Coburn Crossing Development Traffic Impact Analysis

Transcription

1 Coburn Crossing Development Traffic Impact Analysis Prepared for Town of Truckee Prepared by LSC Transportation Consultants, Inc.

2 COBURN CROSSING DVLOPMNT TRAFFIC IMPACT ANALYSIS Prepared for Town of Truckee Truckee Airport Road Truckee, California Prepared by LSC Transportation Consultants, Inc Lake Forest Road, Suite C P.O. Box 5875 Tahoe City, California September 16th, 2016 LSC #167220

3 TABL OF CONTNTS SCTION PAG 1 INTRODUCTION... 1 Scope of Study xisting Conditions... 3 xisting Roadways... 3 xisting Traffic Volumes... 4 Traffic Queuing and Delays at Donner Pass Road/Glenshire Drive... 6 xisting Driver Sight Distance Proposed Conditions... 9 Project Description... 9 Access... 9 Trip Generation... 9 Trip Distribution and Traffic Assignment FUTUR CUMULATIV CONDITIONS Future Cumulative Traffic Conditions Level of Service Analysis (LOS) Level of Service Standards Methodology Intersection LOS Analysis Intersection Traffic Queuing Analysis Transportation Impacts and Mitigation Intersection Level of Service Analysis of the Need for New Turn Lanes Driver Sight Distance Conclusions and Recommendations APPNDIX A: Site Plan APPNDIX B: LOS Calculations APPNDIX C: LOS Descriptions APPNDIX D: Turn Lane Warrant Charts LIST OF TABLS TABL PAG 1 Coburn Crossing Trip Generation Coburn Crossing Trip Distribution Coburn Crossing xisting Year Level of Service Coburn Crossing Future Year Level of Service Intersection LOS Mitigation Summary Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page i

4 LIST OF FIGURS FIGUR PAG 1 Site and Location Map Land Configuration and Traffic Control of ach Study Intersection xisting Balanced 2016 Summer PM Peak-Hour Intersection Turning-Movement Volumes Project Net Impact Volumes xisting With Project Volumes Future Cumulative Summer PM Peak-Hour Turning Movements without the Proposed Development Future Cumulative with Project Page ii Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

5 xecutive Summary PURPOS This report presents the traffic impacts associated with the development of the proposed Coburn Crossing Project in Truckee, California. The proposed project would construct a hotel with 128 keys, and 138 apartment units. Access to the site would be provided via an extension of ast Jibboom Street, with a new access point being constructed at a point on Donner Pass Road directly opposite Stockrest Springs Road. Analysis is conducted for both existing year and future cumulative conditions. FINDINGS The findings of the Traffic Impact Analysis are as follows: 1. The project is expected to generate up to approximately 1,805 daily one-way vehicle trips, with 153 trips (90 inbound and 63 outbound) occurring during the PM peak hour. 2. All of the study intersections operate at an acceptable Level of Service (LOS) during the existing summer PM peak hour with the proposed project, except the Donner Pass Road/Bridge Street intersection. The worst movement on this intersection operates at LOS F with more than four vehicle-hours of delay, with or without the proposed project. Additionally, although the intersection of Donner Pass Road/Glenshire Drive would continue to operate at LOS F, the vehicle-hours of delay on the worst movement would decrease from approximately 3.9 hours (acceptable) to 2.7 hours, due to the estimated diversion of through traffic to the ast Jibboom Street xtension. 3. Under future cumulative conditions, the following intersections are expected to exceed the LOS standards without the proposed project: Donner Pass Road/Bridge Street Donner Pass Road/I-80 astbound Off-Ramp Donner Pass Road/Pioneer Trail The four remaining intersections would operate at an acceptable LOS. Note that the vehiclehours of delay on the left-turn movement from Glenshire Drive to Donner Pass Road would improve from approximately 3.9 hours to 2.0 hours in the future, due to the diversion of traffic to the Donner Pass Road xtension, which is assumed to be constructed as a part of the Railyard development project. Implementation of the Coburn Crossing project would not affect the LOS at any study intersection under future cumulative conditions (although average vehicular delays would generally increase), with the exception of the Donner Pass Road/Stockrest Springs Road/ast Jibboom Street intersection. This intersection would degrade from an acceptable LOS C to an unacceptable LOS F with over 4 vehicle-hours of delay, due to the proposed project. Similar to the existing year scenario, the vehicle-hours of delay on the left-turn movement from Glenshire Drive to Donner Pass Road would improve from approximately 2.0 hours (acceptable) to 1.8 hours, due to the estimated diversion of traffic to the ast Jibboom Street xtension as a part of the proposed project. 4. No queue blocking concerns are identified under existing conditions, with or without the proposed project. However, under future year conditions, the 95th-percentile queue on the Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. S 1

6 eastbound Pioneer Trail approach to Donner Pass Road is expected to extend past Coachland Drive, thereby potentially hindering left-turn movements from Coachland Drive. The addition of Coburn Crossing project traffic is calculated to add approximately 1 car to this queue. Similarly, the 95th-percentile queue on the eastbound Donner Pass Road approach to SR 89 North is expected to extend past Rue Ivy, which could hinder left-turn movements from Rue Ivy. The addition of Coburn Crossing project traffic is calculated to add up to 1 car to this queue. 5. Based on the peak-hour traffic volumes, new left-turn lanes are not warranted at any study intersection under existing or future cumulative conditions, with or without the project. 6. The Jibboom Street/Keiser Avenue intersection is considered to have an existing safety deficiency, due to lack of adequate corner sight distance on the westbound Jibboom Street approach as well as the unconventional assignment of right-of-way. In particular, the fact that northwestbound traffic on Keiser Avenue is not required to stop is a potential source of confusion and possible conflict for drivers traveling northeastbound along Jibboom Street, as it is typical to assume that traffic entering from the right of a through movement not controlled by a Stop sign would be controlled by a Stop sign. 7. No stopping sight distance deficiencies are identified at the Donner Pass Road/Stockrest Springs Road/ast Jibboom Street intersection (the site access intersection). Additionally, looking to the north from the proposed site access location along Donner Pass Road, the corner sight distance is expected to be adequate. However, looking to the south from the proposed site access point, the corner sight distance is about 85 feet short of the minimum value. The corner sight distance looking to the south is restricted by the horizontal and vertical curvature along Donner Pass Road, as well as by existing trees/vegetation/ embankment along Donner Pass Road. RCOMMNDATIONS The following mitigation measures are recommended to address traffic impacts with the proposed project: 1. Donner Pass Road/Bridge Street - Installation of a single-lane roundabout (or equivalent improvements) at this intersection would provide an acceptable LOS under existing and future cumulative conditions. This improvement is included in the Town s Traffic Impact Fee Program. A northbound right-turn slip lane would be needed at the roundabout in order to avoid excessive queues between this intersection and the Donner Pass Road/W. River Street intersection. The General Plan Circulation lement (Policy P2.3) allows flexibility and exceptions to the LOS standards for the Donner Pass Road/Bridge Street intersection in cases where the Town finds that improvements needed to achieve acceptable LOS should be deferred in order to better coordinate with the planning and implementation of other projects including the Railyard. Payment of traffic impact fees is considered to be an adequate mitigation measure for this intersection. The project proponent shall pay Town of Truckee traffic impact fees contributing to this improvement. 2. Donner Pass Road/I-80 astbound Off-Ramp No LOS improvements are needed at this intersection under existing year conditions with the proposed project. However, this intersection would exceed the LOS threshold under future cumulative conditions, with or without the proposed project. Provision of a single-lane roundabout would provide an S 2 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

7 acceptable LOS in the future with the Coburn Crossing project. As a single-lane roundabout is included in the Town s Traffic Impact Fee Program, payment of Town traffic impact fees would address this project impact. 3. Donner Pass Road/Pioneer Trail - No LOS improvements are needed at this intersection under existing year conditions with the proposed project. However, this intersection would exceed the LOS threshold under future cumulative conditions, with or without the proposed project. xpanding the existing roundabout to provide two circulating lanes, as well as two lanes on the Donner Pass Road approaches would provide an acceptable LOS in the future with the Coburn Crossing project. As these improvements are included in the Town s Traffic Impact Fee Program, payment of Town traffic impact fees would address this project impact. 4. Donner Pass Road/Stockrest Springs Road/ast Jibboom Street No LOS improvements are needed at this intersection under existing year conditions with the proposed project. However, this unsignalized site access intersection is expected to degrade to an unacceptable LOS F (with more than 4 vehicle-hours of delay) under future cumulative conditions with the project. The current Coburn Crossing site plan includes a single-lane roundabout at this intersection. With this improvement, an acceptable LOS would be provided in the future. This intersection is not included in the Town s Traffic Impact Fee Program. 5. The following safety measures are recommended to be implemented at the Jibboom Street/Keiser Avenue intersection: The existing vegetation along the north side of Keiser Avenue should be routinely maintained/trimmed. This would likely improve the corner sight distance by about 20 feet, although the resulting corner sight distance would still be about 80 feet short of the minimum corner sight distance. A sign should be placed on the southwest corner of the intersection facing the Jibboom Street northeastbound approach that reads Traffic From the Right Does Not Stop, similar to the one located on the eastbound approach to the Bridge Street/Donner Pass Road intersection. It should be ensured that the area south of Jibboom Street and north of Keiser Avenue west of the intersection remains clear of snow berms during snow season. Finally, the maintenance of striped Stop bars on the northeast and north legs of this intersection should be made a priority. 6. At the site access intersection, removing/trimming some of the trees and vegetation along the west side of Donner Pass Road would slightly improve the corner sight distance to the south, although modifying the embankment may be required to obtain the full minimum value of corner sight distance. The Town standards allow some flexibility in the corner sight distance requirements, as follows: where restrictive conditions do not allow compliance with the specific sight distance requirements, the ngineer may approve a reduction of the corner sight distance to the minimum stopping sight distance as outlined in the Caltrans Highway Design Manual. Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. S 3

8 The actual corner sight distance is estimated to exceed the minimum stopping sight distance value about 35 feet. Alternatively, provision of a properly-designed roundabout would provide adequate corner sight distance at this intersection. S 4 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

