spprœches have been used to BrrIva at a methodology LOS Is not dBflnecJ for the . OV8l'EIlt IntefBÐctJøn HIghway CapacJtt ManucJ 2000 The LOS criteria fer TWSC intersections are somewhat c1iffetent from the criteria used in Chapter r6 for sig1l"t~fI1i intersections primarily because different transportation facilities create di:ffereDt dtiver perceptions. The expectation is that a si~A 1j.,..ed inœrsection is designed to carry bigber traffic volumes. and experience greater delay tbaD an ansigna1ized ïntersectian. LOS threshotcJs dlffsr ftrJm those for s/gnsJ/zsd tnterssc6atS to reflect dJfførent driver expsctatlcns Highway Capacity Manual 2OCJO EXHIBIT 17-1. TWSC UNSIGNAUZED INTERSECTION METHODOlOGY Input - Geometric data - Hourly turnIrQ mcvement volumes - tfeavý vehlclapercentages - Pedeštrlan data sI . data - Co~ fiow rate - Identify ccnfIicting traffic flew CamputB potential capacity Adjust paIInIlal capÇty and computB movement capacity. - Impedance effeèts . . . . - SIirBcI-Iane apera!icn . . -Eficlsof~slgnals - ~ gap acceptance prac:ess - F\arád rñlnar~ approaches Computs queue lengths Ccmputø coritrol delays DalBrmlne levels of service EXHIBIT 17-2. U'IEl.QF-SERVICE CRITERIA FOR TWSC INTERSECTIONS Løvel d ServIce Average CaItroI Delay s/vah A 0-10 8 ) 10-15 C >15-~ C >~ E >~ F >~ Chapter 17 . UnsIgnallzed Intersectlcns Methodolcgy . TWSC Intersecllcns 17-2 APPENDIX B - LEVEL OF SERVICE WORKSHEETS: EXISTING 111"1 II ...I >- II 0 II 11011 II: ..a II II II a.... II Z Uj-å U)L. 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I>: :3 :z , rn I w :3 II i<- Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Infonnation Site Information Analyst PB Intersection Tassajara RdlQuarry Ln Agency/Co. TJKM Jurisdiction City of Dublin Date Performed 4/2312003 Analysis Year 2003 ~alvsis Time Period AM Peak ;:)roiect DescriDtion 157-164 :astlWest Street Quarrv Lane Road North/South Street Tassaiara Intersection Orientation: North-South Study Period Chrs): 0.25 ehicle Volumes and Adiustments laior Street Northbound Southbound lovement 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 Hour1v Flow Rate, HFR 0 186 97 44 557 0 Percent Heavy Vehicles 0 - - 0 - - Median Type Undivided RT Channelized 0 . 0 Lanes 0 1 1 0 1 0 Configuration T R LT Upstream Sianal 0 0 Minor 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 Hourly Flow Rate, HFR 100 0 27 0 0 0 Percent Heavv Vehicles 0 0 . 0 0 0 0 Percent Grade (%) 0 0 I=lared Approach N N Storage 0 . 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay. Queue LenGth. and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 . 8 9 10 . 11 12 Lane Configuration LT L R r-J (vph) 44 100 27 C (m) (vph) 1291 330 861 ~/c 0.03 0.30 0.03 95% queue length 0.11 1.25 0.10 Contrel Delay 7.9 20.6 9.3 LOS A C A C\pproach Delay - - 18.2 Il.pproach LOS - - C . . HCS2000TM Copyright C 2DOOUnivmi1;y ofF1arida, All Rights Reserved Vemon4.1a -- - - - - - - Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst PB Intersection Tassajara RdlQuarry Ln Agency/Co. TJKM Jurisdiction City of Dublin Date Performed 4/2312003 Analysis Year 2003 Analvsis Tme Period PM Peak Proiect Description 157-164 EastIWest Street Quarrv Lane Road· INcirth/South Street Tassaiara ntersection Orientation: North-South IStudv Period lhrs): 0.25 Vehicle Volumes and Adiustments Maior Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 608 4 2, 286 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourtv Flow Rate, HFR 0 675 4 2 317 0 Percent Heavy Vel:\icles 0 - - 0 - - Median Tvoe . UndMded RT Channelized 0 0 Lanes 0 1 1 0 1 0 Confiauration T R LT UDstream Sicnal . 