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13 <br /> <br />changes on some streets and to overestimate them on others. Just as Hopkins traffic <br />volumes are higher than estimated, recent traffic volumes on other streets are both <br />lower than the future estimates as well as lower than the 2008 volumes. This was the <br />case on Farm Hill Boulevard in the AM peak hour (see Table 6). <br /> <br />Table 6: Comparison of General Plan and Recent Traffic Volumes on <br />Farm Hill Boulevard <br /> “Existing” <br />Volume <br />(2008) 1 <br />“Project” <br />Volumes <br />(2030) 1 <br />Recent <br />Traffic <br />Count2 <br />Volume <br />Threshold <br />for LOS E3 <br />Additional Volume <br />Required to Trigger <br />Impact (LOS E) <br />AM Peak <br />Hour Volume 1,526 2,180 1,327 2,210 883 <br />PM Peak <br />Hour Volume 1,225 1,590 1,248 2,210 962 <br />1 Redwood City New General Plan Draft EIR (May 2010). Table 4.14-2 Existing (2008) Roadway Segment Levels of <br />Service Summary - Farm Hill Boulevard (Woodhill Drive to I-280) <br />2 Farm Hill Boulevard Street Improvement Pilot Project: Final Evaluation (October 2016). Table 9 Average Peak Hour <br />Traffic Volumes (Number of Vehicles). Traffic counts collected May 2016 on Farm Hill Boulevard between Eden Bower <br />and Lonesome Pine. <br />3 Redwood City New General Plan Draft EIR (May 2010). Table 4.14-1 Roadway Segment LOS Thresholds <br /> <br /> <br />Downtown Precise Plan Traffic Projections <br />Similarly, an EIR was prepared for the Downtown Precise Plan. The EIR was certified <br />on January 24, 2011. As required by the California Environmental Quality Act, the DTPP <br />EIR examined several traffic scenarios. Each of these scenarios builds on the last, to <br />provide decision makers with a comprehensive picture of potential traffic conditions. The <br />scenarios are as follows: <br /> <br />· Existing Conditions: This scenario examined how the intersections were <br />operating in the analysis phase leading up to plan adoption. For several <br />intersections the counts were taken in 2008, while others were taken in 2010. <br /> <br />· Background Conditions: This scenario includes the existing traffic volumes and <br />the projected traffic volumes from projects that were approved but not yet built (at <br />the time of DTPP adoption). <br /> <br />· Project Conditions: This scenario includes Background Conditions and net new <br />traffic volumes expected from full build-out of the DTPP. The trip generation rates <br />for the DTPP were based on standard ITE trip generation rates that were <br />adjusted to reflect the mixed-use nature of the DTPP area. These trip generation <br />rates were then reduced to account for trips taken on transit, using existing rates <br />for San Mateo County. This transit adjustment did not assume changes to <br />Caltrain service, such as increased service frequency or reduced travel times <br />due to electrification. <br /> <br />8.A. - Page 13