HomeMy Public PortalAbout4-14_TransportationTraffic.pdf4.14 TRANSPORTATION AND TRAFFIC
4.14-1
This chapter describes the existing traffic, circulation, and transportation
conditions in the Town of Truckee, addressing vehicular traffic, as well as
parking transit, pedestrian, bicycle, and aviation facilities, and evaluates po-
tential impacts of the proposed project. The information and analysis in this
chapter is primarily based on the following document, which is included in
Appendix I, Traffic Data, of this Draft EIR:
¤ Canyon Springs Traffic Impact Analysis prepared by LSC Transportation
Consultants, Inc., August 27, 2012.
A. Regulatory Framework
This section summarizes key regulations and programs applicable to transpor-
tation and traffic in Truckee.
1. Federal Regulations
There are no federal regulations pertaining to traffic and transportation that
apply to this project.
2. State Laws and Regulations
a. Caltrans District 3 Transportation Corridor Concept Report, Interstate
Route 80
The Interstate 80 Transportation Corridor Concept Report (TCCR) (2010) is
Caltrans long range (20-year) planning document for Interstate 80. Caltrans
owns, operates, and maintains Interstate 80, which provides the primary ac-
cess to Truckee, including the project site via Interstate 80 Segments 14 and
15. Segment 14 of Interstate 80 is a 4- to 6-lane freeway running 4.7 miles
from Donner Pass Road to Old Truckee Airport Road (Overland Trail), and
Segment 15 is a four-lane freeway that begins at Old Truckee Airport Road
(Overland Trail) in east Truckee and ends 11.2 miles to the northeast at the
Nevada County/Sierra County Line. The most important information in-
cluded within the Interstate 80 TCCR is the level of service standards, con-
cept, and ultimate facilities, and a list of programmed, planned, and needed
projects.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-2
3. Local Regulations and Policies
a. Nevada County Regional Transportation Plan
The Nevada County Transportation Commission (NCTC) is the designated
Regional Transportation Planning Agency (RTPA) for Nevada County creat-
ed pursuant to Title 7.88 of the State of California Government Code, Section
67920. As the RTPA for Nevada County, the NCTC coordinates transporta-
tion planning for Grass Valley, Nevada City, Nevada County, and the Town
of Truckee.1 The NCTC acts as an autonomous agency in filling the man-
dates of the Transportation Development Act.
As the RTPA for Nevada County, California State law requires the NCTC to
prepare, adopt, and submit an updated Regional Transportation Plan (RTP)
every five-years. The 2010 update of the Nevada County RTP reflects the
latest project funding and planning assumptions, and preliminarily addresses
the new requirements of Assembly Bill 32 (California Global Warming Solu-
tions Act of 2006) regulating greenhouse gas (GHG) emissions associated with
construction of improvements identified in the RTP. The RTP Policy Ele-
ment identifies the transportation goals and policies to meet the needs of the
region and reflects the consideration of environmental, social, and economic
goals.
b. Town of Truckee Trails and Bikeways Master Plan (May 2007)
The Town’s Trails and Bikeways Master Plan (TBMP) was adopted on April 4,
2002 (Council Resolution No. 2002-17) and amended on May 17, 2007
(Council Resolution No. 2007-20). The TBMP is intended to supplement and
implement the broader Truckee Donner Recreation Park District Master Plan
by providing the more-detailed analysis necessary for development of a town-
wide trail and bikeway system designed to increase recreational, educational,
and alternative transportation opportunities for the benefit of local residents
and visitors to the Truckee area. The goals and policies of the TBMP provide
guidance for the planning, development and management for the type, design,
and general location of trail corridors within the Town.
1 Nevada County Transportation Commission Website, retrieved August 5, 2011
from http://www.nctc.ca.gov/About-NCTC/index.html.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-3
c. Town of Truckee 2025 General Plan
The applicable General Plan goals and policies that relate to transportation
and traffic resources are listed in Table 4.14-1 and a detailed policy consisten-
cy discussion is presented in Chapter 4.10, Land Use Planning, of this Draft
EIR.
The Town applies the criteria and thresholds shown in Table CIR-6 of the
General Plan to development projects to determine the need for a traffic im-
pact analysis to be conducted and to determine if a project’s impact would be
significant. The criteria from Table CIR-6 of the Truckee General Plan are
listed in Table 4.14-2.
d. Town of Truckee Traffic Fee Program
The Town of Truckee maintains a traffic fee program, which requires entities
initiating new development within the Town to pay traffic impact fees. The
fees collected through this program, in addition to other funding sources,
allow the Town to construct transportation facilities needed. The impact is
based upon a comparison between the projected vehicle miles traveled (VMT)
it generates and the VMT generated by a proposed project. The current fee
per single-family dwelling unit is $5,395 and per multi-family unit is $3,345.2
The fee is due to the Town at the time of issuance of building permits.
e. Nevada County General Plan
The Nevada County General Plan was approved by the Nevada County Board
of Supervisors in 1996 and subsequently amended in 2008 (Safety) and 2010
(Circulation/Housing). The Nevada County General Plan sets forth standards
for level of service for rural intersections and roadways. The level of service
standards are described below under the Standards of Significance.