9 Chapter 1 Introduction The purpose of this report is to present the draft traffic impact analysis for the proposed Coburn Crossing Project to be located between the east end of ast Jibboom Street and Donner Pass Road in Truckee, California. Specifically, the project proposes to construct a hotel with 128 keys, and 138 apartment units in the area south of I-80, east of the cemetery, north and west of Donner Pass Road. Access to the site would be provided via an extension of ast Jibboom Street, with a new access point being constructed at a point on Donner Pass Road directly opposite Stockrest Springs Road. The site location is shown in Figure 1, and the proposed site plan is contained in Appendix A. Scope of Study Based upon input received from Town of Truckee staff, this study includes the following study scenarios: 1. xisting 2016 Without Project 2. xisting 2016 With Project 3. Future Cumulative Conditions Without Project 4. Future Cumulative Conditions With Project The following seven study intersections are included: 1. Donner Pass Road/Bridge Street 2. Donner Pass Road/Glenshire Drive 3. Donner Pass Road/Stockrest Springs Road/Site Access 4. Donner Pass Road/I-80 astbound Off-Ramp 5. Donner Pass Road/I-80 Westbound On-Ramp 6. Donner Pass Road/Pioneer Trail 7. Donner Pass Road/State Route (SR) 89 North Consistent with the standard of practice in the area regarding similar traffic studies, traffic analysis is limited to PM peak-hour periods only. First, existing traffic volumes are estimated. Next, the project s trip generation, distribution, and traffic assignment through the study intersections is analyzed. Level of Service (LOS) is evaluated at all of the study intersections under existing and future year conditions, with and without the project. In addition, intersection traffic queues are reviewed, the need for new left-turn lanes is analyzed, and driver sight distance impacts are evaluated. Finally, potential mitigation measures are identified and assessed. Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 1

10 Crestview Dr Olympic Blvd Highland Ave Riverview Ct Ridge Rd Glenshire Dr Joerger Dr Joerger Dr River Loop Ranch Way Riverview Dr Martis Dr St states Dr Reynold Way Brockway Rd Jeffery Pine Rd Truckee Ba Figure 1 Site and Location Map Terkwood Dr Cottonwood Dr UV89 Comstock Dr Granite Dr 89 Coachland Dr Tanglewood Dr Industrial Way Sha Neva Rd Pioneer Trl PROPOSD SIT St Donner Pass Rd Sha Neva Rd 80 Jibboom St St Keiser Ave Church St Bridge St High St Alley River St South River St Riverside Dr UV Miles UV89 80 UV k PROPOSD SIT 89 UV267 UV28 Service Layer Credits: National Geographic, sri, DeLorme, NAVTQ, UNP-WCMC, USGS, NASA, SA, MTI, NRCAN, GBCO, NOAA, ipc Source: sri, DigitalGlobe, Geoye, i-cubed, USDA, USGS, AX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS I Palisades Dr Rue Hill Top Rd River St Pine Cone Rd Page 2 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

11 Chapter 2 xisting Conditions The existing infrastructure and operational traffic conditions in the vicinity of the site are documented. The purpose of this section is to provide a foundation for comparison to with project conditions. Roadway conditions are studied to assess the current configuration of the study area roadways. xisting peak-hour traffic volumes are estimated, and driver sight distance is reviewed. xisting Roadways Donner Pass Road Donner Pass Road extends from the intersection with SR 89 North (east of Downtown Truckee) westward to Donner Lake, Donner Summit, and Soda Springs. This roadway provides a vital link for local circulation in the Town of Truckee by providing access to the Pioneer Trail area on the east, historic Downtown Truckee, public and commercial uses in the Gateway area such as the Tahoe Forest Hospital, Gateway Commercial Center, and several school facilities, as well as Donner Lake State Park, and the Donner Lake residential area to the west. At its nearest point to the project site, Donner Pass Road is a two-lane roadway accessing Historic Downtown Truckee to the west and the Pioneer Trail area, I-80 and SR 89 North to the east. At the project site, the posted speed limit is 45 miles per hour, and the road has dedicated left and right-turn lanes onto Stockrest Springs Road, and an acceleration lane for drivers turning left from Stockrest Springs Road. Bridge Street Bridge Street is a two lane roadway that intersects Donner Pass Road in Downtown Truckee. It provides service to Indian Jack Road and uer Valley Road to the north and Brockway Road to the south. The posted speed limit on Bridge Street is 25 miles per hour. Glenshire Drive Glenshire Drive is a two-lane roadway providing access between the Truckee commercial core on the west through the Glenshire area to Hirschdale Road on the east. It provides the only access to the Glenshire area both to Truckee to the west and (with Hirschdale Road) to I-80 and Reno to the east. This roadway also provides primary access to the Olympic Heights subdivision west of Glenshire. The terrain along this roadway is rolling, with a 6 percent grade near Donner Pass Road. The posted speed limit on this roadway is 45 miles per hour from Donner Pass Road to the western entrance to the Glenshire neighborhood. The intersection between Glenshire Drive and Donner Pass Road is currently an unsignalized one-way stop, with Donner Pass Road as the through street. Jibboom Street Jibboom Street provides local access to residential districts in the historic downtown area, as well as providing a diversion route around congestion at the Donner Pass Road/Bridge Street intersection. The narrow width of Jibboom Street limits vehicular capacity and travel speeds. This project proposes to extend ast Jibboom Street to connect with Donner Pass Road on the east. Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 3

12 Stockrest Springs Road Stockrest Springs Road is a dead-end road providing access to several facilities east of the project site, including the Truckee Corp Yard, US Forest Service ranger station and the Truckee-Tahoe Humane Society. At its mouth, it has individual left and right turn lanes. Stockrest Springs Road lies directly across Donner Pass Road from the proposed project entrance. I-80 Interstate 80 (I-80) provides interregional highway connections east to Reno, Nevada and beyond, and west to Sacramento, California and the San Francisco Bay Area. The Town of Truckee area lies along both sides of I-80, 34 miles west of Reno and 90 miles east of Sacramento. This section of I-80 is currently a four-lane divided highway with limited truck climbing lanes, and with a posted speed limit of 65 miles per hour. There are a total of eight interchanges serving Truckee on I-80, including the Donner Lake Road and SR 267 interchanges. The project area is served mainly by one eastbound off-ramp and one westbound on-ramp connecting to Donner Pass Road, just west of SR 267. Steep grades exist both east and west of Truckee. Traffic volumes are generally heaviest eastbound on Friday afternoons. Pioneer Trail Pioneer Trail is a two-lane road north of I-80, connecting Donner Pass Road to residential and commercial locations to the west. It feeds into Trails nd and Comstock Drive to the west, and connects by roundabout to Donner Pass Road and the Truckee Community Recreation Center to the east. State Route 89 North SR 89 is one of the three primary California routes that access Lake Tahoe, providing access between Donner Pass Road and Tahoe City (the SR 89 South segment). Starting at the I-80/SR 267 interchange on the east side of Truckee, SR 89 North serves as a rural two-lane highway connecting Truckee with Sierraville, Quincy, Mt. Lassen National Park and Mount Shasta to the north. The posted speed limit on SR 89 North is 55 miles per hour. The lane configuration and traffic control of each study intersection is shown in Figure 2. xisting Traffic Volumes Year 2014 summer PM peak-hour intersection turning-movement volumes were developed by LSC for the following study intersections as a part of the Truckee Area AB 1600 Traffic Impact Fee Study (February 1, 2016): Donner Pass Road/Bridge Street Donner Pass Road/Glenshire Drive Donner Pass Road/Pioneer Trail Donner Pass Road/SR 89 North As a part of that study, the volumes were estimated based on intersection counts conducted by LSC as a part of the Truckee 2014 Traffic Count Program. These counts were adjusted by a day factor to estimate Page 4 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

13 va Ne Rd l Way t t rs ve i d i R rs th Rive ou ts S Rd er op Riv ill T H e Ru er S Riv e Dr t t S rch St Chu S ge Brid 1 Tr l Indu stria 2 Rd 4 R ass rp d St 89 V U V U Proposed 3 Site e nn Do 80 Sha a Nev r dd r oo nd D w le la ng ach Ta Co Terkwood Dr Cottonwood Dr Truckee Ba 7 ay R d ay old W Reyn h nc Ra ay W 3 4 Donner Pass Rd 7 Dr 6 r Dr Donner Pass Rd/ SR89 North Joe rge Donner Pass Rd/ Pioneer Trail 80 Donner Pass Rd/ I-80 WB On Ramp Service Layer Credits: Source: sri, DigitalGlobe, Geoye, icubed, USDA, USGS, AX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Joerg er Donner Pass Rd/ Stockrest Springs Rd Ct 80 Donner Pass Rd/ I-80 B Off Ramp w rvie Rive c BlvdPass Rd/ Olympi Donner 5 Glenshire DrHighland Ave Ridge Rd 2 Donner Pass Rd Martis Dr Miles I Source: sri, DigitalGlobe, Geoye, i-cubed, USDA, USGS, AX, Getmapping, Aerogrid, Jef fery Pine Rd IGN, IGP, swisstopo, and the GIS User Community Br oc kw states Dr River Loop Riverview Dr 267 Donner Pass Rd/ Bridge St Donner Pass Rd. 1 Glenshire Dr Lane Configuration and Traffic Control of ach Study Intersection Pi on ee r ve ra e s ei 80 a Sh K t S gh Hi y Alle nite Gra Dr Figure 2 C om sto ck St Ji b bo om 80 Crestview Dr Dr Rd 7 26 on e LSC Transportation Consultants, Inc. Glenshire Dr Pin ec Bridge St Donner Pass Rd St Donner Pass Rd Palisades Dr Coburn Crossing Traffic Impact Analysis Page 5

