HILLTOP SENIOR LIVING CENTER Pollard Station Traffic Impact Analysis

Transcription

1 HILLTOP SENIOR LIVING CENTER Pollard Station Traffic Impact Analysis Prepared for Town of Truckee Prepared by TRANSPORTATION CONSULTANTS, INC.

2 Pollard Station TRAFFIC IMPACT ANALYSIS Prepared for the Town of Truckee Airport Road Truckee, California FAX: Prepared by 2690 Lake Forest Road, Suite C P. O. Box 5875 Tahoe City, California FAX: February 17, 2010 LSC # HilltopSeniorCenterReport.doc

3 TABLE OF CONTENTS SECTION PAGE 1 INTRODUCTION... 1 Scope of Study EXISTING CONDITIONS... 2 Existing Infrastructure... 2 Existing Traffic Volumes PROPOSED CONDITIONS... 5 Project Description... 5 Access... 5 Trip Generation and Distribution TRAFFIC IMPACT ANALYSIS Description and Existing Standards Analysis Methodology Level of Service Analysis Queuing Analysis Project Impact on Local Residential Roadway Comparison of Trip Generation: Senior Center to Previous Hilltop Master Plan DRM Land Use APPENDIX A: Level of Service Calculations APPENDIX B: Level of Service Description LIST OF TABLES TABLE PAGE 1 Existing 2010 Design Volumes Truckee Senior Living Center Trip Generation Trip Distribution Design Volumes Intersection Level of Service Intersection Queue Lengths Hilltop Master Plan (DRM) versus Trip Generation LIST OF FIGURES FIGURE PAGE 1 Existing Project Volumes Project Generated Volumes Existing Plus Project Volumes Future Plus Project Volumes Traffic Impact Analysis Page i

4 Section 1 INTRODUCTION This engineering report documents the findings and conclusions of a Traffic Impact Analysis conducted for the proposed (Pollard Station) located in the Hilltop area of Truckee, California. The purpose of this engineering study is to determine the impacts of the traffic generated by the proposed development on the surrounding roadway infrastructure, as well as other transportationrelated factors. The study determines if mitigation is required to allow transportation facilities to operate safely and at capacity levels acceptable under the current Town Code. The study also examines the full build out of the site generated traffic volumes as well as the operational analyses of the study intersections, based on Town of Truckee ordinances and standard practices of the traffic engineering profession. SCOPE OF STUDY This traffic engineering study documents the existing and proposed conditions, traffic data, capacity, traffic impacts, and safety analysis in accordance with the requirements of the Town of Truckee ordinances. The study intersections of Brockway Road/Palisades Drive, and Pine Cone Road/Palisades Road were identified for analysis. Roadway traffic volume impacts and queuing impacts were also evaluated. The analysis considers three scenarios as follows: 1. Existing conditions (2010) without project traffic 2. Existing conditions (2010) with project traffic 3. Future conditions (2025) with project traffic Standard traffic engineering techniques such as those presented in the Highway Capacity Manual, Traffix software, version 8.0 are used to identify the existing and future level of service (LOS) at the study area intersections. The scope of work for this study has been approved by the Town of Truckee. Traffic Impact Analysis Page 1

5 Section 2 EXISTING CONDITIONS This section documents the existing infrastructure and operational traffic conditions in the vicinity of the site, providing a foundation for comparison to future conditions. Roadway conditions were studied to identify if the roadways are currently operating in a safe and efficient manner. EXISTING INFRASTRUCTURE Surrounding Land Uses The proposed Hilltop Senior Living project site is a largely undeveloped wooded area located in the Hilltop area of central Truckee. The area that would be designated for the Senior Center currently has no buildings on it. For purposes of this analysis, it is assumed that the only access to the Center would be via Pine Cone Road, as access using additional roadways would tend to disperse site-generated traffic. This is a conservative assumption with regard to future impacts along Pine Cone Road and Palisades Drive. Study Intersections This study focuses on the following two intersections: Brockway Road/Palisades Drive Palisades Drive/Pine Cone Road EXISTING TRAFFIC VOLUMES The Town of Truckee conducted a comprehensive inventory of its major intersections volumes over the summer of Included in this inventory is the intersection of Brockway Road and Palisades Drive. However, the intersection of Pine Cone Road and Palisades Drive was not included in this database. Collection of intersection turning movement data was required for the study intersection. Roadway Counts Roadway counts along Pine Cone Road were conducted from December 18th to the 24th. These counts were conducted for two purposes: Identify peak periods to conduct intersection turning movement counts, and Establish a base line daily through volume. Intersection Count Since the timing of this analysis did not allow for summer counts, counts were conducted in the winter (December 2009). The volumes from the winter counts were compared to the summer volumes used in the 2007 Hilltop Master Plan Updated Traffic Impact Analysis. To be conservative, the higher of the two counts were selected for each of the individual turning movements. The resulting existing traffic volumes are shown in Figure 1 and Table 1. Traffic Impact Analysis Page 2