2 Traffic and Facility Impact Fees, Effective Date, November 1, 2011,
http://www.townoftruckee.com/index.aspx?page=15, retrieved November 30, 2011.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-4
TABLE 4.14-1 TRUCKEE GENERAL PLAN GOALS AND POLICIES
PERTAINING TO TRANSPORTATION AND TRAFFIC
Policy or
Goal No. Goals and Policies
Goal LU-5
Encourage a mix of land uses in the Town to promote a vibrant com-
munity and to reduce traffic, while addressing the need to minimize
land use conflicts.
Policy
LU-P5.3
Support development of neighborhood centers through establish-
ment of uses and facilities that provide a direct benefit to the
neighborhood, such as educational and recreation facilities, day
care services, places of worship, community meeting centers, fire
stations, small parks, libraries and other public facilities,
telcenters, and neighborhood commercial uses.
Goal CIR-2
Maintain adequate level of service on Truckee’s roadways and inter-
sections to ensure the safe and efficient movement of people and goods
throughout the Town.
Policy
CIR-P2.1
Establish and maintain a Level of Service D or better on road seg-
ments and for total intersection movements in portions of the
Town outside of the Downtown Specific Plan Area.
Establish and maintain a Level of Service E 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 unsignal-
ized intersections shall not be allowed to reach LOS F and to ex-
ceed a cumulative vehicle delay of four vehicle hours. Both of
these conditions shall be met for traffic operations to be consid-
ered unacceptable.
Policy
CIR-P2.2
In addition to the standards described in Policy 2.1, the criteria
and thresholds shown in Table CIR-6 shall be applied to future
development projects to determine the need for a traffic impact
analysis to be conducted and to determine if a project’s traffic
impact is found to be significant.
Table CIR-6, Traffic Impact Analysis Criteria Category 3: Subdi-
vision of 11 or more lots, multi-family development of 11 or more
units, commercial/ industrial development of 7,500 square feet or
more, or equivalent development.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TABLE 4.14-1 TRUCKEE GENERAL PLAN GOALS AND POLICIES
PERTAINING TO TRANSPORTATION AND TRAFFIC
(CONTINUED)
4.14-5
Policy or
Goal No. Goals and Policies
Policy
CIR-P2.3
Allow flexibility and exceptions to the LOS standards described in
Policy P2.1 for the following intersections:
♦ Bridge Street/Donner Pass Road
♦ Bridge Street/River Street
♦ Glenshire Drive/Donner Pass Road
Exceptions to the standards may be allowed in cases where the
Town finds that improvements needed to achieve acceptable LOS:
(a) should be deferred in order to better coordinate with the plan-
ning and implementation of other projects including the Railyard;
(b) will result in unacceptable impacts (e.g. requiring demolition of
historic buildings, relocation of businesses); (c) are not feasible to
construct; or (d) should be deferred or lowered in order to better
implement other transportation control measures including alter-
native transportation modes.
Exceptions should only be allowed after all feasible resources and
options to implement needed improvements have been explored
and exhausted.
Policy
CIR-P2.4
Improve connectivity throughout the Town's roadway network,
through roadway improvements, while minimizing environmen-
tal, circulation, and residential neighborhood impacts. This
should include:
♦ New and improved links between roadways of the same classifi-
cation.
♦ New and/or improved links between higher and lower capacity
roadways where such connections would not negatively impact
the lower capacity roadway's operations or local neighborhood
character, would be consistent with community character and
environmental goals described elsewhere in the General Plan,
and would not result in redesignation of a lower classification
roadway to a higher classification, unless shown as such on the
Circulation Plan.
♦ Discouraging the use of local and residential neighborhood
roadways as through routes, particularly for commercial and in-
dustrial traffic.
♦ Requiring that new development maximizes connectivity of
local streets within the development itself, and makes connec-
tions to the adjacent street network and neighborhood areas.
Goal CIR-3 Minimize the impacts of new development on the existing roadway
network.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TABLE 4.14-1 TRUCKEE GENERAL PLAN GOALS AND POLICIES
PERTAINING TO TRANSPORTATION AND TRAFFIC
(CONTINUED)
4.14-6
Policy or
Goal No. Goals and Policies
Policy
CIR-P3.1
Require the preparation of traffic impact analyses to identify im-
pacts and mitigation measures for projects that may result in sig-
nificant traffic impacts, as specified in Table CIR-6. In these anal-
yses, level of service shall be computed according to the planning
methodology documented in Special Report 209: Highway Capacity
Manual, published by the Transportation Research Board in 2000,
or as amended in subsequent updates. Cumulative impacts shall
be modeled buildout of the General Plan.
Policy
CIR-P3.2
Require the assessment of construction-related project impacts in
traffic impact analyses that assesses and adequately mitigates the
effect of construction traffic on the roadway network, as well as
any potential disruption to or re-routing of traffic that might be
needed during project construction.