0 0 Minor Street Westbound Eastbound Movement 7 8 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 HoUr1V Flow Rate, HFR 7 0 3 0 0 0 Percent Heavy Vehicles 0 0 .0 0 0 0 Percent Grade .(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes ., 1 0 1 0 0 0 uraticn L R Delav. Queue Lenath and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 .11 12 Lane Configuration LT L R v (vph) . 2 7 3 C (m) (vph) 923 272 457 vie 0.00 0.03 0.01 95% queue length 0.01 0.08 0.02 . Control Delay . 8.9 18.6 12.9 LOS A C B Approach Delay - - 16.9 !Approach LOS - - C HCS2000TM Copyright C 2000 Univer3Ïty of Florida, AIl Rigbts Reserved Version 4.1a ._--- .-.-.-..-... ."'. --- .. .- .. .---- Two-Way Stop Control Page 1 of 1 nNO.WAYSTOPCONTROLSUMMARY General Information Site Information ~alyst . PB Intersection EJ Charroll-580 EB ramps Agency/Co. . TJKM Jurisdiction City of Dublin Date Performed 4/2312003 Analysis Year 2003 Analvsis Time Period AM Peak Project DescriDtion 157-164 =astIWest Street 1-580 EB RamDs INorth/South Street EI Charro ntersection Orientation: North.:South Studv Period lhrs): 0.25 {ehicle Volumes and Adiustments Major street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 92 21 27 42 0 Peak-HourFactor, PHF 0.90 0.90 . 0.90 0.90 ·0.90 0.90 Hourly Row Rate, HFR 0 102 23 - 30 46 0 Percent Heavv Vehicles 0 - - 0 - - Median Tvpe UndMded . RT Channelized 0 0 Lanes 0 1 1 0 1 0 IConfiguration T R LT Ucstream Sianal o. 0 Minor Street Westbound Eastbound Movement 7 8 9 ·10 11 12 L T R . L T R Volume 0 0 0 82 . 6 63 Peak-Hour Factor. PHF 0.90 0.90 0.90 0..90 0.90. 0.90 Hourly Flow Rate, HFR 0 0 0 91 6 70 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach· . N N' Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 1 1 Configuration LT R Delav. Queue Lenath and Level of Service Approach NB 58 Westbound Eastbound . Movement . 1 4 .7 8 9 10 11 12 Lane Conflguration LT LT R !v (vph) 30 97 70 Ie (m) (vph) 1474 750 1029 !v/c 0.02 0.13 -8:07 95% queue length 0.06 0.44 0.22 Control Delay 7.5 10.5 8.8 LOS A B A Approach Delay - - 9.8 Approach LOS - - A HCS2000TM Copyrigbtc 2000 Universi~ of Florida, All Rights Reserved . - - - - ...-.. - - - ..... ..... -...~ . . .. . ~ -,... - -- - .- \ .... Version 4.1a .. ,-"". ,"""^"'-"' Two-Way Stop Control Page 1 of 1 ~O~WAYSTOPCONTROlSUMMARY General Information Site Information Analyst PB ntersection E1 Charroll-580 EB ramps Agency/Co. TJKM Jurisdiction City of Dublin Date Performed 412312003 Analysis Year 2003 lÞú1alvsis Tune Period PM Peak . Proiect DescriDtion 157-164 EastIWest Street 1-580 EB RamDs lNorthlSouth Street EI Charro Intersection Orientation: North-South IStudv Period lhrs): 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 68 74 23 114 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 HourIV Aow Rate, HFR 0 75 82 25 126 0 Percent Heavy Vehicles 0 - - 0 - - Median·Tvoe Undivided RT Channelized 0 0 Lanes 0 1 1 0 1 0 Configuration T R LT U ostream Sienal 0 0 ¡nor Stnet Westbound Eastbound ovement ·7 8 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 Row Rate, HFR 0 0 0 17 11 ·20 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 ~T Channelized 0 0 anes 0 0 0 0 1 1 ~nfiguration LT R Delav. Queue Lenatt1 and I.evel of Service Äpproach NB 58 Westbound . Eastbound . . Movement .. 1 4 7 .. 8 9 10 11 12 Lane Configuration LT LT R v (vph) 25 28 20 C (m) (vph) 1435 642 930 vie 0.02 0.04 0.02 95% queue length 0.05 0.14 0.07 Control Delay 7.6 10.9 9.0 LOS A B A Approach Delay - - 10.1 Approach LOS - - B HCS2000TM Copyright C 2000 university of Florida, All Rights Reserved Ve:sion 4.1a --. --- - .- . .