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J Dowling Associates, Inc. Transportation Engineering 0 Planningo Research 0 Education .-.._-.. . .... . ~121' I!!!l:!l .1 .;. 35% to/from the North via Valley Avenue .;. 25% to/from the South via Bernal Avenue .;. 10% to/from the East via Stanley Boulevard .;. 30% to/from the West via Stanley Boulevard 100% I I The project trips assigned to the turning movements at the study intersections, based on the trip distribution described above, are shown in detail in the Appendix (Table A-2). I Table 5 shows the project contributes up to 153 new peak hour trips through intersections with LOS E or worse conditions. The total Existing+Approved+Project volumes are shown in Table 5 (for detail by movement, see Table A-3 in the Appendix). The percentage of trips at each of the study intersections attributed to the proposed project varies from less than 1 % to over 6%, as shown in the last column of Table 5. J J The LOS results for this analysis case are also shown in Table 3. The addition of project trips changes the level of service at only one of the 28 study intersections. The intersection of Bernal & Nevada (intersection 28) degrades from LOS B to LOS F in the PM peak'hour with the addition of project trips. This intersection is a two-way stop controlled intersection, and the project adds significant traffic to the SB left turn (u-turns). With this exception, the study intersections remain at the same LOS with or without the project. J I Mitigation Measures The project would be required to pay about $154,000 in City traffic impact fees if building permits were issued in 2005. These fees can be used to help fund traffic mitigations at all of the study intersections. However, after consultations with City staff, it is recommended that the development fully fund and construct the identified mitigation at the intersection of Bernal Avenue & Nevada Street prior to the occupancy of the project buildings for a fee credit of up to $150,0001 Of the 28 intersections studied, the proposed project only changes the LOS at Bernal Avenue & Nevada Street. As described in the Methodology section, the level of service results were analyzed to determine if any mitigation measures would be needed to maintain an acceptable peak hour LOS at the study intersections for the Existing+Approved+Project analysis scenario. The acceptable LOS is based on The City's standard, which is Level of Service D in most cases (some exemptions exist). Traffic operational analyses were used to determine the need for mitigation measures. Mitigation measures were developed by the City of Pleasanton. These mitigations relate to mitigation assumptions developed for the General Plan Update Alternative B (refer to detailed text in the Appendix). I Pe; e-mail from Mr. Jeff Knowles, Deputy Director of Public Works/Transportation, City of Pleasant on, 10/13/2005. Traffic Analysis Bernal Commercial Development, Pleasanton Page 10