Policy
CIR-P3.3
Require all new development projects to adequately mitigate iden-
tified impacts through construction of improvements and/or
payment of traffic impact mitigation fees. Mitigation of signifi-
cant project-related impacts may require improvements beyond
those addressed by the current Capital Improvement Program and
traffic impact mitigation fee program.
Policy
CIR-P3.4
Ensure that new streets and roads are dedicated and constructed
according to roadway design and access standards adopted by the
Town.
Goal CIR-4
Create new developments that are integrated into the circulation net-
work and promote connectivity within and between community are-
as.
Policy
CIR-P4.1
Require transportation systems planned and constructed in con-
junction with significant development projects, including roads,
trails, bikeways, and other improvements, to provide links to the
existing transportation network.
Policy
CIR-P4.2
Require planning for land use and transportation systems in new
growth areas that provides opportunities for residents, employees,
and those without vehicles to accomplish many of their trips by
walking, bicycling, or using transit.
Goal CIR-6
Minimize potentially adverse impacts of transportation infrastructure
and parking facilities on Truckee’s community character and im-
portant environmental and cultural resources.
Policy
CIR-P6.1
Locate, construct, and maintain new roads and roadway im-
provements so as to prevent adverse impacts to water quality and
significant biological, scenic, and historic resources.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TABLE 4.14-1 TRUCKEE GENERAL PLAN GOALS AND POLICIES
PERTAINING TO TRANSPORTATION AND TRAFFIC
(CONTINUED)
4.14-7
Policy or
Goal No. Goals and Policies
Policy
CIR-P6.3
Maintain Donner Pass Road at a three-lane cross-section (two lanes
of traffic with a left-turn lane). New projects that could add signif-
icant traffic to Donner Pass Road must demonstrate that cumula-
tive traffic impacts will not result in the need to widen Donner
Pass Road.
Goal CIR-10
Provide a safe, comprehensive, and integrated system of facilities for
pedestrians and cyclists and other non-motorized modes of transporta-
tion.
Policy
CIR-P10.2
Implement the network of trails and bikeways described in the
Trails and Bikeways Master Plan, with priority given to establish-
ment of a trail from Donner Lake along Donner Creek and the
Truckee River to the eastern Town limit. This cross-town trail
would serve as the main "artery" of the Town's trail network,
with other trails connecting to it along its length, and would pro-
vide a critical link to major regional trails including a trail to the
west that connects to Donner Summit and the Pacific Crest Trail,
and to the east to trails that follow the Truckee River to Nevada.
Policy
CIR-P10.3
Identify and implement new pedestrian facilities beyond those
identified in the Trails and Bikeways Master Plan and Downtown
Streetscape Plan. These facilities may include, but not be limited
to, pedestrian facilities along Donner Pass Road between Cold
Stream Road and South Shore Drive, along Highway 89 South,
and along West River Street.
Policy
CIR-P10.5
Link new trails and bikeways with other bikeways, parks and
open space areas to provide safe and continuous routes.
Policy
CIR-P10.10
Require major development projects to include pedestrian facilities
and bikeways.
Policy
CIR-P10.11
Enforce pedestrian and bicycle access standards for all new devel-
opment and require developers to finance and install pedestrian
walkways, equestrian trails, and multi-use trails in new develop-
ment, as appropriate and necessary to address circulation needs.
Consider and work towards a mean by which the requirements of
the Trails and Bikeways Master Plan can be met by affordable
housing projects.
Policy
CIR-P10.12
Provide facilities that separate bicycle and pedestrian traffic from
vehicular traffic whenever it is feasible to do so.
Goal CIR-11 Enhance the existing bus and rail transit system in Truckee.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TABLE 4.14-1 TRUCKEE GENERAL PLAN GOALS AND POLICIES
PERTAINING TO TRANSPORTATION AND TRAFFIC
(CONTINUED)
4.14-8
Policy or
Goal No. Goals and Policies
Policy
CIR-P11.1
Require new development to incorporate features that encourage
transit use, including shelters and safe routes to transit stops, and
ensure that right-of-way for future transit access is reserved in
plans for new growth areas.
Goal SAF-4 Protect lives and property from risks associated with wildland and
urban fire.
Policy
SAF-P4.7
Ensure that the development review process addresses wildland
fire risk, including assessment of both construction- and project
related fire risks particularly in areas of the Town most susceptible
to fire hazards. Cooperate with the TFPD in reviewing fire safety
plans and provisions in new development, including aspects such
as emergency access, site design for maintenance of defensible
space, and use of non-combustible materials.
Source: Town of Truckee 2025 General Plan.
B. Existing Conditions
This section documents the existing setting and operational traffic conditions
in the vicinity of the project site, providing a foundation for comparison to
future conditions.