14 the 10th-highest summer weekday PM peak hour, consistent with Town policy. As the Donner Pass Road/I-80 Westbound On-Ramp and Donner Pass Road/I-80 astbound Off-Ramp (eastern interchange) intersections were not counted in 2014, the most recent count data from 2009 were used as the basis for the two I-80 ramp intersections. An annual adjustment of 2.65 percent per year was applied to the 2009 counts to estimate 2014 traffic volumes, based on 5-year traffic volume trends in the study area. Next, the same factor was applied to the 2014 volumes to reflect existing 2016 conditions. Additionally, LSC conducted peak-hour counts at the following two intersections in early June 2016, during the school season: Donner Pass Road/Stockrest Springs Road/Site Access (Wednesday, June 1, 2016, PM) Donner Pass Road/Glenshire Drive (Wednesday, June 8, 2016, AM and PM) A comparison of the traffic volumes indicates that the volumes along Donner Pass Road at this location are higher during the June count period than the 2014 design day adjusted to In order to remain conservative (conservatively high traffic volumes) and to reflect current year conditions, the higher volumes on Donner Pass Road are used in this analysis. Finally, several study intersections are spaced with no mid-block driveways or other access points; therefore, these intersection volumes were balanced, such that the traffic volume departing one intersection departure leg equals the traffic volume on the approach leg of the adjacent intersection. The existing balanced 2016 summer PM peak-hour intersection turning-movement volumes are displayed in Figure 3. Traffic Queuing and Delays at Donner Pass Road/Glenshire Drive In addition to turning movement volume counts on Wednesday June 8, 2016, traffic queuing counts were conducted and observations were made regarding the utilization of the center turn lane for twostage left turns from Glenshire Drive onto Donner Pass Road. The counts were conducted from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM on a day when Tahoe Truckee Unified Schools were in session. The peak AM peak hour occurred from 7:30-8:30, and the peak PM peak hour was from 4:30-5:30. The number of queued vehicles in the northbound left-turn lane was recorded at the top of every minute. In the AM and PM, a maximum of 10 and 8 (respectively) vehicles were observed to be queued. The average queue length was approximately 2 vehicles in the AM and PM. The estimated average delay for northbound left-turning vehicles out of Glenshire Drive is calculated to be approximately 41 and 73 seconds per vehicle during the AM and PM peak hours, respectively. The number of vehicles using the center turn lane for two-stage left-turn movements was also recorded. The results indicate that although the majority of left-turning vehicles (75 percent) traverse the center lane, only approximately 1 percent and 5 percent of vehicles during the entire AM and PM count periods, respectively, made a two-stage left-turn movement. (A two-stage left turn is considered to occur when a driver seeks refuge in the center lane while westbound through traffic passes.) This data was used in calibrating the intersection Level Of Service analysis parameters, as discussed in Chapter 5. xisting Driver Sight Distance There are two types of driver sight distance criteria to consider in the study area: stopping sight distance (SSD) and corner sight distance (CSD). Stopping sight distance is the minimum distance required by the driver of a vehicle to bring his vehicle to a stop after an object on the road becomes visible. This is the Page 6 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

15 Donner Pass Rd. Crestview Dr Donner Pass Rd Pioneer Trail Donner Pass Rd Rec Center Figure 3 xisting 2016 Summer Truckee PM Ba Peak-Hour Intersection Turning-Movement Volumes 1 Donner Pass Rd/ Bridge St 4 Donner Pass Rd/ I-80 B Off Ramp Terkwood Dr 80 Cottonwood Dr Comstock Dr Highland Ave Sha Neva Rd Riverview Ct Ridge Rd Glenshire Dr St Donner Pass Rd 267 Jibboom St St Keiser Ave Riverview Dr Church St Bridge St High St Alley Granite Dr Coachland Dr Tanglewood Dr Industrial Way Olympic Blvd Pioneer Trl Sha Neva Rd 80 River Loop Ranch Way Joerger Dr River St Martis Dr St states Dr Donner Pass Rd/ Glenshire Dr Donner Pass Rd/ Stockrest Springs Rd South River St Riverside Dr Joerger Dr Reynold Way Palisades Dr Rue Hill Top Rd River St Service Layer Credits: Source: sri, DigitalGlobe, Geoye, i- cubed, USDA, USGS, AX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Donner Pass Rd/ Pioneer Trail Donner Pass Rd. 7 Donner Pass Rd/ I-80 WB On Ramp Donner Pass Rd/ SR89 North Brockway Rd Bridge St Donner Pass Rd Glenshire Dr Pine Cone Rd 89 Jeffery Pine Rd Donner Pass Rd Donner Pass Rd Turning Movement Traffic Volumes Miles I Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 7

16 minimum distance needed for a driver on the main roadway approaching an intersection or driveway to see an object in their travel path (such as a vehicle exiting the project site) and safely come to a stop. SSD is measured from the center of the travel lane at a height of 3.5 feet to an object on the road with a height of 0.5 feet. The Caltrans Highway Design Manual specifies minimum stopping sight distance requirements as a function of roadway design speed. Corner sight distance (CSD) is the minimum distance that a driver waiting at a cross street (such as the site driveway) should be able to see in either direction along the main roadway in order to accurately identify an acceptable gap in through traffic. CSD is measured from a point on the side of the road, at least 10 feet from the edge of traveled way at a height of 3.5 feet, to a point in the center of each approaching travel lane at a height of 4.25 feet. The Town of Truckee Road Standards set forth a CSD as a function of design speed. Driver sight distance was reviewed at the existing Jibboom Street/Keiser Avenue intersection, given that the proposed project would add traffic through this intersection, which is known to have a driver sight distance concern. Jibboom Street/Keiser Avenue The Jibboom Street/Keiser Avenue intersection is an unconventional stop-controlled intersection with stop signs on the westbound Jibboom Street and southbound Keiser Avenue approaches. The configuration of the stop signs does not follow typical design practices and may be confusing to drivers. The northbound Keiser Avenue approach has an upgrade of about 8 percent and the southbound Keiser Avenue approach has a downgrade of about 13 percent. The vertical alignments cause poor driver sight distance, as the free-flow portion of the roadway travels over a relatively sharp vertical curve. The stopping sight distance for a driver on eastbound Jibboom Street to see an object on the northwestbound Keiser Avenue approach was measured to be 290 feet, which exceeds the minimum stopping sight distance requirement under Caltrans standards (requirement is 200 feet, based on a travel speed of 30 mph). The corner sight distance looking from ast Jibboom Street to northwestbound Keiser Avenue is approximately 200 feet measured from the stop bar on Jibboom Street. The stop bar is located about 15 feet back from the estimated edge of traveled way on Keiser Avenue. The corner sight distance from a point 10 feet behind the estimated edge of traveled way improves to approximately 230 feet. Nevertheless, the corner sight distance does not meet the Caltrans standard of 330 feet. In conclusion, the Jibboom Street/Keiser Avenue intersection is considered to have an existing safety deficiency, due to lack of adequate corner sight distance on the westbound Jibboom Street approach as well as the unconventional assignment of right-of-way. In particular, the fact that northwestbound traffic on Keiser Avenue is not required to stop is a potential source of confusion and possible conflict for drivers traveling northeastbound along Jibboom Street, as it is typical to assume that traffic entering from the right of a through movement not controlled by a Stop sign would be controlled by a Stop sign. Potential safety improvements are discussed in Chapter 6. Page 8 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

17 Chapter 3 Proposed Conditions The proposed development will add traffic to the roadway system. The project location, the size of the project, and the planned date of completion are all important elements that need to be considered to determine the impacts of this development on roadway safety and capacity. It is also important to estimate how much new traffic will be generated, predict where traffic generated by the site will be distributed, and examine how the project traffic will operate within the existing transportation system. All of the above elements are important in assessing the traffic impacts of this project. Project Description The project will construct a hotel with 128 keys, which will be located on the north side of the ast Jibboom Street xtension. In addition, 138 residential apartment units will be constructed in buildings located on both sides of ast Jibboom Street. It will also contain parking for residents and guests. The proposed site plan is contained in Appendix A. Access Properly located access points are essential to allow for the safe and orderly movement of traffic into and out of a site. Access to the site would be provided via a continuation of ast Jibboom Street and the corresponding intersection with Donner Pass Road, directly opposite Stockrest Springs Road. The site plan includes a roundabout at the Donner Pass Road/Stockrest Springs Road/Site Access intersection. However, for purposes of the base-case operational analysis, this roundabout is not assumed. Rather, it is discussed as a potential improvement. Trip Generation Trip generation analysis is the process by which transportation analysts identify the number of vehicle-trips that a specific proposed land use plan would add to local roadways. First, the trip generation of the proposed uses is estimated. Next, the project net impact on total trip generation through the study area is determined. Trip Generation of Proposed Hotel and Apartment Sites The daily and peak-hour trip generation of the proposed development is estimated based on standard trip generation rates provided in the Institute of Transportation ngineers (IT) Trip Generation, 9th dition manual (IT, 2012) for the Hotel and Apartment land use types. The trip generation analysis is summarized in Table 1. In order to analyze the most conservative (highest) trip generation scenario, the PM peak-hour trip generation calculations assume that all of the total 128 hotel rooms and 138 apartment units are occupied. Some trips made to/from the planned development are expected to be made via non-auto modes (transit, pedestrian, bicycle). The standard IT trip rates are derived from development sites with little or no public transit service and little or no convenient pedestrian access. A 10-percent reduction is applied to the development s total trips to reflect non-auto travel, considering the following: Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 9

18 TABL 1: Trip Generation IT Non-Auto Land-Use PM Peak Hour Trips Daily PM Peak Hour Description Code IT Land Use Type Quantity Unit Daily In Out Total Reduction (DVT) In Out Total Proposed Project Trip Generation Rates 1 One-Way Vehicle Trips at Site Driveways Hotel 310 Hotel 128 Rooms % Apartment 220 Apartment 138 DU % Project Total Note 1: Trip generation rates are based on the Institute of Transportation ngineers (IT) Trip Generation, 9th dition (2012) manual Source: LSC Transportation Consultants, Inc. A bus stop is planned for the project location. Truckee buses will provide non-auto travel opportunities by connecting with the Truckee Station transit center, located in downtown Truckee. From here, occupants will have access to TART transit, which serves the north and west shores of Lake Tahoe, as well as the Truckee area. TART buses depart the Truckee Station transit center for the north shore of Lake Tahoe every half hour from 7:00 AM to 5:30 PM, 7 days a week. The project will provide a major lodging facility within convenient walking and bicycling distance of Downtown Truckee, the US Forest Service ranger station, and the Truckee Community Recreation Center. It is expected that notable pedestrian activity will be generated between the project site and downtown. As shown in the lower portion of the table, the proposed land uses are estimated to generate approximately 1,805 daily one-way trips, with 153 trips (90 inbound and 63 outbound) occurring during the PM peak hour. Trip Distribution and Traffic Assignment The distribution of traffic arriving and departing the project site is estimated based on existing traffic patterns, the location of the site relative to residential and commercial uses in the region, regional access patterns, as well as the hotel guests likely origins. Based on a review of these factors, the estimated distribution pattern for trips made in and out of the project site is located in Table 2. The site-generated trips are assigned through the study intersections by applying the trip distribution pattern to the trip generation from Table 2. Next, the potential for existing traffic that currently uses Keiser Avenue and Jibboom Street to travel between the Caltrans yard or Downtown Truckee and Donner Pass Road to divert onto the proposed ast Jibboom Street extension is considered. The proposed extension of Jibboom is expected to provide a similar travel distance for travel between Downtown Truckee and Donner Pass Road than does the existing Jibboom/Keiser route. Travel time measurements were conducted by LSC staff as a part of the previous traffic study for this site. The time it takes to travel from the intersection of Jibboom and Keiser to I-80 was measured via both the Keiser Avenue-Donner Pass Road and the Jibboom Street routes. Because the eastern section of Jibboom Street, which would connect Jibboom Street to Donner Pass Road, has not been built, the travel time for this portion of the route was estimated based upon speed and the length of roadway. Based upon these measurements, the Jibboom Street route takes an average of approximately 6 seconds longer, without considering turn delays. Page 10 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