6 PALLISADES DR ESTATES DR BROCKWAY RD TAHOE RIVER REGIONAL PARK BROCKWAY RD SCHAFFER DR BEAR LN SARA S E RIVER ST SCALE IN FEET TRANSPORTATION CONSULTANTS, INC. FIGURE 1 Existing No Project Volumes 1 PROPOSED SITE 2 PALISADES DRIVE/ BROCKWAY ROAD LEGEND STREETS TURNING MOVEMENT STUDY INTERSECTION TRAFFIC VOLUME PINE CONE DRIVE/ PALISADES DRIVE HILLTOP Traffic Impact Analysis Page 3

7 TABLE 1: Existing 2010 Design Volumes Northbound Southbound Eastbound Westbound North/South Roadway East/West Roadway LT T RT LT T RT LT T RT LT T RT Existing Volumes Palisades Drive Pine Cone Drive Palisades Drive Brockway Road Senior Home Project Generated Palisades Drive Pine Cone Drive Palisades Drive Brockway Road Existing Plus Project Palisades Drive Pine Cone Drive Palisades Drive Brockway Road Source: HilltopSeniorHome.xls Traffic Impact Analysis Page 4

8 Section 3 PROPOSED CONDITIONS The project location, the size of the project, and the time of project completion are all important elements that need to be considered to determine the traffic impacts of this development. It is also important to examine how the project will operate with the existing transportation system, estimate how much new traffic will be generated, and identify how traffic generated by the site will be distributed. PROJECT DESCRIPTION The development is proposed to consist of various levels of senior residential living. The specific elements of the proposed development consist of: 54 condominium units within the cottage 62 independent living units 25 assisted living units 12 memory care units 2 staff apartment within the Lodge ACCESS Properly located access points are essential to allow for the safe and orderly movement of traffic in and out of a site. Because of this, the Town of Truckee has enacted ordinances to assure their proper placement (see Development Code Section et seq.). Access to and from the site is proposed to be only via Pine Cone Road off of Palisades Drive. While ultimately the site may be accessed from the north and west through the other portions of the Hilltop Master Plan area, this is dependent upon development of other parcels. It is therefore conservatively assumed that access to the Senior Living site remains solely via Pine Cone Road. TRIP GENERATION AND DISTRIBUTION Trip Generation Trip generation estimates were prepared for the using the Institute of Transportation Engineers (ITE) Trip Generation Manual, 8th Edition, as shown in Table 2. These estimates are based on observed traffic generation rates for similar land uses nationwide. Trip generation is the evaluation of the number of vehicle-trips that will have an origin or destination at the project site. Average Daily Vehicle Trips (ADT) and PM peak-hour vehicle trips were determined in order to analyze the potential impacts from the proposed development. Traffic volume and trip generation analyses were conducted during the PM peak hours of the summer weekday. Total estimated future traffic through the study area intersections is highest during the summer PM peak hours on a typical weekday, as is the traffic generation of the project land uses. Therefore, the summer weekday PM peak hour period is used for the remainder of this study to represent the highest periods of total traffic. Traffic Impact Analysis Page 5

9 TABLE 2: Truckee Senior Living Center Trip Generation Proposed Land Use ITE Land Use Code Trip Generation Rates 1 Total Daily PM Peak Hour Trips Total Daily Base Volumes PM Peak Hour Trips Type Quantity Unit In Out Total In Out Total Pass By In Out Total Percent Internal Percent Non Auto Percent New External Trips on Total Daily PM Peak Hour Trips Continuing Care Retirement Senior Living Units 255 Community 153 Units % 5% 0% Staff Apartment 220 Apartment 2 DU % 0% 0% Total % 5% Trip generation rates are based on the Institute of Transportation Engineers (ITE) Trip Generation, 8th Edition (2008) manual. Assumes 100% occupancy. 2 DU=Dwelling Units Source: HilltopSeniorHome.xls Traffic Impact Analysis Page 6

