RES 88158 - Laserfiche WebLink

Recommended Distribution Assumptions Staff believes the best short-term indicator of P.M. peak hour trips for a new building (the most critical trips) is the place of residence of similar employees. Since most north Pleasanton traffic studies are for office-type uses, staff suggests using the 1987 place-of-residence destinations for the Hacienda Business Park-Meyer Center-Center Park-Pleasanton Park area for the trip distribution standards. As before, traffic studies for non-office-type uses may (and should) use a traffic engineer's best estimate of future distribution, after receiving approval from the City. TRIP GENEI~TION I~TE8 Present Assumptions Table IV in the Standard Requirements, attached, sets forth the trip generation rates used in traffic studies. Because office-type uses are the most prevalent in north Pleasanton, the accuracy of estimating their trip generation is the most critical. These are also the trip rates which have historically been the most "adjusted" from standard Institute of Traffic Engineers (ITE) or Caltrans recommended rates. Staff has studied these uses this past year to establish a Pleasanton-specific trip rate. The rates for office uses, the primary use in north Pleasanton, have been developed by TJKM for use in numerous traffic studies, both short- and long-term. The key P.M. peak hour rate is a derived number, beginning with an average daily traffic (ADT) rate generally accepted by ITE and Caltrans, then adjusted for transit, car pooling, local trips, and flextime. Office-type uses were differentiated between "office," "Office/R&D," and "R&D/Light Manufacturing." The assumed trip rates, with adjustments, are shown in Table 2. Empirical Studies Staff looked at the office-type buildings in north Pleasanton to determine (i) whether the construction of a building was indicative of its use, as assumed in the current traffic studies, and (ii) whether the final P.M. peak hour trip rate was accurate. Staff did not attempt to analyze individual "trip reduction factors" as estimated by TJKM, since the only number that counts in short-term traffic studies is the final trip rate. Staff used both driveway counts at several representative north Pleasanton locations and an analysis of the TSM survey results to review north Pleasanton trip rates. Driveway Counts - Full-day driveway counts were taken in November 1987 at seven locations, selected as representative sites with driveway numbers and configurations capable of being monitored. Difficulties in setting up the counters to yield in-bound and out-bound data led staff to study only total trips. The results are shown in Table 3 (one location, the Clorox facility, is not represented due to problems in correlating the count data with building occupancy). These show considerable variation, much of which relates to the fact that the 4:30-5:30 P.M. peak hour assumed in the TSM ordinance is not the peak - 2 -