19 TABL 2: Trip Distribution Hotel Apartments IN OUT IN OUT Grays Crossing 1% 1% 1% 1% I-80 to the west 0% 33% 0% 24% I-80 From the West 59% 0% 24% 0% SR267 South 23% 23% 34% 32% SR89 North 3% 4% 6% 6% Rec Center 0% 0% 5% 5% Pioneer Trail 1% 1% 9% 9% Stockrest Springs Road 0% 0% 2% 0% Glenshire Drive 0% 1% 1% 1% Caltrans Yard (Keiser Avenue) 0% 0% 1% 0% Jibboom Street west of Keiser 1% 7% 3% 3% Downtown Truckee 9% 22% 9% 14% South on Bridge Street 3% 8% 5% 5% Total 100% 100% 100% 100% However, about 25 percent of trips currently using Keiser Avenue to access Donner Pass Road in the northeast direction (those making a left turn from Keiser Avenue onto Donner Pass Road) are assumed to shift to the ast Jibboom Street extension, in order to avoid going down the hill to Donner Pass Road and back up a relatively long, roughly 6-percent upgrade. In the other direction, about 15 percent of drivers currently using Keiser Avenue for trips toward Downtown (those making a westbound right turn at Keiser Avenue) are assumed to shift to ast Jibboom Street. These shifting trips also include trips accessing the other land uses along the eastern portion of Jibboom Street (such as the Stoneridge Townhomes and the cemetery) to/from the northeast, which are expected to use the ast Jibboom Street extension. Adding the shifted trips to the site-generated trips yields the project net impact PM peak-hour intersection volumes shown in Figure 4. Adding these to the existing volumes yields the existing with project volumes shown in Figure 5. Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 11

20 va Ne Rd 1 Tr l Indu stria Pi on ee r ve ra e s i Ke 80 a Sh r t S rch St Chu l Way d St V U V U 7 0 d 2 ay W Donner Pass Rd/ SR89 North 21 r Dr 3 Joe rge Rec Center 3 0 Donner Pass Rd/ Pioneer Trail Donner Pass Rd/ I-80 WB On Ramp oerge Pioneer Trail r Dr 1 0J Ct Miles I Donner Pass Rd Service Layer Credits: Source: sri, DigitalGlobe, Geoye, icubed, USDA, USGS, AX, Getmapping, Aerogrid, IGN, IGP, 0 swisstopo, and the GIS User Community Donner Pass Rd/ Stockrest Springs Rd Donner Pass Rd Donner Pass Rd/ I-80 B Off Ramp w rvie Rive c Blvd Olympi Donner Pass Rd/ 5 Glenshire DrHighland Ave 0 5 Ridge Rd 2 4 Donner Pass Rd. 1 0 Donner Pass Rd/ Bridge St Glenshire Dr h nc Ra 0.4 ay old W Reyn ay R Jeffery Pine Rd Br oc kw states Dr River Loop Riverview Dr 1 Martis Dr Note:Negative volumes reflect the shift in traffic to the. Jibboom St. xt. Traffic Volumes rp R ass Rd Turning Movement 2 e nn Do 80 Sha a Nev r dd r oo nd D w e l la ng ach Ta Co Terkwood Dr Cottonwood Dr 301 t er S Riv t rs Dr ive e d i R rs th Rive ou ts S Rd er op Riv ill T H e Ru St gh Hi y Alle Gr te D ani C om sto ck St Ji b bo om 80 Crestview Dr Dr Rd Truckee Ba St Project Net Impact Volumes Figure 4 Palisades Dr 0 on e Pin ec Donner Pass Rd t S ge Brid Donner Pass Rd. 0 Glenshire Dr. Bridge St Donner Pass Rd Page 12 Donner Pass Rd Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

21 r va Ne t rsid Rive 1 t er Riv eh Ru ut So St S er R ss Pa Rd St 3 Traffic Volumes d 5 4 Turning Movement d 2 er nn Do 80 a Nev Sha Dr o d d Dr o lew lan ng ach Ta Co 267 V U 6 89 V U Terkwood Dr Cottonwood Dr Truckee Ba 301 R op ill T iv hr t l Way t S rch St h C u er S Riv r ed y Alle S gh Hi Rd Tr l Indu stria Pi on ee r e Av er s i Ke 80 a Sh D nite Gra Co ms toc k St J i bb oo m 7 0 d R ay R Jeffery Pine Rd Br oc kw states Dr R 0.4 y ld Wa eyno River Loop Dr w ie rv Rive 80 Crestview Dr Dr Rd 32 1 ch an ay W Donner Pass Rd/ SR89 North 514 r Dr 147 Joe rge Rec Center 23 5 Donner Pass Rd/ Pioneer Trail 80 oerge Pioneer Trail r Dr J Ct Donner Pass Rd/ I-80 WB On Ramp Miles I Donner Pass Rd Service Layer Credits: Source: sri, DigitalGlobe, Geoye, icubed, USDA, USGS, AX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Donner Pass Rd Donner Pass Rd/ I-80 B Off Ramp w rvie Rive Donner Pass Rd/ Stockrest Springs Rd Glenshire Dr c Blvd Olympi Donner Pass Rd/ 5 Glenshire DrHighland Ave Ridge Rd Donner Pass Rd Donner Pass Rd/ Bridge St xisting With Project Volumes St Figure 5 Palisades Dr on e Pin ec Donner Pass Rd t S ge Brid 7 26 Donner Pass Rd. 32 Glenshire Dr. LSC Transportation Consultants, Inc. Bridge St Donner Pass Rd Donner Pass Rd Martis Dr Coburn Crossing Traffic Impact Analysis Page 13

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23 Chapter 4 Future Cumulative Conditions The purpose of this section is to examine traffic volumes under future cumulative conditions, and to evaluate the potential traffic impacts of the proposed project under future cumulative conditions. Future cumulative long-term traffic volumes are estimated without the project, and with the project. Future Cumulative Traffic Conditions The Town of Truckee TransCAD model (updated in 2014) is used as the basis for developing future cumulative traffic volumes, which were developed in the following steps: 1. The model was run to estimate the future volumes at the study intersections. 2. The base-case year model volumes were subtracted from the future year model volumes to identify the forecast growth in traffic volumes. 3. The forecast growth was added to the existing traffic volumes to estimate the future cumulative intersection turning-movement volumes. 4. The growth in traffic associated with the Traffic Analysis Zone (TAZ 53) containing the project site was subtracted from the future volumes, in order to estimate future no project volumes. 5. Growth in traffic associated with other potential development projects in TAZ 53, such as buildout of the Stoneridge Townhomes and Fruit of Jibboom residential units, was added to the future background volumes. The resulting future cumulative summer PM peak-hour turning movements without the proposed development are displayed in Figure 6. Note that the future no project scenario does not include the ast Jibboom Street extension. Future With Project Traffic Volumes The background traffic volumes diverting to the ast Jibboom Street extension under future cumulative conditions are assumed to be the same as under existing conditions. Adding the project net impact on traffic volumes to the future cumulative without project volumes yields the future cumulative with project volumes presented in Figure 7. Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 15

24 Donner Pass Rd. Crestview Dr Donner Pass Rd Pioneer Trail Donner Pass Rd Rec Center Figure 6 Terkwood Dr 80 Cottonwood Dr Comstock Dr Highland Ave Sha Neva Rd Riverview Ct Ridge Rd Glenshire Dr St Donner Pass Rd 267 Jibboom St St Keiser Ave Riverview Dr Church St Bridge St High St Alley Granite Dr Coachland Dr Tanglewood Dr Industrial Way Olympic Blvd Pioneer Trl 80 UV89 Sha Neva Rd 80 River Loop Ranch Way Joerger Dr River St Martis Dr St 1 Future Cumulative Summer Truckee Ba PM Peak-Hour Turning Movements Without the Proposed Development states Dr South River St Riverside Dr Joerger Dr Reynold Way UV267 7 Palisades Dr Rue Hill Top Rd River St Brockway Rd Pine Cone Rd Jeffery Pine Rd Miles Donner Pass Rd/ Bridge St 78 Donner Pass Rd/ Glenshire Dr Donner Pass Rd/ Stockrest Springs Rd Service Layer Credits: Source: sri, DigitalGlobe, Geoye, i- cubed, USDA, USGS, AX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community I Donner Pass Rd/ I-80 B Off Ramp 6 Donner Pass Rd/ Pioneer Trail Donner Pass Rd. Donner Pass Rd/ SR89 North 378 Bridge St Donner Pass Rd Donner Pass Rd/ I-80 WB On Ramp Glenshire Dr Donner Pass Rd Turning Movement Traffic Volumes Donner Pass Rd , Page 16 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

25 r va Ne rsid Rive 1 t e Riv e Ru Riv er p l To Hil th ou ts rs Rd St l Way t S rch St Chu er S Riv e Dr St gh Hi y Alle Rd Tr l Indu stria Pi on ee r ve ra e s i Ke 80 a Sh D nite Gra J i bb oo m rp R ass Rd d St Traffic Volumes Turning Movement e nn Do 80 a Nev Sha Dr o d d Dr o lew lan ng ach Ta Co V U 267 V U d ay W Ct , Donner Pass Rd/ SR89 North 852 r Dr 145 Joe rge Rec Center 25 7 Donner Pass Rd/ Pioneer Trail Donner Pass Rd/ I-80 WB On Ramp oerge Pioneer Trail r Dr J w rvie Donner Pass Rd/ I-80 B Off Ramp Miles I Donner Pass Rd Service Layer Credits: Source: sri, DigitalGlobe, Geoye, icubed, USDA, USGS, AX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community Donner Pass Rd Rive Donner Pass Rd/ Stockrest Springs Rd c Blvd Olympi Donner Pass Rd/ 5 Glenshire DrHighland Ave Ridge Rd Donner Pass Rd. 127 Donner Pass Rd/ Bridge St Glenshire Dr h nc Ra 0.4 ay old W Reyn ay R Jeffery Pine Rd Br oc kw states Dr River Loop Riverview Dr 80 Crestview Dr Dr Co ms toc k St Terkwood Dr Cottonwood Dr St 1 Truckee Ba Palisades Dr 136 Future Cumulative with Project Donner Pass Rd Figure 7 Rd P i n ec on e Donner Pass Rd. t S ge Brid 7 26 Glenshire Dr. LSC Transportation Consultants, Inc. Bridge St Donner Pass Rd Donner Pass Rd Martis Dr Coburn Crossing Traffic Impact Analysis Page 17