10 Review of Potentially Applicable Land Use Categories The ITE Trip Generation Manual list several types of senior or retirement homes, including ITE Land Use Code 225: Continuing Care Retirement Community (CCRC). A description of a Continuing Care Retirement Community reads: Continuing care retirement communities (CCRCs) are land uses that provide multiple elements of senior adult living. CCRCs combine aspects of independent living with increased care, as lifestyle needs change with time. Housing options may include various combinations of senior adult (detached), senior adult (attached), congregate care, assisted living and skilled nursing care aimed at allowing the residents to live in their community as their medical needs change. The communities may also contain special services such as medical, dining, recreational and some housing-detached (Land Use 251), senior adult housing-attached (Land Use 252), congregated care facility (Land Use 253), assisted living (Land Use 254) and nursing home (Land Use 620) are related uses. The description for the CCRCs best fits the project description. Rather than combining several land use trip rates to represent various aspects of the proposed project, the all-inclusive CCRC rate was selected to represent the project as a whole. A comparison of various retirement land-use types showed that applying the CCRC rates resulted in the greatest estimate of traffic generation, and thus is the most conservative approach. Trip generation for the two additional staff apartments were estimated separately and their associated trips were added to the retirement care facilities trip generation. No mention of staff apartment was found in the CCRCs land use description. It is therefore assumed that staff housing is not included in the CCRCs trip generation rate. Discussion of Internal, Non-auto, and Pass-by Reductions Internal trips are those that occur between individual land uses on a project site, and thus do not impact external roadways. One aspect of the project that would generate internal trips is the two staff apartments. External trips generated by the apartments that typical would be associated with work trips would actually stay internal. Based upon the relative proportion of trips by trip purpose for apartments, 33 percent of the staff apartment trip generation was estimated to be internal trips. Due to the low volume of trips generated by the apartment during the PM peak hour, the reduction for internal trips had no effect on the final trip generation values. A Non-Auto trip reduction reflects travel via transit, walking and bicycling. Due to the close proximity of shopping, restaurants and parks, it is assumed that 5 percent of the trips generated by the project would be non-auto. Pass-by trips are those vehicle-trips already occurring on adjacent roadways that simply stop by the new proposed land use as part of a longer trip. While this can be a significant factor for some land use categories (such as convenience stores), residential land uses tend to be the primary purpose of a vehicletrip and thus have a negligible proportion of pass-by trips. No reductions were therefore applied for passby trips. Based on the trip generation estimates, the proposed project will generate 43 one-way vehicle-trips in the PM peak hour (21 in, 22 out), and 417 trips over the course of a weekday, as shown in Table 2. In other words, during the busiest hour of the day the project would generate one inbound plus one outbound vehicle-trip approximately every 3 minutes. Traffic Impact Analysis Page 7