1. Circulation System
a. Vehicular Circulation
The Town of Truckee is located in the Lake Tahoe region, along Interstate 80
approximately 90 miles northeast of Sacramento, California, and 34 miles
west of Reno, Nevada. In addition to Interstate 80, State Route 89, and State
Route 267 are the two major regional routes serving Truckee. Beyond these
major regional facilities, a series of arterial, connector, and local roadways
constitute the roadway network in the traffic study area.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-9
TABLE 4.14-2 TOWN OF TRUCKEE TRAFFIC IMPACT ANALYSIS REQUIREMENTS AND CRITERIA
Project Type
Traffic Analysis
Required?
Traffic Impact Analysis Criteria
Arterials and Collectors Local Roads
Existing Level of Service
Acceptablea
Existing Level of Service
Unacceptableb
Project Would Add Traffic
to a Local Roadway
Category 1
Single-family home, duplex, and
second units on existing lots
No Development Allowed Development Allowed Development Allowed
Category 2
Subdivision of 10 or less lots, multi-
family development of 10 or less
units, commercial/ industrial
development of less than 7,500 s.f., or
equivalent development.
No Development Allowed Development Allowed Development Allowed
Category 3
Subdivision of 11 or more lots, multi-
family development of 11 or more
units, commercial/ industrial
development of 7,500 s.f. or more, or
equivalent development.
Yes, if determined
necessary by
Town Engineer
Development allowed if:
¤ Project traffic does not
degrade LOS to unacceptable
level of service; OR
¤ Project constructs
improvements to impacted
roads and intersections as
identified in Table CIR-5; OR
¤ Improvements to impacted
roads and intersections are
identified in the CIP, fully
funded, and scheduled for
completion within three
years.
Development allowed if:
¤ Project constructs
improvements to impacted
roads and intersections as
identified in Table CIR-5;
OR
¤ Improvements to impacted
roads and intersections are
identified in the CIP, fully
funded, and scheduled for
completion within three
years.
Development allowed if:
¤ Project does not increase
traffic on local road by more
than 1,000 average daily
trips; OR
¤ Project increases traffic on
local road by more than
1,000 average daily trips, but
the increase in average daily
trips is less than 50%.
AND
¤ The provisions of
Circulation Element Policy
P2.4 can be met.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TABLE 4.14-2 TOWN OF TRUCKEE TRAFFIC IMPACT ANALYSIS REQUIREMENTS AND CRITERIA (CONTINUED)
4.14-10
Project Type
Traffic Analysis
Required?
Traffic Impact Analysis Criteria
Arterials and Collectors Local Roads
Existing Level of Service
Acceptablea
Existing Level of Service
Unacceptableb
Project Would Add Traffic
to a Local Roadway
Category 4
Special planning areas - PC1, PC3,
McIver Hill, Hilltop, Mill Site, PRD-
1, PRD-2, PRD-3.
Yes Development allowed if:
¤ Project traffic does not
degrade LOS to unacceptable
level of service; OR
¤ Project constructs
improvements to impacted
roads and intersections as
identified in Table CIR-5 to
maintain acceptable LOS.
AND
¤ If project generates traffic
volumes greater than
identified in General Plan
traffic model, project
constructs improvements to
impacted roads and
intersections as necessary to
achieve acceptable LOS for
buildout traffic volumes.
Development allowed if:
¤ Project constructs
improvements to impacted
roads and intersections as
identified in Table CIR-5.
AND
¤ If project generates traffic
volumes greater than
identified in General Plan
traffic model, project
constructs improvements to
impacted roads and
intersections as necessary to
achieve acceptable LOS for
buildout traffic volumes.
Development allowed if:
¤ Project does not increase
traffic on local road by more
than 1,000 average daily
trips; OR
¤ Project increases traffic on
local road by more than
1,000 average daily trips, but
the increase in average daily
trips is less than 50%.
AND
¤ The provisions of
Circulation Element Policy
P2.4 can be met.
a Project would add traffic to roads and intersections with acceptable levels of service and capacity to accommodate additional traffic.
b Project would add traffic to roads and intersections with existing unacceptable levels of service with no capacity to accommodate additional traffic.
Source: Truckee 2025 General Plan, Table CIR-6.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-11
The major components of the roadway system in the project area are de-
scribed below consistent with the definitions and classifications identified in
the Town of Truckee 2025 General Plan.3
b. Study Area Roadways
The following describes the study area roadways that were analyzed in pro-
ject Traffic Impact Analysis. These are shown in Figure 4.14-1.
¤ Interstate 80: Interstate 80 provides interregional highway connections
east to Reno, Nevada and beyond, and west to Sacramento and the San
Francisco Bay Area. The Town lies along both sides of Interstate 80.
This section of Interstate 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 In-
terstate 80, including the Donner Lake Road and Hirschdale Road inter-
changes. The Glenshire area is served by two interchanges: the Donner
Pass Road (Eastern) interchange and the Hirschdale Road interchange.
¤ Donner Pass Road: Donner Pass Road is a minor arterial road that ex-
tends from the intersection with State Route 89 North (east of Down-
town Truckee) westward to Donner Lake, Donner Summit, and Soda
Springs. This roadway provides a vital link for local circulation in the
Town. 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, Interstate 80 and State Route 89 North to the east.