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27 Chapter 5 Level of Service Analysis (LOS) Traffic operations are assessed in terms of Level of Service (LOS). LOS is a concept that was developed by transportation engineers to quantify the level of operation of intersections and roadways (as presented in the Highway Capacity Manual). Intersection LOS is classified in grades A through F. These grades of LOS are quantified in terms of average delay per vehicle. A detailed description of LOS criteria is provided in Appendix C. Level of Service Standards The LOS thresholds applicable to the study area are discussed below. Town of Truckee As stated in the Truckee 2025 General Plan, the Town s LOS standards are as follows: Policy P2.1 stablish and maintain a Level of Service D or better on road segments and for total intersection movements in portions of the Town outside of the Downtown Study Area. stablish and maintain a Level of Service or better on arterial and collector road segments and for total intersection movements within the Downtown Specific Plan Area. 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. Methodology Intersection (LOS) is largely evaluated using the methodologies documented in the 2010 Highway Capacity Manual (HCM). The Highway Capacity Software (HCS 2010) application is utilized for each study intersection, given the presence of the shared left/through lanes. The detailed LOS calculations for all intersections are provided in Appendix B. The Glenshire Drive approach on the Donner Pass Road/Glenshire Drive intersection has separate left and right turn lanes. According to the HCM, the critical gap, which is the minimum time interval that allows intersection entry to one minor-stream vehicle, is 7.1 seconds for a left-turn movement and 6.2 seconds for a right-turn movement from a minor street. The HCM also indicates that more accurate capacity estimates will be produced if field measurements of the critical gap can be made. In order to estimate a critical gap that reflects conditions specific to this intersection, turning movement counts and traffic queuing counts were conducted on Wednesday June 8, 2016, and observations were made regarding the utilization of the center turn lane for two-stage left turns from Glenshire Drive onto Donner Pass Road. As summarized in Chapter 2, the estimated average delay for northbound left-turning vehicles out of Glenshire Drive was approximately 41 and 73 seconds per vehicle during the AM and PM peak hours, respectively. The results indicate that only a small percentage of vehicles (5 percent or less) made a two-stage left-turn movement. In the LOS model, the critical gap time for the left-turn movement was calibrated to match the measured average delay. The results indicate a critical gap of approximately 5.2 seconds for the left-turn Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 19

28 movement from Glenshire Drive. This indicates that drivers turning left from Glenshire Drive tend to be more aggressive than the HCM default values would indicate. A review of data collected at existing roundabouts in the U.S. indicates that the critical headway and follow-up headway times are generally lower than the HCM 2010 default values. In other words, drivers at roundabouts in the U.S. tend to be more aggressive than the HCM 2010 default values indicate. Specifically, the HCM default critical headway is 5.2 seconds for a roundabout with one conflicting lane, or 4.3 (left lane) and 4.1 (right lane) seconds with two conflicting lanes. The adjusted critical headway values based on existing roundabouts in the U.S. are 4.2 seconds with one conflicting lane and 4.0 seconds with two conflicting lanes. Similarly, the HCM default follow-up headway is 3.2 seconds, regardless of the number of conflicting lanes, and the adjusted follow-up headway is 2.8 seconds. Intersection LOS Analysis LOS analyses were performed at all of the study intersections under existing year and future year scenarios, with and without the project, and the results of the worst turning movements are presented in Tables 3 and 4, respectively. LOS Under xisting Conditions A summary of the LOS of the worst turning movement for each study intersection without the project is located in Table 3. The results indicate that all intersections currently operate at an acceptable LOS, with the exception of the Donner Pass Road/Bridge Street intersection. The worst movement on this intersection operates at LOS F, with more than four vehicle-hours of delay. As shown in the right-hand portion of the table, with implementation of the proposed Coburn Crossing development (including the ast Jibboom Street extension to Donner Pass Road), the average delays generally increase, due to the increased traffic caused by the project. Notably, the LOS at the Donner Pass Road/Stockrest Springs Road/ast Jibboom Street intersection degrades from LOS B to LOS F (with less than 4 vehicle hours of delay) when modeled as an unsignalized intersection. The addition of project traffic would exacerbate the LOS deficiency at the Donner Pass Road/Bridge Street intersection. However, no additional intersections would exceed the LOS standard. Although the intersection of Donner Pass Road/Glenshire Drive would continue to operate at LOS F, the vehicle-hours of delay on the worst movement would decrease from approximately 3.9 hours to 2.7 hours, due to the estimated diversion of through traffic to the ast Jibboom Street extension. LOS Under Future Cumulative Conditions LOS under future cumulative conditions, both without and with the proposed project, is presented in Table 4. As shown, the following intersections are expected to exceed the LOS standards in the future without the proposed project: Donner Pass Road/Bridge Street Donner Pass Road/I-80 astbound Off-Ramp Donner Pass Road/Pioneer Trail Page 20 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

29 The four remaining intersections would operate at an acceptable LOS. Note that the vehicle-hours of delay on the left-turn movement from Glenshire Drive to Donner Pass Road would improve from approximately 3.9 hours to 2.0 hours, due to the diversion of traffic to the Donner Pass Road xtension, which is assumed to be constructed as a part of the Railyard development project. TABL 3: xisting Year Level of Service Main Street Dir Cross Street Dir Intersection type LOS Delay (sec/veh) Total Delay (veh-h) LOS Delay (sec/veh) Total Delay (veh-h) Donner Pass Road W Bridge Street NS Stop Controlled F OVF >4 F OVF >4 Donner Pass Road W Glenshire Drive NS Stop Controlled F F Donner Pass Road NS Stockrest Springs Road W Stop Controlled B 15.9 N/A Donner Pass Road NS Stockrest Springs Road W Roundabout A Donner Pass Road NS I-80 B Off Ramp W Stop Controlled 47.9 N/A F Donner Pass Road NS I-80 WB On Ramp W Stop Controlled A 8.3 N/A A 8.5 N/A Donner Pass Road NS Pioneer Trail W Roundabout B 12.2 N/A B 13.0 N/A Donner Pass Road W SR 89 N NS Roundabout A 6.7 N/A A 6.8 N/A Bold text indicates that LOS Standard is exceeded xisting OVF = Overflow. Overflow indicates an excessive delay, w hich cannot be accurately calculated using HCM methodology. The Donner Pass Road/Bridge Street intersection is controlled w ith stop signs on three approaches, w ith the northbound approach uncontrolled. Analysis conducted using volumes and delays of the w orst intersection movement. Source: LSC Transportation Consultants, Inc. xisting + Project TABL 4: Future Year Level of Service Main Street Dir Cross Street Dir Intersection type LOS Delay (sec/veh) Total Delay (veh-h) LOS Delay (sec/veh) Total Delay (veh-h) Donner Pass Road W Bridge Street NS Stop Controlled F OVF >4 F OVF OVF Donner Pass Road W Glenshire Drive NS Stop Controlled F F Donner Pass Road NS Stockrest Springs Road W Stop Controlled C 22.5 N/A F OVF >4 Donner Pass Road NS Stockrest Springs Road W Roundabout C 17.8 N/A Donner Pass Road NS I-80 B Off Ramp W Stop Controlled F OVF >4 F OVF >4 Donner Pass Road NS I-80 WB On Ramp W Stop Controlled B 10.4 N/A B 10.8 N/A Donner Pass Road NS Pioneer Trail W Roundabout F >4 F >4 Donner Pass Road W SR 89 N NS Roundabout 40.1 N/A 44.2 N/A Bold text indicates that LOS Standard is exceeded The Donner Pass Road/Bridge Street intersection is controlled with stop signs on three approaches, with the northbound approach uncontrolled. OVF = Overflow. Overflow indicates an excessive delay, w hich cannot be accurately calculated using HCM methodology. Analysis conducted using volumes and delays of the w orst intersection movement. Source: LSC Transportation Consultants, Inc. Future Future + Project Implementation of the proposed project would not affect the LOS at any study intersection under future cumulative conditions, with the exception of the Donner Pass Road/Stockrest Springs Road/ast Jibboom Street intersection. This intersection would degrade from an acceptable LOS C to an unacceptable LOS F, with over 4 vehicle-hours of delay. Similar to the existing year scenario, the vehiclehours of delay on the left-turn movement from Glenshire Drive to Donner Pass Road would improve from approximately 2.0 hours to 1.8 hours, due to the estimated diversion of traffic to the ast Jibboom Street xtension. Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 21

30 Intersection Traffic Queuing Analysis The potential for intersection traffic queues to interfere with adjacent roadways or intersections was reviewed. Specifically, the existing lane storage lengths were compared to the calculated 95 th -percentile traffic queue lengths at the study intersections. No queue blocking concerns are identified under existing conditions, with or without the proposed project. However, under future year conditions, the 95 th -percentile queue on the eastbound Pioneer Trail approach to Donner Pass Road is expected to extend past Coachland Drive, thereby hindering left-turn movements from Coachland Drive. The addition of Coburn Crossing project traffic is calculated to add approximately 1 car to this queue. Similarly, the 95 th -percentile queue on the eastbound Donner Pass Road approach to SR 89 North is expected to extend past Rue Ivy, thereby hindering left-turn movements from Rue Ivy. The addition of Coburn Crossing project traffic is calculated to add up to 1 car to this queue. Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 22

31 Chapter 6 Transportation Impacts and Mitigation The following potential areas of transportation impacts are addressed in this chapter: Intersection Level of Service Analysis of the Need for New Left-Turn Lanes Driver Sight Distance Potential mitigation measures are also identified. Intersection Level of Service The following intersection exceeds the LOS thresholds under existing year conditions, with or without the proposed project: Donner Pass Road/Bridge Street All other study intersections are calculated to operate within the applicable LOS thresholds under all existing year scenarios. The following intersections are expected to exceed the LOS thresholds under future cumulative conditions, with or without the proposed project: Donner Pass Road/Bridge Street Donner Pass Road/I-80 astbound Off-Ramp Donner Pass Road/Pioneer Trail In addition, the Donner Pass Road/Stockrest Springs Road/ast Jibboom Street intersection would exceed the LOS threshold in the future with the proposed project. All other study intersections are expected to operate within the applicable LOS thresholds under the future cumulative scenarios, with or without the proposed project. Intersection LOS Improvements Potential intersection LOS mitigation measures are evaluated for the study intersections exceeding the LOS thresholds. Table 5 summarizes the intersection improvements that would be needed in the existing and future years, respectively, in order to provide an acceptable LOS without and with the proposed development project. The LOS calculations with intersection mitigation measures are contained in Appendix B. Donner Pass Road/Bridge Street The Donner Pass Road/Bridge Street intersection exceeds the LOS thresholds in the existing and future summer PM peak hours, with or without the proposed project. Implementation of the proposed Coburn Crossing project is expected to slightly increase the total peak-hour traffic volumes through this Page 23 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