- - - - Two-Way Stop Control Page 1 of 2 ,- - TWO"'WAY STOP CONTROL SUMMARY General Information Site Information Analyst - PB Intersection Fallon/l-5S0 WB Ramps "'geney/Co. TJKM Jurisdiction City of Du ~/in Date Performed 4/2312003 ~alysis Year 2003 Analvsis Time Period AM Peak Proiect Descriotion 157-164 EastIWest Street 1-580 WB RamDs - INorth/South street Fa//on Intersection 'Orientation: North-South IStudy Period (hrs : 0.25 ¡Vehicle Volumes and Adiustments Maior Street 'Northbound Southbou nd Movement 1 2 3 4 5 6 L T R L T R ¡Volume 103 66 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 - - MedianTyoe , Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration - LT TR UDStream Sianal 0 0 Minor Street 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 Hourlv Flow Rate, HFR 35 13 43 0- 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Aared Approach N N - Storage 0 0 RT Channelized 0 0 Lanes 0 1 1 0 0 0 Configuration LT R Delav. Queue Lenatl1 and Level of Service ~pproach N8 sa Westbound Eastbound Movement, ' 1 4 " 7 8 9 10 11 12 Lane Configuration LT LT R v (vph) 114 48 43 C (01) (vph) 1547 ' 577 995 v/c 0.07 0.08 0.04 95% 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 > Copyright C 2000 Universi1y of Florida. All Rights Reserved Version 4.1a ..-- --- .... 1"....."'~...· .,....- _. _'\ .... ..,Ø\.. ,.--^""'.... Two-Way Stop Control Page 1 of 1 ~O-WAYSTOPCONTROLSUMMARY General Information Site Infonnation Analyst PB Intersection Fal/onll-580· WB Ramps Agen~/Co. TJKM Jurisdiction City of Dub/in Date Performed 4/23/2003 Analysis Year 2003 Analysis Time Period PM Peak :Proiect DescriDtion 157-164 EastlWest Street 1-580 WB RamDs . North/South Street Fa/Ion Intersection Orientation: North-South IStudv Period ihrs): 0.25 !Vehicle Volumes and Adjustments Major Street Northbound Southbou nd Movement 1 2 3 4 5 6 L T R L T R !Volume 64 9 0 0 149 49 Peak..Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 71 10 0 0 165 54 Percent Heavy Vehicles 0 - - 0 - . - Median· Type Undivided RT Channelized 0 0 ...anes 0 1 0 0 1 0 Configuration .. LT TR UDstream Sienal 0 . . 0 Minor Street Westbound Eastbound Movement 7 8 9 .10 11 12 L T oR L T R Volume 27 . 6 19 0 0 0 Peak-Hour Factor, PHF 0.90 0.90 ·0.90 0.90 0.90 0~90 Hourty Flow Rate, HFR 30 6 21 0 0 . 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (.%) 0 ·0 Flared Approach N· N Storage 0 0 RT Channelized 0 0 Lanes 0 1 1 0 0 0 Confiauration LT R Delav. Queue Lenatt1 and Level of Service fA.pproach N8 S8 . Westbound Eastbound Movement . 1 4 7 8 9 10 11 12 Lane Configuration LT LT R ~ (vph) 71 36 21 Þ (m) (vph) 1362 606 1077. 'rl/c 0.05 0.06 0.02 95% queue length 0.16 0.19 0.06 Control Delay 7.8 11.3 8.4 LOS A B A Approach Delay - - 10.2 Approach LOS - - B HCS2ODOTM Copyright C 2000 University of Florida, All Rights Reserved Vmion 4.1& ~ _.__ ._.......""....._.1-.. _ ~_ a _____ nl"la n Q 0 n.....u ~U Nil .....IIC -4"11- QU- 0.D U :::I aQ n II'" U 0 1 &.. 1 >-:::1 0...0 II .-:c au . II ~. II CD I II GI I II Q.. U II I U 11 . fn II n . ~ n = tII : cap U~ , .... a p - . ...., .. n)( I :::I U a . fIJ .. ..\I: II CD I CD DI-o 1 OOalOC , UI~lIaI . U u-- .. CP:Enu , o U Q,. 11 CD . _a U:I)I ~ It 1 I ,-e 1 CD U .... .. ..II" ~~I I-DE: 0 . 0110 , c..u __ as . ~:~ ] : caD" aI . I- 1I.c: - . ....11 0 U , U c.J as . ~ g tII =: -;Joe N I Þ-U- N I a... . >-1111 I ~ø- , 1 )( . GlOW = . ~r... 2.:8 ::a:ne 1-....= :::n.2 fi:~::U a = .:= U =....: :E enn]n~§::: 0.00=0.'" ~.Ya...u.C,,) ..J < = c:r üi W o < = e. , 1"1 " I-CO , CI u..CO I' W -'N ..I :lCC CI ~ 1'0-> . =c ~ I- ... 1-0-' CI = .. c:r . 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