11 Trip Distribution and Assignment The distribution of traffic arriving and leaving the project site is based upon distributions used in the 2007 Hilltop Master Plan. The distribution is based on the existing traffic patterns and the location relative to access roadways, commercial and residential land uses in the local area and existing turning-movements data. Four primary zones were identified to generate trips associated with the project. Slight adjustments were made to the distributions found in the Hilltop Master Plan Updated Traffic Impact Analysis to better suit the specific types of trips generated by the project. A table depicting the distribution proportions can be found in Table 3. TABLE 3: Trip Distribution Location % Traffic Brockway Road to/from West 62% Brockway Road to/from East 33% Palisades Drive to/from South 2% East of Palisades (7-11 shopping center) 3% Total 100% Source: HilltopSeniorHome.xls Using the distribution percentages, the trips generated by the proposed project can be assigned to the study intersections and local roadways. Project generated volumes that have been assigned to the study intersections can be seen in Figure 2 and Table 1. Existing plus project volumes can be seen in Figure 3. Future (2025) Conditions Future volumes for the project were based on 2025 volumes used in previous Hilltop traffic studies. In 2009, the Hilltop Master Plan Updated Traffic Impact Analysis evaluated the impact that the proposed Hilltop project would have on future volumes using findings from the Railyard Master Plan. This finding indicated that on busy summer days long delays in traffic would result in downtown Truckee due to the limited number of vehicles that can flow through the intersections. It is presumed that because of these delays, a large number of drivers will bypass the constraint via the SR 267 bypass. This diversion was analyzed in detail for the Truckee Railyard project. Because of the effects of the downtown constraint and the SR 267 diversion, a calculated maximum number of vehicles were established for travel through downtown in the future. Since the Hilltop study intersections lay close to the intersections of downtown, the effects of the downtown bottleneck analyzed in the Railyard project would be relevant for the Hilltop Project. Using the future 2025 volumes presented in the Truckee Railyard EIR as a starting point, 2025 Hilltop volumes were developed in the Hilltop Master Plan Update Study (January 2009). The vehicle-trips associated with the Hilltop Master Plan were removed to identify future no project conditions at the intersection of Brockway Drive and Palisades Road. The future no project volumes at the intersection of Pine Cone were developed by factoring the existing volumes by the proportion of growth along Palisades Drive identified at the south approach to the Brockway/Palisades intersection. Hilltop Senior Living Center project generated volumes were then added to result in the plus project volumes as shown in Figure 4 and Table 4. Traffic Impact Analysis Page 8

12 PALLISADES DR ESTATES DR BROCKWAY RD TAHOE RIVER REGIONAL PARK BROCKWAY RD SCHAFFER DR BEAR LN SARA S E RIVER ST SCALE IN FEET TRANSPORTATION CONSULTANTS, INC. FIGURE 2 Project Generated Volumes 1 PROPOSED SITE 2 PALISADES DRIVE/ BROCKWAY ROAD LEGEND STREETS TURNING MOVEMENT STUDY INTERSECTION TRAFFIC VOLUME PINE CONE DRIVE/ PALISADES DRIVE HILLTOP Traffic Impact Analysis Page 9

13 PALLISADES DR ESTATES DR BROCKWAY RD TAHOE RIVER REGIONAL PARK BROCKWAY RD SCHAFFER DR BEAR LN SARA S E RIVER ST SCALE IN FEET TRANSPORTATION CONSULTANTS, INC. FIGURE 3 Existing Plus Project Volumes 1 PROPOSED SITE 2 PALISADES DRIVE/ BROCKWAY ROAD LEGEND STREETS TURNING MOVEMENT STUDY INTERSECTION TRAFFIC VOLUME PINE CONE DRIVE/ PALISADES DRIVE HILLTOP Traffic Impact Analysis Page 10

14 PALLISADES DR ESTATES DR BROCKWAY RD TAHOE RIVER REGIONAL PARK BROCKWAY RD SCHAFFER DR BEAR LN SARA S E RIVER ST SCALE IN FEET TRANSPORTATION CONSULTANTS, INC. FIGURE 4 Future Plus Project Volumes 1 PROPOSED SITE 2 PALISADES DRIVE/ BROCKWAY ROAD LEGEND STREETS TURNING MOVEMENT STUDY INTERSECTION TRAFFIC VOLUME PINE CONE DRIVE/ PALISADES DRIVE HILLTOP Traffic Impact Analysis Page 11

15 TABLE 4: 2025 Design Volumes Northbound Southbound Eastbound Westbound North/South Roadway East/West Roadway LT T RT LT T RT LT T RT LT T RT 2025 No Project Palisades Drive Pine Cone Drive Palisades Drive Brockway Road Senior Home Project Generated Palisades Drive Pine Cone Drive Palisades Drive Brockway Road Plus Project Palisades Drive Pine Cone Drive Palisades Drive Brockway Road Source: HilltopSeniorHome.xls Traffic Impact Analysis Page 12