32 intersection under existing and future year conditions, which would exacerbate the LOS deficiency. Installation of a single-lane roundabout (or equivalent improvements) at this intersection is included in the Town s Traffic Impact Fee Program. Based on the HCM 2010 methodology, this intersection would operate at an acceptable LOS with a roundabout, under all scenarios. However, this method does not account for the interaction between this intersection and the closely-spaced Bridge Street/West River Street intersection. A northbound right-turn slip lane would be needed at the Donner Pass Road/Bridge Street roundabout in order to avoid excessive queues between the two intersections. The General Plan Circulation lement (Policy P2.3) allows flexibility and exceptions to the LOS standards for the Donner Pass Road/Bridge Street intersection in cases where (a) improvements needed to achieve acceptable LOS should be deferred in order to better coordinate with the planning and implementation of other projects, including the Railyard; (b) improvements needed would result in unacceptable impacts (e.g. requiring demolition of historic buildings, relocation of businesses); (c) improvements are not feasible to construct; or (d) improvements should be deferred or lowered in order to better implement other transportation control measures including alternative transportation modes. As such, payment of traffic impact fees is expected to be an adequate mitigation measure for this intersection. Donner Pass Road/I-80 astbound Off-Ramp The Donner Pass Road/I-80 astbound Off-Ramp intersection would exceed the LOS threshold under future cumulative conditions without the proposed project. Implementation of the proposed Coburn Crossing project is expected to increase the total peak-hour traffic volumes through this intersection under future year conditions, which would exacerbate the LOS deficiency. Provision of a single-lane roundabout would provide an acceptable LOS D in the future with the Coburn Crossing project. As a single-lane roundabout is included in the Town s Traffic Impact Fee Program, payment of Town traffic impact fees would address this project impact. Donner Pass Road/Pioneer Trail The Donner Pass Road/Pioneer Trail intersection would exceed the LOS threshold under future cumulative conditions without the proposed project. Implementation of the proposed Coburn Crossing project is expected to slightly increase the total peak-hour traffic volumes through this intersection under future year conditions, which would exacerbate the LOS deficiency. xpanding the existing roundabout to provide two circulating lanes, as well as two lanes on the Donner Pass Road approaches would provide an acceptable LOS C in the future with the Coburn Crossing project. As these improvements are included in the Town s Traffic Impact Fee Program, payment of Town traffic impact fees would address this project impact. Donner Pass Road/Stockrest Springs Road/ast Jibboom Street Intersection The unsignalized site access intersection is expected to degrade to an unacceptable LOS F (with more than 4 vehicle-hours of delay) under future cumulative conditions with the project. The current Coburn Crossing site plan includes a single-lane roundabout at this intersection. With this improvement, an acceptable LOS C would be provided. This intersection is not included in the Town s Traffic Impact Fee Program. Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 24

33 TABL 5: Intersection LOS Mitigation for Future + Project Intersection Donner Pass Road/Bridge Street Unmitigated Control Type Stop-Controlled Mitigation Measure Single Lane Roundabout Mitigated LOS without proposed LOS A Mitigated LOS With Proposed Project LOS A xisting Donner Pass Road/I-80 B Off Ramp (astern Interchange) Donner Pass Road/Pioneer Trail Stop-Controlled Single Lane Roundabout Single Lane Roundabout Dual Lane Roundabout A A B A Future Donner Pass Road/Bridge Street Stop-Controlled Single Lane Roundabout C Donner Pass Road/I-80 B Off Ramp (astern Interchange) Donner Pass Road/Pioneer Trail Level of service is reported based on the worst turning movement of each intersection Source: LSC Transportation Consultants, Inc. Stop-Controlled Single Lane Roundabout D Single Lane Roundabout Dual Lane Roundabout C C D C Analysis of the Need for New Left-Turn Lanes The need for left-turn lanes along a main roadway is evaluated based on the guidelines specified by National Cooperative Highway Research Program (NCHRP) Report 457 valuating Intersection Improvements: An ngineering Study Guide (Transportation Research Board, 2001). The seven study intersections have all potential left-turn lanes already in place. The left-turn lane warrant criteria chart is included in Appendix C. The need for new left-turn lanes is evaluated only for side-street stopcontrolled intersections, as the need for turn lanes at signalized and roundabout-controlled intersections is determined by level of service. A left-turn lane warrant was evaluated for a new northbound left-turn lane along Donner Pass Road for left turns into the project site (ast Jibboom Street). Considering the relatively low number of left turns expected during the peak hour, the left-turn warrant is not met at this location under existing or future year conditions (without a roundabout). Driver Sight Distance Driver sight distance impacts are evaluated at the following two intersection locations: Jibboom Street/Keiser Avenue Donner Pass Road/Stockrest Springs Road/Proposed Site Access Jibboom Street/Keiser Avenue As discussed in Chapter 2, the Jibboom Street/Keiser Avenue intersection is considered to have an existing safety deficiency, due to lack of adequate corner sight distance on the westbound Jibboom Street approach as well as the unconventional assignment of right-of-way. In particular, the fact that northwestbound traffic on Keiser Avenue is not required to stop is a potential source of confusion and possible conflict for drivers traveling northeastbound along Jibboom Street, as it is typical to assume that traffic entering from the right of a through movement not controlled by a Stop sign would be controlled by a Stop sign. Page 25 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

34 The following measures are recommended: The existing vegetation along the north side of Keiser Avenue should be routinely maintained/trimmed. This would likely improve the corner sight distance by about 20 feet. However, the resulting corner sight distance would still be about 80 feet short of the minimum distance. A sign should be placed on the southwest corner of the intersection facing the Jibboom Street northeastbound approach that reads Traffic From the Right Does Not Stop, similar to the one located on the eastbound approach to the Bridge Street/Donner Pass Road intersection. It should be ensured that the area south of Jibboom Street and north of Keiser Avenue west of the intersection remains clear of snow berms during snow season. Finally, the maintenance of striped Stop bars on the northeast and north legs of this intersection should be made a priority. In light of the existing low traffic volumes, and the relatively low traffic impacts of the proposed project, other potential means of addressing the prioritization of traffic at this intersection (such as the provision of a Stop sign on the northwestbound Keiser Avenue approach) are not expected to be necessary to maintain adequate safety conditions, and would unnecessarily increase traffic noise, driver delay, and air emissions. Donner Pass Road/Stockrest Springs Road/ast Jibboom Street Assuming a 50 mph design speed along Donner Pass Road, the required stopping sight distance (SSD) is 430 feet. In the northbound direction approaching the site access intersection, there is about a 6- percent upgrade, which makes it easier for traffic to decelerate in this direction. The American Association of State Highway Transportation Officials (AASHTO) A Policy on the Geometric Design of Highway and Streets recommends an adjustment for grade, which would decrease the required northbound (+6% grade) SSD to approximately 390 feet. The actual SSD for northbound traffic on Donner Pass Road is approximately 420 feet, which exceeds the requirement by 30 feet. In the southbound direction, there is about a 3-percent downgrade. The adjusted SSD requirement in this direction is approximately 446 feet. As more than 460 feet of SSD is provided, no SSD deficiencies are identified. The minimum corner sight distance (CSD) is 550 feet based on a design speed of 50 miles per hour on Donner Pass Road. (Adjustment of the CSD values for the major-road grade is generally not needed because both the major and minor road vehicle will be on the same grade when departing from the intersection.) Looking to the north from the proposed site access location (at the required setback) along Donner Pass Road, approximately 550 feet of CSD is provided. As this meets the minimum value, the CSD looking to the north is expected to be adequate. Looking to the south from the proposed site access point, about 465 feet of CSD is provided. This is 85 feet short of the minimum value. The corner sight distance looking to the south is restricted by the horizontal and vertical curvature along Donner Pass Road, as well as by existing trees/vegetation/embankment along Donner Pass Road. Removing/trimming some of the trees and vegetation along the west side of the roadway would slightly Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc. Page 26

35 improve the CSD, although modifying the embankment may be required to obtain the full 550 feet of CSD. The Town standards allow some flexibility in the CSD requirements, as follows: where restrictive conditions do not allow compliance with the specific sight distance requirements, the ngineer may approve a reduction of the corner sight distance to the minimum stopping sight distance as outlined in the Caltrans Highway Design Manual. The minimum stopping sight distance set forth in the Caltrans Highway Design Manual is 430 feet, based on a speed of 50 miles per hour. The actual CSD exceeds this value by about 35 feet. Note that provision of a properly-designed roundabout would provide adequate corner sight distance at this intersection. Conclusions and Recommendations The following conclusions and recommendations are made regarding the proposed project: Payment of Town traffic impact fees would address this project s impact on LOS at all study intersections, with the exception of the Donner Pass Road/Stockrest Springs Road/ast Jibboom Street intersection (the site access intersection). The site access intersection is expected to operate at an acceptable LOS under existing year conditions without a roundabout. Under future year conditions, a single-lane roundabout would be needed to provide an acceptable LOS. The current Coburn Crossing site plan includes a single-lane roundabout at this intersection. This intersection is not included in the Town s Traffic Impact Fee Program. The following safety measures are recommended to be implemented at the Jibboom Street/Keiser Avenue intersection: o o o o The existing vegetation along the north side of Keiser Avenue should be routinely maintained/trimmed. This would likely improve the corner sight distance by about 20 feet, although the resulting corner sight distance would still be about 80 feet short of the minimum corner sight distance. A sign should be placed on the southwest corner of the intersection facing the Jibboom Street northeastbound approach that reads Traffic From the Right Does Not Stop, similar to the one located on the eastbound approach to the Bridge Street/Donner Pass Road intersection. It should be ensured that the area south of Jibboom Street and north of Keiser Avenue west of the intersection remains clear of snow berms during snow season. Finally, the maintenance of striped Stop bars on the northeast and north legs of this intersection should be made a priority. Page 27 Coburn Crossing Traffic Impact Analysis LSC Transportation Consultants, Inc.