At its intersection with Glenshire Drive, this roadway provides a single
through lane in each direction with a dedicated left-turn lane for left-
turns onto Glenshire Drive. The posted speed limit is 45 miles per hour.
¤ Glenshire Drive: Glenshire Drive is a two-lane minor arterial roadway
providing access between the Truckee commercial core on the west
through the Glenshire area to Hirschdale Road on the east.
3 2025 General Plan, Circulation Element, Table CIR-3 Roadway Classification
Definitions, and Table CIR-4 Town of Truckee Roadway Classifications, page 4-20
and 4-21, respectively.
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SITEEDINBURGH
FIGURE 4.14-1
LANE CONFIGURATION AND TRAFFIC CONTROL
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
Source: LSC Transportation Consultants, Inc., 2012.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-13
Glenshire Drive provides the only access to the Glenshire area both to
Truckee to the west and (with Hirschdale Road) to Interstate 80 and Re-
no to the east. This roadway also provides primary access to the Olym-
pic Heights subdivision west of Glenshire. The terrain along this road-
way is rolling, with a 6 percent grade near Donner Pass Road and near
the west entrance to Glenshire, an 11 percent grade near Wiltshire Lane,
and a 9 percent grade on the stretch between Martis Peak Road and
Hirschdale Road to the east. The posted speed limit on this roadway is
45 miles per hour from Donner Pass Road to the western entrance to the
Glenshire neighborhood. From the Glenshire entrance to a point east of
Somerset Drive, the posted speed limit is 30 miles per hour. The speed
limit is 25 miles per hour on the remaining segment of Glenshire Drive
to the east until it passes Whitehorse Road/Martis Peak Road (and enters
Nevada County), after which the speed limit is not posted.
¤ Dorchester Drive: Dorchester Drive is a minor collector street serving
the northern portion of Glenshire, extending about 1.4 miles between its
two intersections with Glenshire Drive. It provides access to Glenshire
Elementary School, Truckee Fire Protection District Station 95 (Glen-
shire), Glenshire General Store, other small commercial uses, as well as
the residential area in the northern portion of Glenshire. The speed limit
on Dorchester Drive is 25 miles per hour east of Rolands Way and 30
miles per hour west of Rolands Way.
¤ Somerset Drive/Courtenay Lane/Regency Circle/Edinburgh Drive:
These local roadways provide access to the residences in the southeastern
portion of Glenshire. The pavement width on these streets is approxi-
mately 26 feet, and the speed limit is 25 miles per hour.
¤ Martis Peak Road: This is a local roadway providing access from Glen-
shire Drive south to the gated Martis Peak Homeowners Association res-
idential area. The pavement width ranges from about 20 feet to 23 feet.
The gate is located approximately one-quarter mile south of the Glen-
shire Drive intersection.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-14
¤ Hirschdale Road: Hirschdale Road provides a connection from Glen-
shire to Interstate 80 and serves residences to the east of the Glenshire ar-
ea. Hirschdale Road is a two-lane roadway with a pavement width of
about 22 feet. The speed limit is not posted in the study area.
c. Pedestrian and Bicycle Circulation
As described in the Town of Truckee TBMP and illustrated on the TBMP
Existing and Proposed Trail and Bikeway Network Map, the existing trails
and bikeways system includes recreational trails, Class I bike paths, Class II
bike lanes, and Class III bike routes.4 There are limited existing and proposed
trails and bicycle facilities in the project area. The Glenshire area has Class III
Bike Routes, and the proposed Recreational Trail (Surface TBD [to be deter-
mined]) that crosses the project site would link to the existing Class III Bike
Route at Glenshire Drive. In addition, there are proposed Class II Bike Lanes
proposed in the Glenshire area that would also link to the proposed recrea-
tional trail located on the project site.
As discussed in Chapter 3, Project Description, of this Draft EIR, a well-
developed network of unpaved roads and trails is distributed throughout the
site. The project site is accessed by surrounding subdivision residents through
connecting trails and experiences year-round unauthorized use.
d. Transit
The Town of Truckee offers both Fixed Route and Dial-A-Ride bus service in
the greater Truckee area. These services provide a range of options for travel-
ers to access recreational, employment, shopping, and social service opportu-
nities. The Fixed Route Services vary by season. During the winter season
(mid December – mid April) a ski shuttle service is offered seven days per
week between Henness Flats, downtown Truckee, Sugar Bowl, Donner Ski
Ranch and Soda Springs ski resorts from approximately 6:15 a.m. to 12:00
4 A Class I Bike Path is a dedicated exclusive bike path meant for bike and pe-
destrian traffic. A Class II Bike Lane is a marked lane exclusively for bike travel on
roadways. A Class III Bike Route is sometimes marked. Bicycle riders must share the
roadway with other vehicles.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-15
p.m. as well as from 2:00 p.m. to 7:00 p.m. During the non-winter season
(mid-April to mid-December) buses serve the Truckee-Tahoe Airport, Pio-
neer Commerce Center, Downtown, Gateway Shopping Center, Donner
State Park and the west end of Donner Lake on a fixed hourly schedule from
9:00 a.m. to 12:00 p.m. and from 1:00 p.m. to 5:00 p.m., every day except
Sunday.