16 DESCRIPTION AND EXISTING STANDARDS Section 4 TRAFFIC IMPACT ANALYSIS Traffic operations at the study intersections were assessed in terms of Level of Service (LOS) and delay. LOS is a concept that was developed by transportation engineers to quantify the level of operation of intersections and roadways (Highway Capacity Manual). LOS measures are classified in grades A through F, indicating the range of operation. LOS A signifies the best level of operation, while F represents the worst. A detailed description of LOS criteria is provided in Appendix B. For signalized intersections, LOS is primarily measured in terms of average delay. LOS at unsignalized intersections is also classified in grades A through F. These grades of LOS are quantified in terms of average delay per vehicle. A LOS A reflects full freedom of operation for a driver, while a LOS F represents long delays. The criteria are based on the theory of gap acceptance for side-street stop-signcontrolled approaches. Existing Town of Truckee policy on LOS has been applied in this Traffic Impact Analysis. Per this policy, the Town of Truckee General Plan indicates a LOS standard of E or better within the Downtown Study Area (DSA) for signalized intersection, while intersections in areas outside of the Downtown Study Area must maintain a LOS D or better. The Brockway Road/Palisades Drive intersection is outside of the DSA. Unsignalized intersection LOS is defined as: Throughout the Town, individual turning movements at unsignalized intersections shall not be allowed to reach LOS F and to exceed a cumulative vehicle delay of four vehicle hours. Both of these conditions shall be met for traffic operations to be considered unacceptable. ANALYSIS METHODOLOGY The signalized and stop-sign-controlled intersection LOS were evaluated using Traffix software (version 8.0, Trafficware 2008) based on the 2000 Highway Capacity Manual. Traffic conditions were analyzed for both 2010 and 2025 conditions for summer PM peak hour. The analysis focused on the following three scenarios: Existing 2010 no project Existing (2010) plus full project build out 2025 plus full project build out LEVEL OF SERVICE ANALYSIS Appendix A presents the actual output from each of the runs performed for the study intersections, and Table 5 presents the results of the analyses. As shown, the study intersections of Brockway Road and Palisades Drive operate at LOS B under all conditions (with and without the project). The intersection of Pine Cone Road and Palisades Drive operates at a LOS C under all conditions (with and without the project), with the LOS C worst movement on the eastbound Pine Cone Road approach to Palisades Drive. It can therefore be concluded that both study intersections attain Town LOS standards, both without and with the proposed project. Since the proposed project does not increase the LOS delay to a point of deficiency, no mitigations are required. Traffic Impact Analysis Page 13

17 TABLE 5: Intersection Level of Service Palisades Drive/Pine Cone Road Palisades Drive/Brockway Road Total Intersection Delay Worst Movement Delay Signalized Stop Controlled LOS Delay (sec) LOS Delay (sec) 2010 No Project B 12.2 C Plus Project B 12.9 C No Project B 16.0 C Plus Project B 16.7 C 17.3 Source: HilltopSeniorHome.xls QUEUING ANALYSIS Another measure of intersection operation is the presence of traffic queues that could create operational problems by blocking nearby key intersections (even if LOS is found to be acceptable). The traffic engineering profession typically evaluates the 95th percentile queue length (that length that is only exceeded 5 percent of the time during the peak hour). These lengths were developed as part of the LOS analyses (presented in Appendix A), and are summarized in Table 6. The following were considered to be potential queues resulting from the backup caused by the study intersections of Brockway Road/Palisades Drive and Palisades Drive/Pine Cone Road. Queues along Brockway Road from the intersection with the Palisades Drive intersection that extends to the potential Brockway Road/Old Brockway Road Roundabout Queues along Brockway Road from the Palisades signal that block the access into the Regional Park Queues along Palisades Drive from the Palisades signal that block both the north and south access drives into the commercial center, block Schaffer Drive, or block Sara Bear Lane Queues along the Palisades signal that block the access into the Martis Village (7-11) southern and northern driveways Queues along Pine Cone Road that block the first residential driveway As shown in Table 6, queue lengths would not exceed these critical lengths in all conditions, with the exception of the northern driveway access into the Martis Village parking lot. It should be noted that under current conditions the northern drive access of the parking lot experiences queue blocking. The addition of the project does not increase the severity of the issue. Though the northern access is occasionally blocked, this does not present a significant traffic problem, as another (unblocked) access is still available into the commercial center. Furthermore, observations of drivers show that those waiting in the northbound queue typically keep the area in the northbound lane near the northern access clear to allow for the southbound left turning vehicles access into the commercial center. If additional mitigation of this shortfall is desired, a keep clear zone can be marked on the pavement to ensure open passage. Traffic Impact Analysis Page 14

