21 ATTACHMENT 08 - Laserfiche WebLink

Dowling Associates, Inc. ~ ~,' Transportation Engineering • Pianning• Research • Education A portion of trips to/from retail and fast food restaurant uses are typically comprised of traffic making intermediate stops on the way from a different origin to a different (primary) trip destination. These types of trips are called "pass-by" trips, as they do not reflect new trips to the roadway adjacent to the site, but rather are drawn from traffic already passing by the site prior to the development of the project. The ITE Trip Generation Handbook presents pass-by trip percentages for a number of land use types, including retail and fast food restaurant. The average peak hour pass-by trip percentage for the land uses in the Home Depot Shopping Center are as follows: • Home improvement superstore: 48% in the PM • Pharmacy with drive-through: 49% in the PM • Fast food restaurant with drive-through: 49% in the AM and 50% in the PM • Retail: 34% in the PM These pass-by percentages were employed to estimate the number of pass-by trips for the project, as summarized in Table 4. The directional distribution and assignment of this traffic was determined using the City's Travel Demand Model and engineering judgment. The approximate project trip distribution would be as follows: 30% to/from the North via Valley Avenue •:• 40% to/from the South via Bernal Avenue •: 15% to,~from the East via Stanley Boulevard 15% to/from the West via Stanley Boulevard 100% The project trips assigned to the tunung movements at the study intersections, based on the trip distribution described above, are shown in detail in Figure 3 (and in Appendix Table A-2). The percentage of trips at each of the study intersections attributed to the proposed project varies from less than 1% to over 18%. The project would contribute up to 182 new peak hour trips through intersections with LOS E or worse conditions. The total Existing+Approved+ Project Without Loop Road intersection volumes by movement are shown in detail in Figure 4 (and in Appendix Table A-3): The LOS results for the Existing+Approved+Project Without Loop Road conditions are also shown in Table 3. The analysis assumes the intersection of Bernal & litah (intersection 8) would be signalized as part of the project, and would operate at LOS B during both peak hours. The addition of project trips would change the level of service significantly (from acceptable to unacceptable levels) at one study intersection: Bernal &: Vineyard (intersection 10) would degrade from LOS D to E in the PM peak hour. The level of service at the other study intersections would not change significantly. The project would, however, add trips to intersections that would already be operating at unacceptable levels of service under Existing+Approved conditions, as identified above. Traffic Analysis Page 17 Horne Depot Shopping Center, Pleasanton