The Truckee Dial-A-Ride service is offered year round to the general public
with priority service for seniors and persons with disabilities. This paratrans-
it service is available for trips within the Town limits, over the same hours
and days as the fixed route service.
2. Analysis Methodology and Study Scenarios
a. Study Analysis Scenarios
The project Traffic Impact Study evaluated roadway segments and intersec-
tions in the project study area under the following four scenarios:
¤ Existing 2011 Without Project
¤ Existing 2011 With Project
¤ Future 2031 Without Project
¤ Future 2031 With Project
b. Study Roadway Segments
The following eleven roadway segments in the project area were evaluated:
1. Glenshire Drive between Donner Pass Road and Highland Avenue
2. Glenshire Drive between Highland Avenue and Dorchester Drive (west)
3. Glenshire Drive between Dorchester Drive (west) and Somerset Drive
4. Glenshire Drive between Somerset Drive and Martis Peak Road
5. Glenshire Drive between Martis Peak Road and Hirschdale Road
6. Hirschdale Road between Glenshire Drive and Interstate 80 Westbound
Ramps
7. Martis Peak Road between Glenshire Drive and Project Access
8. Somerset Drive between Glenshire Drive and Courtenay Lane
9. Courtenay Lane between Somerset Drive and Regency Circle
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-16
10. Regency Circle between Courtenay Lane and Edinburgh Drive
11. Edinburgh Drive
c. Study Intersections
The following eight intersections in the project area were evaluated:
1. Glenshire Drive/Donner Pass Road
2. Glenshire Drive/Donner Pass Road Extension (future intersection)
3. Glenshire Drive/Dorchester Drive (western intersection)
4. Glenshire Drive/Somerset Drive
5. Glenshire Drive/Whitehorse Road/Martis Peak Road
6. Glenshire Drive/Hirschdale Road
7. Interstate 80 Eastbound Ramps/Hirschdale Road
8. Interstate 80 Westbound Ramps/Hirschdale Road
d. 2011 Traffic Volumes
For the project Traffic Impact Analysis and consistent with Town practices,
impacts on roadways are determined by measuring the effect that site-
generated traffic has on traffic operations at the study intersections and along
study roadways during the tenth-highest summer weekday PM peak hour
(approximately 4:00 to 6:00 p.m.). An analysis of AM peak-hour (approxi-
mately 7:00 to 9:00 a.m.) conditions is also included for the Glenshire
Drive/Donner Pass Road intersection. Furthermore, while the total intersec-
tion volumes are the highest in the summer tourism months, the volumes on
the minor approaches within Glenshire are generally higher during school
peak hours. Therefore, the AM and PM peak hours of school-related traffic
activity were analyzed for the following three study intersections within the
Glenshire residential area:
¤ Glenshire Drive/Dorchester Drive (west)
¤ Glenshire Drive/Somerset Drive
¤ Glenshire Drive/Whitehorse Road/Martis Peak Road
As the traffic volumes on Glenshire Drive at the outskirts of the Glenshire
neighborhoods are higher during the AM and PM commuter hours (approx-
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-17
imately 7:30 to 9:15 a.m. and 2:30 to 4:15 p.m.), there is no need to analyze
the school peak hours at intersections outside the Glenshire community.
i. 2011 Summer PM Peak-hour Traffic Volumes Without Project
2011 peak-hour intersection turning-movement volumes without the project
are shown on Figure 4.14-2. These volumes are considered to be conservative,
given that a comparison of the 2006 to 2009 PM peak-hour traffic volumes
through the Donner Pass Road/Glenshire Drive intersection indicates no
growth in the total intersection volume. A complete description of the traffic
count methodology, including adjustments to reflect current conditions in
accordance with Town practices are described in the Traffic Impact Analysis
(see Appendix I of this Draft EIR).
ii. 2010-2011 School Season Traffic Volumes Without Project
School season intersection counts were conducted during the 2010-2011
school year at the following three intersections:
¤ Glenshire Drive/Dorchester Drive West
¤ Glenshire Drive/Somerset Drive
¤ Glenshire Drive/Whitehorse Road/Martis Peak Road
The morning counts were conducted from 7:30 a.m. to 9:30 a.m., and the
afternoon counts were conducted from 2:30 p.m. to 4:30 p.m., in order to
capture the busiest periods of school-related traffic activity.5 As shown on
Table 4.14-3, the volumes along Glenshire Drive are generally highest during
the summer season, whereas the volumes along Dorchester Drive (the road-
way providing access to the Glenshire Elementary School) are highest during
the school season.
e. 2031 Traffic Volumes
The future (i.e. cumulative) setting associated with the traffic analysis is based
on the Town of Truckee’s TransCAD traffic model, which provides forecasts
of traffic conditions throughout the Town as well as the Martis Valley
5 2010-2011 school year traffic count data is in Appendix A of the Traffic Impact
Analysis, attached as Appendix I of this Draft EIR.