18 TABLE 6: Intersection Queue Lengths 95th Percentile Queue Lengths Available Length Queue Length Plus Project Plus Project No Project No Project Queue Length Queue Length Queue Length Intersection/Configuration Limitation Feet (Feet) Exceeds? (Feet) Exceeds? (Feet) Exceeds? (Feet) Exceeds? Palisades Drive/Brockway Road To the West Old Brockway Roundabout no 300 no 325 no 325 no To the East Park Driveway no 125 no 275 no 300 yes To the South Southern Martis Village Driveway no 125 no 150 no 150 no Northern Martis Village Driveway yes 125 yes 150 yes 150 yes Palisades Drive/Pine Cone Drive To the West First Residential Driveway no 10 no 5 no 10 no To the North Intersection of Schaffer Dr no 0 no 0 no 0 no To the South Intersection of Sara Bear Ln no 0 no 0 no 0 no Note: Queue length based on 25' front bumper to front bumper distance. Source: HilltopSeniorHome.xls Traffic Impact Analysis Page 15

19 PROJECT IMPACT ON LOCAL RESIDENTIAL ROADWAY According to the Town 2025 General Plan Circulation Element, the project would meet the adopted standard for impact on a local residential roadway if the project does not increase traffic on a local road by more than 1,000 ADT, or the project increases traffic on a local road by more than 1,000 ADT but the increase in ADT is less than 50 percent and the provisions of Circulation Element Policy P2.4 can be met. As the project is estimated to produce an additional 417 trips a day (Table 2) on Pine Cone Road, the project does not significantly impact this residential roadway. COMPARISON OF TRIP GENERATION: SENIOR CENTER TO PREVIOUS HILLTOP MASTER PLAN DRM LAND USE The site was previously identified as a portion of the Hilltop Master Plan designated as the Davis/Fitch property, with the land use designation of Downtown Medium Density Residential or Downtown Residential Medium (DRM). This portion of the Hilltop Development was assumed to consist of 94 multi-family town homes. The Hilltop Master Plan allowed for an 11 percent reduction for internalized trips. Considering the DRM land uses on the project site as a stand alone land use, it is not appropriate to apply this factor. A trip generation estimate was developed for the original DRM Hilltop land use without this reduction, as shown in the top portion of Table 7. Comparing the original DRM land use trip generation for the project site to the trip generation under the Hilltop Senior Living Center, the Senior Living Center would generate 162 fewer daily vehicle-trips and 11 fewer peakhour vehicle-trips. This is equivalent to a 28 percent reduction in daily vehicle-trips and a 21 percent reduction in total PM peak-hour vehicle-trips. TABLE 7: Hilltop Master Plan (DRM) versus Trip Generation Average Daily PM Peak Hour Weekday Trips Land Use Description Quantity Unit Trips Total In Out Hilltop Master Plan DRM Land Use Multi-Family Townhomes 94 DU Non-Auto Factor 5% reduction Total External Vehicle-Trips Hilltop Senior Center Trip Generation Total External Vehicle-Trips Difference Source: HilltopSeniorHome.xls Traffic Impact Analysis Page 16

20 APPENDIX A Level of Service Calculations Traffic Impact Analysis Page 17

21 MITIG No Pro Wed Jan 13, :48:33 Page 1-1 Truckee - Hilltop Master Plan 3 Traffic Impact Analysis Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) Intersection #1 Brock/Pali Cycle (sec): 60 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 12.2 Optimal Cycle: 49 Level Of Service: B Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: C A C A A A A A A D A A DesignQueue: Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

22 MITIG No Pro Wed Jan 13, :49:14 Page 1-1 Truckee - Hilltop Master Plan 3 Traffic Impact Analysis Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) Intersection #2 Pali/Pine Average Delay (sec/veh): 0.3 Worst Case Level Of Service: C[ 15.3] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: ! Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: FinalVolume: Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Module: Cnflict Vol: 509 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 1067 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 1067 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 366 xxxxx xxxx xxxx xxxxx SharedQueue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx xxxx xxxxx Shrd ConDel: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.3 xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx 15.3 xxxxxx ApproachLOS: * * C * Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

23 MITIG Plus Pro Wed Jan 13, :47:29 Page 1-1 Truckee - Hilltop Master Plan 3 Traffic Impact Analysis Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) Intersection #1 Brock/Pali Cycle (sec): 60 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 12.9 Optimal Cycle: 50 Level Of Service: B Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: C A C A A A A A A D A A DesignQueue: Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