36 Appendix A Proposed Site Plan

37

38 Appendix B LOS Calculations

39 xisting 2016

40 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k596.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/23/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Intersection DPR/Bridge Jurisdiction Truckee Analysis Year 2016 Project Description DPR/Bridge Present 2016 Volumes without project ast/west Street: DPR North/South Street: Bridge Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration LT R LTR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L TR L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration LT LTR L TR L TR v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS A A F C D F Approach Delay (s/veh) Approach LOS F F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/ :40 AM

41 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k59B.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/29/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Intersection DPR/Glenshire Jurisdiction Truckee Analysis Year 2016 Project Description DPR/Glenshire Drive Present 2016 Without Project ast/west Street: DPR North/South Street: Glenshire Drive Intersection Orientation: ast-west Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration TR L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach astbound Westbound Northbound Southbound Movement Lane Configuration L L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS B F B Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/ :42 AM

42 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k20A.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description xisitng 2016 PM Peak June without project access ast/west Street: Stockrest Springs Road North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/Stockrest Springs Road Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes Configuration T R L T Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS A C B Approach Delay (s/veh) Approach LOS B Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 8:13 AM

43 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k5A0.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description xisitng No Pro 2016 PM Peak June I-80 B Off Ramp ast/west Street: I-80 B Off Ramp North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/I-80 B Off Ramp Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration T T Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS F B Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/ :49 AM

44 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k5A7.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description ast/west Street: I-80 WB On Ramp North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/I-80 WB On Ramp Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration L T TR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L v (veh/h) 78 C (m) (veh/h) 935 v/c % queue length 0.27 Control Delay (s/veh) 9.2 LOS A Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/ :51 AM

45 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k46.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Intersection DPR/Pioneer Trail Analyst LC /W Street Name Pioneer Trail Agency or Co. LSC N/S Street Name DPR Date Performed 6/27/2016 Analysis Year 2016 Time Period 2016 Present 2016 Without Project DPR/Pioneer Peak Hour Factor 0.92 Project ID Trail Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A B A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A B A Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 8:37 AM B

46 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k5D7.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Analyst LC Agency or Co. LSC Date Performed 6/27/2016 Time Period 2016 Peak Hour Factor 0.92 Project Description: Volume Adjustment and Site Characteristics Site Information Intersection DPR/SR 89 North /W Street Name DPR N/S Street Name SR 89 North Analysis Year 2016 Project ID Present Without Project DPR/SR 89 North B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LT R LTR LT TR LT TR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A A A A A A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A A A Intersection Delay, s/veh 6.36 Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/ :00 PM A

47 xisting Project

48 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k40D.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/23/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Intersection DPR/Bridge Jurisdiction Truckee Analysis Year 2016 Project Description DPR/Bridge Present 2016 Volumes with project ast/west Street: DPR North/South Street: Bridge Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration LT R LTR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L TR L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration LT LTR L TR L TR v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS A A F C D F Approach Delay (s/veh) Approach LOS F F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 4:04 PM

49 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k706.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/29/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Intersection DPR/Glenshire Jurisdiction Truckee Analysis Year 2016 Project Description DPR/Glenshire Drive Present 2016 With Project ast/west Street: DPR North/South Street: Glenshire Drive Intersection Orientation: ast-west Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration TR L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach astbound Westbound Northbound Southbound Movement Lane Configuration L L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS B F B Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/2016 3:09 PM

50 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k70.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description xisitng 2016 PM Peak June with project access unsignalized ast/west Street: Stockrest Springs Road North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/Stockrest Springs Road Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration LT R L TR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration LTR LT R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration LT L LT R LTR v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS A A D B F Approach Delay (s/veh) Approach LOS C F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/2016 3:10 PM

51 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k40.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Intersection DPR/Jibboom/Stockrest Springs Analyst LC /W Street Name Jibboom & Stockrest Springs Agency or Co. LSC N/S Street Name Date Performed 6/23/2016 Analysis Year 2016 Time Period Present Volumes Roundabout With Peak Hour Factor 0.92 Project ID Project Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A A A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A A A Intersection Delay, s/veh 8.32 Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 8:34 AM A

52 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k714.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description DPR/I-80B Off Ramp Present 2016 With Site ast/west Street: I-80 B Off Ramp North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/I-80 B Off Ramp Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration T T Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS F B Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/2016 3:12 PM

53 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k719.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description DPR/I-80 WB On Ramp Present 2016 With Project ast/west Street: I-80 WB On Ramp North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/I-80 WB On Ramp Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration L T TR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L v (veh/h) 97 C (m) (veh/h) 901 v/c % queue length 0.36 Control Delay (s/veh) 9.5 LOS A Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/2016 3:13 PM

54 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k4C.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Analyst LC Agency or Co. LSC Date Performed 6/27/2016 Time Period 2016 Peak Hour Factor 0.92 Project Description: Volume Adjustment and Site Characteristics Site Information Intersection DPR/Pioneer Trail /W Street Name Pioneer Trail N/S Street Name DPR Analysis Year 2016 Project ID Present With Project DPR/Pioneer Trail B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A B A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A B A Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 8:38 AM B

55 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k5DD.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Analyst LC Intersection DPR/SR 89 North Agency or Co. LSC /W Street Name DPR Date Performed 6/27/2016 N/S Street Name Time Period 2016 Analysis Year 2016 Peak Hour Factor 0.92 Project ID Present With Project DPR/SR 89 North Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LT R LTR LT TR LT TR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A A A A A A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A A A Intersection Delay, s/veh 6.61 Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/ :01 PM A

56 Future

57 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k725.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/23/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Intersection DPR/Bridge Jurisdiction Truckee Analysis Year 2016 Project Description DPR/Bridge Future Without Project ast/west Street: DPR North/South Street: Bridge Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration LT R LTR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L TR L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration LT LTR L TR L TR v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS A A F C F F Approach Delay (s/veh) Approach LOS F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/2016 3:16 PM

58 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k442.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/29/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Intersection DPR/Glenshire Jurisdiction Truckee Analysis Year 2016 Project Description DPR/Glenshire Drive Future Without Project ast/west Street: DPR North/South Street: Glenshire Drive Intersection Orientation: ast-west Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration TR L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach astbound Westbound Northbound Southbound Movement Lane Configuration L L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS C F D Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 4:52 PM

59 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k465.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description DPR Stockrest Springs Future No Site ast/west Street: Stockrest Springs Road North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/Stockrest Springs Road Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes Configuration T R L T Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS A C B Approach Delay (s/veh) Approach LOS C Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 4:57 PM

60 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k44D.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description DPR/I-80 B Off Ramp Future No Site ast/west Street: I-80 B Off Ramp North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/I-80 B Off Ramp Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration T T Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS F C Approach Delay (s/veh) Approach LOS F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 4:54 PM

61 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k453.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description DPR/I80 WB On Ramp Future No Site ast/west Street: I-80 WB On Ramp North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/I-80 WB On Ramp Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration L T TR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L v (veh/h) 98 C (m) (veh/h) 762 v/c % queue length 0.44 Control Delay (s/veh) 10.4 LOS B Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 4:55 PM

62 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k4F2.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Analyst LC Agency or Co. LSC Date Performed 6/27/2016 Time Period 2016 Peak Hour Factor 0.95 Project Description: Volume Adjustment and Site Characteristics Site Information Intersection DPR/Pioneer Trail /W Street Name Pioneer Trail N/S Street Name DPR Analysis Year 2016 Project ID Future Without Project DPR/Pioneer Trail B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS D B F C Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh D B F C Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 8:39 AM F

63 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k53.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Analyst LC Agency or Co. LSC Date Performed 6/27/2016 Time Period 2016 Peak Hour Factor 0.95 Project Description: Volume Adjustment and Site Characteristics Site Information Intersection DPR/SR 89 North /W Street Name DPR N/S Street Name SR89 North Analysis Year 2016 Project ID Future Without Project DPR/SR 89 North B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LT R LTR LT TR LT TR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS C C C C B B Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh C C B Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/ :02 PM C

64 Future + Project

65 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k46B.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/23/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Intersection DPR/Bridge Jurisdiction Truckee Analysis Year 2016 Project Description DPR-Bridge Future plus pro ast/west Street: DPR North/South Street: Bridge Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration LT R LTR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L TR L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration LT LTR L TR L TR v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS A A F C F F Approach Delay (s/veh) Approach LOS F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 5:06 PM

66 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k71F.tmp Page 1 of 1 7/7/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/29/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Intersection DPR/Glenshire Jurisdiction Truckee Analysis Year 2016 Project Description DPR/Glenshire Drive Future with Project ast/west Street: DPR North/South Street: Glenshire Drive Intersection Orientation: ast-west Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration TR L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach astbound Westbound Northbound Southbound Movement Lane Configuration L L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS B F C Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/7/2016 3:14 PM

67 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k48F.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description Future PM Peak June with project access unsignalized ast/west Street: Stockrest Springs Road North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/Stockrest Springs Road Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration LT R L TR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration LTR LT R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration LT L LT R LTR v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS B A F B F Approach Delay (s/veh) Approach LOS F F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 5:11 PM

68 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k5B9.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Analyst LC Intersection DPR/Jibboom/Stockrest Springs Agency or Co. LSC /W Street Name Jibboom & Stockrest Springs Date Performed 6/23/2016 N/S Street Name Time Period 2016 Analysis Year 2016 Peak Hour Factor 0.95 Project ID Future Volumes Roundabout With Project Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A B C Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A B C Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/ :12 AM B

69 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k477.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description DPR/I-80 B Off Ramp Future With Site ast/west Street: I-80 B Off Ramp North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/I-80 B Off Ramp Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration T T Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration L R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L R v (veh/h) C (m) (veh/h) v/c % queue length Control Delay (s/veh) LOS F C Approach Delay (s/veh) Approach LOS F Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 5:08 PM

70 Two-Way Stop Control file://c:\documents and Settings\Mark\Local Settings\Temp\u2k47D.tmp Page 1 of 1 7/6/2016 General Information Analyst LC Agency/Co. LSC Date Performed 6/21/2016 Analysis Time Period 2016 TWO-WAY STOP CONTROL SUMMARY Site Information Project Description DPR/I80 WB On Ramp Future With Site ast/west Street: I-80 WB On Ramp North/South Street: DPR Intersection Orientation: North-South Study Period (hrs): 0.25 Intersection DPR/I-80 WB On Ramp Jurisdiction Truckee Analysis Year 2016 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type Undivided RT Channelized 0 0 Lanes Configuration L T TR Upstream Signal 0 0 Minor Street astbound Westbound Movement L T R L T R Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes Configuration Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound astbound Movement Lane Configuration L v (veh/h) 117 C (m) (veh/h) 735 v/c % queue length 0.56 Control Delay (s/veh) 10.8 LOS B Approach Delay (s/veh) Approach LOS Copyright 2010 University of Florida, All Rights Reserved HCS+ TM Version 5.6 Generated: 7/6/2016 5:08 PM