FIGURE 4.14-2
2011 SUMMER PM PEAK HOUR TRAFFIC VOLUMES WITHOUT PROJECT
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
Source: LSC Transportation Consultants, Inc., 2012.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-19
TABLE 4.14-3 2011 TRAFFIC VOLUMES DURING AM AND SCHOOL PM WITHOUT PROJECT
Intersection
Northbound Southbound Eastbound Westbound
Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right
AM
Glenshire Drive /
Donner Pass Road 320 -- 174 -- -- -- -- 190 94 57 225 -- 1,060
Glenshire Drive /
Dorchester Drive (West) -- -- -- 47 -- 193 115 59 -- -- 148 57 619
Glenshire Drive /
Somerset Drive 32 -- 12 -- -- -- -- 28 13 6 47 -- 138
Glenshire Drive /
Martis Peak Road 5 1 7 13 0 11 5 87 11 6 38 6 190
School PM
Glenshire Drive /
Dorchester Drive (west) -- -- -- 48 -- 127 156 133 -- -- 90 27 581
Glenshire Drive /
Somerset Drive 15 -- 4 -- -- -- -- 47 28 5 43 -- 142
Glenshire Drive /
Martis Peak Road 4 0 6 6 1 8 9 61 8 5 81 17 206
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 1.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-20
portion of Placer County. As some of the development projects in the Martis
Valley area have recently been approved for development at levels less than
those originally allowed under the Martis Valley Community Plan, the land
uses in the TransCAD traffic model were adjusted downward to reflect the
approved Martis Valley projects. In the Truckee TransCAD traffic model,
buildout of the Town’s General Plan is conservatively assumed to occur by
2025. No further growth in traffic is assumed between 2025 and 2031.
The Teichert’s Boca Quarry Expansion Project, which is located north of
Interstate 80 and accessed via Stampede Meadows Road and the Hirschdale
interchange ramps is within the vicinity of the project site and assumed to be
complete under cumulative conditions. While the quarry project is not in-
cluded in the Truckee TransCAD model, the generated traffic volumes are
provided in the Teichert Boca Quarry Expansion Traffic Impact Analysis pre-
pared by LSC Transportation Consultants, Inc. on September 7, 2011.6 These
volumes are conservatively high, as they reflect maximum potential produc-
tion levels at the quarry.7
The following future roadway assumptions are made for the purposes of the
cumulative roadway analysis:
¤ The “Donner Pass Road Extension” will be completed with construction
of the Truckee Railyard Master Plan Project. This new roadway will ex-
tend east from the eastern portion of Downtown Truckee through the
Railyard development and form a new T-intersection with Glenshire
Drive to the east of the intersection with Donner Pass Road. The new
Glenshire Drive/Donner Pass Road Extension intersection would in-
clude exclusive turn lanes on each approach.
6 Teichert Boca Quarry Expansion volumes are provided in Appendix E of the
Traffic Impact Analysis, attached as Appendix I of this Draft EIR.
7 The Raley property to the east of the project site and the Railyard Master
Plan in downtown Truckee are included in the TransCAD model.
TOWN OF TRUCKEE
C ANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-21
¤ The Pioneer Trail and Bridge Street Extensions, which would provide a
connection between Downtown Truckee, Tahoe Donner, and Pioneer
Trail, are assumed to be complete.
¤ Two bridges on Hirschdale Road (crossing the Truckee River and cross-
ing the Union Pacific Railroad Tracks) are proposed to be removed by
Nevada County. A potential new route from the north side of the river
over to Stampede Meadows Road could provide access to the parcels that
are served by the bridges. The change in traffic patterns associated with
the bridge removal is expected to be minimal, given that there are only a
few parcels served by that route.
The 2031 summer weekday PM peak hour intersection turning movement
volumes without the project are shown in Figure 4.14-3, and the 2031 AM
and school PM traffic volumes without the project are shown in Table 4.14-4.
Refer to the Traffic Impact Analysis (see Appendix I of this Draft EIR) for
the assumptions used in producing the 2031 traffic volumes estimates without
the project.
f. Level of Service
Traffic operations at the study intersections are assessed in terms of level of
service and delay consistent to those standards set forth by the Caltrans, the
Town and Nevada County.8 Level of service is a concept that was developed
by transportation engineers to quantify the level of operation of intersections
and roadways.9 Level of service measures are classified in grades “A” through
“F,” indicating the range of operation. Level of service (LOS) “A” signifies
the best level of operation, while "F" represents the worst.
In general, Caltrans tries to maintain LOS D or better, although exceptions
are made in specific cases. The Nevada County General Plan requires that ru-
ral intersections and roadways maintain LOS C, except where the existing
8 A detailed description of LOS criteria is in the Traffic Impact Analysis Appen-
dix C, attached as Appendix I of this Draft EIR.