24 MITIG Plus Pro Wed Jan 13, :47:40 Page 1-1 Truckee - Hilltop Master Plan 3 Traffic Impact Analysis Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) Intersection #2 Pali/Pine Average Delay (sec/veh): 0.8 Worst Case Level Of Service: C[ 16.7] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: ! Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: FinalVolume: Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Module: Cnflict Vol: 532 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 1046 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 1046 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 349 xxxxx xxxx xxxx xxxxx SharedQueue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.4 xxxxx xxxxx xxxx xxxxx Shrd ConDel: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 16.7 xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx 16.7 xxxxxx ApproachLOS: * * C * Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

25 ITIG No Pro Wed Jan 13, :49:58 Page 1-1 Truckee - Hilltop Master Plan 3 Traffic Impact Analysis Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) Intersection #1 Brock/Pali Cycle (sec): 60 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 16.0 Optimal Cycle: OPTIMIZED Level Of Service: B Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: C A C A A A A B A D A A DesignQueue: Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

26 MITIG No Pro Wed Jan 13, :50:19 Page 1-1 Truckee - Hilltop Master Plan 3 Traffic Impact Analysis Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) Intersection #2 Pali/Pine Average Delay (sec/veh): 0.3 Worst Case Level Of Service: C[ 15.8] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: ! Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: FinalVolume: Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Module: Cnflict Vol: 509 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 1067 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 1067 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 351 xxxxx xxxx xxxx xxxxx SharedQueue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.2 xxxxx xxxxx xxxx xxxxx Shrd ConDel: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.8 xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx 15.8 xxxxxx ApproachLOS: * * C * Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

27 MITIG Plus Pro Wed Jan 13, :51:26 Page 1-1 Truckee - Hilltop Master Plan 3 Traffic Impact Analysis Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) Intersection #1 Brock/Pali Cycle (sec): 60 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 16.7 Optimal Cycle: OPTIMIZED Level Of Service: B Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: C A C A A A A B A D A A DesignQueue: Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

28 MITIG Plus Pro Wed Jan 13, :51:54 Page 1-1 Truckee - Hilltop Master Plan 3 Traffic Impact Analysis Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) Intersection #2 Pali/Pine Average Delay (sec/veh): 0.8 Worst Case Level Of Service: C[ 17.3] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: ! Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: FinalVolume: Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Module: Cnflict Vol: 532 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 1046 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 1046 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 334 xxxxx xxxx xxxx xxxxx SharedQueue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.4 xxxxx xxxxx xxxx xxxxx Shrd ConDel: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 17.3 xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx 17.3 xxxxxx ApproachLOS: * * C * Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

29 MITIG No Pro V2 Wed Jan 13, :52:42 Page 1-1 PROJECT NAME Traffic Impact Analysis Data PROJECT NUMBER Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) Intersection #1 Brock/Pali Cycle (sec): 65 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 17.7 Optimal Cycle: OPTIMIZED Level Of Service: B Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: D A D A A A A B A D A A HCM2k95thQ: Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

30 MITIG No Pro V2 Wed Jan 13, :53:51 Page 1-1 PROJECT NAME Traffic Impact Analysis Data PROJECT NUMBER Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) Intersection #2 Pali/Pine Average Delay (sec/veh): 0.3 Worst Case Level Of Service: C[ 15.9] Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: ! Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: FinalVolume: Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx FollowUpTim: 2.2 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx Capacity Module: Cnflict Vol: 518 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Potent Cap.: 1058 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Move Cap.: 1058 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Volume/Cap: 0.00 xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * * * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 349 xxxxx xxxx xxxx xxxxx SharedQueue: 0.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.2 xxxxx xxxxx xxxx xxxxx Shrd ConDel: 8.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.9 xxxxx xxxxx xxxx xxxxx Shared LOS: A * * * * * * C * * * * ApproachDel: xxxxxx xxxxxx 15.9 xxxxxx ApproachLOS: * * C * Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER

31 MITIG Plus Pro V2 Wed Jan 13, :55:22 Page 1-1 Truckee - Hilltop Master Plan 3 Traffic Impact Analysis Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) Intersection #1 Brock/Pali Cycle (sec): 65 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 18.6 Optimal Cycle: OPTIMIZED Level Of Service: B Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: D A D A A A A B A D A A DesignQueue: Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to LSC DENVER