71 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k4F8.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Analyst LC Agency or Co. LSC Date Performed 6/27/2016 Time Period 2016 Peak Hour Factor 0.95 Project Description: Volume Adjustment and Site Characteristics Site Information Intersection DPR/Pioneer Trail /W Street Name Pioneer Trail N/S Street Name DPR Analysis Year 2016 Project ID Future With Project DPR/Pioneer Trail B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS B F D Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh B F D Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 8:40 AM F

72 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k5D1.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Analyst LC Agency or Co. LSC Date Performed 6/27/2016 Time Period 2016 Peak Hour Factor 0.95 Project Description: Volume Adjustment and Site Characteristics Site Information Intersection DPR/SR 89 North /W Street Name DPR N/S Street Name SR 89 North Analysis Year 2016 Project ID Future With Project DPR/SR 89 North B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LT R LTR LT TR LT TR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS C C C C B B Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh C C B Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/ :58 AM C

73 Mitigations xisting, xisting + Project, Future, and Future + Project for: Donner Pass Road/Bridge Street Donner Pass Road/I 80 B Off Ramp Donner Pass Road/Pioneer Trail

74 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k750.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Analyst LC Intersection DPR/Bridge Agency or Co. LSC /W Street Name DPR Date Performed 7/7/2016 N/S Street Name Bridge Time Period 2016 Analysis Year Peak Hour Factor 0.95 Project ID Mitigated Present Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A A A A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A A A Intersection Delay, s/veh 7.39 Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 4:58 PM A

75 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k756.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Analyst LC Intersection DPR/Bridge Agency or Co. LSC /W Street Name DPR Date Performed 7/7/2016 N/S Street Name Bridge Time Period 2016 Analysis Year Peak Hour Factor 0.95 Project ID Mitigated present + pro Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A A A A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A A A Intersection Delay, s/veh 7.56 Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 4:59 PM A

76 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k72C.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Analyst LC Intersection DPR/Bridge Agency or Co. LSC /W Street Name DPR Date Performed 7/7/2016 N/S Street Name Time Period Future Analysis Year Future Peak Hour Factor 0.95 Project ID Mitigated future + pro Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS B C A C A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh B C B A Intersection Delay, s/veh Intersection LOS C Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 4:55 PM

77 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k744.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Analyst LC Intersection DPR/Bridge Agency or Co. LSC /W Street Name DPR Date Performed 7/7/2016 N/S Street Name Time Period Future Analysis Year Future Peak Hour Factor 0.95 Project ID Mitigated future + pro Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR LTR LTR LTR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS B C A C A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh B C B A Intersection Delay, s/veh Intersection LOS C Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 4:56 PM

78 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k768.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Intersection DPR/I-80 B Off Ramp Analyst LC /W Street Name I-80 Agency or Co. LSC N/S Street Name DPR Date Performed 7/7/2016 Analysis Year 2016 Time Period 2016 DPR-I80 B Off Ramp Mitigated Roundabout Peak Hour Factor 0.95 Project ID Present Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR T T Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A F A A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A A Intersection Delay, s/veh 8.07 Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 5:05 PM A

79 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k76.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Intersection DPR/I-80 B Off Ramp Analyst LC /W Street Name I-80 Agency or Co. LSC N/S Street Name DPR Date Performed 7/7/2016 Analysis Year 2016 Time Period 2016 DPR-I80 B Off Ramp Mitigated Roundabout Peak Hour Factor 0.95 Project ID Present + pro Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR T T Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A F B A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A B A Intersection Delay, s/veh 8.81 Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 5:07 PM A

80 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k75C.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Intersection DPR/I-80 B Off Ramp Analyst LC /W Street Name I-80 Agency or Co. LSC N/S Street Name Date Performed 7/7/2016 Analysis Year Future Time Period Future DPR-I80 B Off Ramp Mitigated Roundabout Peak Hour Factor 0.95 Project ID Future Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR T T Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS C F D A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh C D A Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 5:00 PM C

81 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k762.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Intersection DPR/I-80 B Off Ramp Analyst LC /W Street Name I-80 Agency or Co. LSC N/S Street Name Date Performed 7/7/2016 Analysis Year Future Time Period Future DPR-I80 B Off Ramp Mitigated Roundabout Peak Hour Factor 0.95 Project ID Future + pro Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LTR T T Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS C F D A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh C D A Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 5:01 PM C

82 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k780.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Intersection DPR/Pioneer Trail Analyst LC /W Street Name Pioneer Trail Agency or Co. LSC N/S Street Name DPR Date Performed 6/27/2016 Analysis Year 2016 Time Period 2016 Mitigated Present No Project DPR/Pioneer Peak Hour Factor 0.95 Project ID Trail Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LT TR LT TR LT TR LT TR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A A A A A A A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A A A Intersection Delay, s/veh 6.68 Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 5:11 PM A

83 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k786.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Intersection DPR/Pioneer Trail Analyst LC /W Street Name Pioneer Trail Agency or Co. LSC N/S Street Name DPR Date Performed 6/27/2016 Analysis Year 2016 Time Period 2016 Mitigated Present With Project DPR/Pioneer Peak Hour Factor 0.95 Project ID Trail Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LT TR LT TR LT TR LT TR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS A A A A A A A A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh A A A A Intersection Delay, s/veh 6.90 Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 5:13 PM A

84 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k774.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Analyst LC Intersection DPR/Pioneer Trail Agency or Co. LSC /W Street Name Pioneer Trail Date Performed 6/27/2016 N/S Street Name DPR Time Period Analysis Year Future Peak Hour Factor 0.95 Project ID Mitigated Future No Project DPR/Pioneer Trail Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LT TR LT TR LT TR LT TR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS C A C A C B A A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh C B C A Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 5:08 PM B

85 Formatted Report file://c:\documents and Settings\Mark\Local Settings\Temp\u2k77A.tmp Page 1 of 1 7/7/2016 ROUNDABOUT RPORT General Information Site Information Intersection DPR/Pioneer Trail Analyst LC /W Street Name Pioneer Trail Agency or Co. LSC N/S Street Name DPR Date Performed 6/27/2016 Analysis Year Future Time Period Mitigated Future With Project DPR/Pioneer Peak Hour Factor 0.95 Project ID Trail Project Description: Volume Adjustment and Site Characteristics B WB NB SB L T R U L T R U L T R U L T R U Number of Lanes (N) Lane Assignment LT TR LT TR LT TR LT TR Conflicting Lanes Volume (V), veh/h Heavy Veh. Adj. (f HV ), % Pedestrians Crossing Critical and Follow-Up Headway Adjustment B WB NB SB Critical Headway (sec) Follow-Up Headway (sec) Flow Computations B WB NB SB Circulating Flow (V c ), pc/h xiting Flow (V ex ), pc/h ntry Flow (V e ), pc/h ntry Volume veh/h Capacity and v/c Ratios B WB NB SB Capacity (c PC ), pc/h Capacity (c), veh/h v/c Ratio (X) Delay and Level of Service B WB NB SB Lane Control Delay (d), s/veh Lane LOS C B C A C B B A Lane 95% Queue Approach Delay, s/veh Approach LOS, s/veh C B C A Intersection Delay, s/veh Intersection LOS Copyright 2012 University of Florida, All Rights Reserved HCS 2010 TM 6.41 Roundabouts Generated: 7/7/2016 5:09 PM B

86 Appendix C LOS Descriptions

87 DSCRIPTIONS OF LVLS OF SRVIC The concept of level of service is defined as a qualitative measure describing operational conditions within a traffic stream, and their perception by motorists and/or passengers. A level of service definition generally describes these conditions in terms of such factors as speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience, and safety. Six levels of service are defined for each type of facility for which analysis procedures are available. They are given letter designations, from A to F, with level of service A representing the best operating conditions and level of service F the worst. Level of Service Definitions In general, the various levels of service are defined as follows for uninterrupted flow facilities: $ Level of service A represents free flow. Individual users are virtually unaffected by the presence of others in the traffic stream. Freedom to select desired speeds and to maneuver within the traffic stream is extremely high. The general level of comfort and convenience provided to the motorist, passenger, or pedestrian is excellent. $ Level of service B is in the range of stable flow, but the presence of other users in the traffic stream begins to be noticeable. Freedom to select desired speeds is relatively unaffected, but there is a slight decline in the freedom to maneuver within the traffic stream from LOS A. The level of comfort and convenience provided is somewhat less than at LOS A, because the presence of others in the traffic stream begins to affect individual behavior. $ Level of service C is in the range of stable flow, but marks the beginning of the range of flow in which the operation of individual users becomes significantly affected by interactions with others in the traffic stream. The selection of speed is now affected by the presence of others, and maneuvering within the traffic stream requires substantial vigilance on the part of the user. The general level of comfort and convenience declines noticeably at this level. $ Level of Service D represents high-density, but stable, flow. Speed and freedom to maneuver are severely restricted, and the driver or pedestrian experiences a generally poor level of comfort and convenience. Small increases in traffic flow will generally cause operational problems at this level. $ Level of service represents operating conditions at or near the capacity level. All speeds are reduced to a low, but relatively uniform value. Freedom to maneuver within the traffic stream is extremely difficult, and it is generally accomplished by forcing a vehicle or pedestrian to give way to accommodate such maneuvers. Comfort and convenience levels are extremely poor, and driver or pedestrian frustration is generally high. Operations at this level are usually unstable, because small increases in flow or minor perturbations within the traffic stream will cause breakdowns. $ Level of service F is used to define forced or breakdown flow. This condition exists wherever the amount of traffic approaching a point exceeds the amount which can traverse the point. Queues form behind such locations. Operations within the queue are characterized by stop-and-go waves, and they are extremely unstable. Vehicles may progress at reasonable speeds for several hundred feet or more, then be required to stop in a cyclic fashion. Level of service F is used to describe the operating conditions within the queue, as well as the point of the breakdown. It should be noted, however, that in many cases operating conditions of vehicles or pedestrians discharged from the queue may be quite good. Nevertheless, it is the point at which arrival flow exceeds discharge flow which causes the queue to form, and level of service F is an appropriate designation for such points.

88 Appendix D Turn Lane Warrant Chart

89