9 Transportation Research Board, 2000. Highway Capacity Manual.
CALIFORNIA
0
0
5
4
1
78
6
3
2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DONNER PASS RD.1
U.S.395/JACKS VALLEY RD.
JAC
K
SVALL
E
YRD.
1 GLENSHIRE DR./2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DORCHESTER DR.3
DONNER PASS RD.EXTENSION
203
510
327
49
351 176
47
42120
264
318
153
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
R .DELADHCSRIH615 U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 WESTBOUND RAMPS8U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 EASTBOUND RAMPS7GLENSHIREDR./
SOMERSET DR.
14
JACKS VALLEY RD.
404/449
GLENSHIRE DR./MARTIS
PEAK RD./WHITEHORSE RD.
113
36
8
51
147 122
0
03 8
98 112
35
12
144
120
137
12027
106144
53
104
51 162 30
84 24 117
29
132
6
21
125
9
654
32 35 133
91
341
HIGHWAYS
STREETS
RAILROAD
LAKE
STUDY INTERSECTIONS
TRAFFIC MOVEMENT
TRAFFIC VOLUME
LEGEND
1
IN MILES
SCALE0 .5
8
89
GLENS
H
I
R
E DR.
TRUCKEE
80
80
267
SITEEDINBURGH
2031 PM TRAFFIC VOLUMES WITHOUT PROJECT
FIGURE 4.14-3
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
Source: LSC Transportation Consultants, Inc., 2012.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-23
TABLE 4.14-4 2031 TRAFFIC VOLUMES DURING AM AND SCHOOL PM WITHOUT PROJECT
Northbound Southbound Eastbound Westbound
Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right
AM
Glenshire Drive / Donner Pass Road 151 -- 463 -- -- -- -- 181 47 128 185 -- 1,155
Glenshire Drive / Dorchester Drive (west) -- -- -- 71 -- 239 156 83 -- -- 222 77 848
Glenshire Drive / Somerset Drive 48 -- 16 -- -- -- -- 39 18 9 71 -- 201
Glenshire Drive / Martis Peak Road 8 0 7 13 0 18 7 89 17 6 38 6 209
School PM
Glenshire Drive / Dorchester Drive (west) -- -- -- 72 -- 157 211 186 -- -- 135 36 797
Glenshire Drive / Somerset Drive 23 -- 5 -- -- -- -- 66 39 8 65 -- 206
Glenshire Drive / Martis Peak Road 6 0 6 6 0 13 12 62 12 5 81 17 220
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 11.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-24
level of service is less than LOS C. In those situations, the level of service
shall not be allowed to drop below the existing level of service. In other
words, level of service on an intersection or roadway already below LOS C
should not be allowed to degrade below its existing condition. Level of ser-
vice shall be based on the typical highest peak hour of weekday traffic.
Under the Town’s General Plan Policy P2.1 LOS D or better on road seg-
ments and for total intersection movements in portions of the Town outside
of the Downtown Study Area must be established and maintained. LOS E or
better on arterial and collector road segments and for total intersection
movements within the Downtown Specific Plan Area are to be established
and maintained. 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.
The intersections of Glenshire Drive/Donner Pass Road and Glenshire
Drive/Donner Pass Road Extension (future intersection) are located within
the Downtown Specific Plan Area, and therefore, the LOS E standard would
apply. The remaining study intersections are outside the downtown Truckee
area; therefore the LOS D standard would apply.
For signalized intersections, level of service is primarily measured in terms of
average delay per vehicle entering the intersection. Level of service at un-
signalized intersections is quantified in terms of delay per vehicle for each
movement. Unsignalized intersection level of service is based upon the theo-
ry of gap acceptance for side-street stop sign-controlled approaches, while
signalized intersection level of service is based upon the assessment of volume-
to-capacity ratios and control delay.10 Existing 2011 intersection level of ser-
vice is shown in Table 4.14-9 and projected 2031 intersection level of service is
shown in Table 4.14-13.
10 Computer output of detailed LOS calculations for all intersections is provid-
ed in Appendix D of the Traffic Impact Analysis, provided in Appendix I of this Draft
EIR.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-25
g. Roadway Safety Analysis
A roadway safety analysis was conducted in the study area, including a review
of historical accident data and existing driver sight distance.
i. Historical Accident Data
Historical accident data was analyzed at the following locations:
¤ Glenshire Drive/Donner Pass Road Intersection
¤ Glenshire Drive/Dorchester Drive
¤ Glenshire Drive/Martis Peak Road/Whitehorse Road Intersection
¤ Glenshire Drive between West Residential Entrance (Old Highway 40)
and Martis Peak Road
¤ Glenshire Drive between Martis Peak Road and Hirschdale Road
¤ Hirschdale Road between Glenshire Drive and Interstate 80
¤ The roadway segment along Somerset Drive/Courtenay Lane/Regency
Circle/Edinburgh Drive
The accident analysis is based on traffic collision data obtained from the
Statewide Integrated Traffic Records System (SWITRS), which is managed by
the California Highway Patrol (CHP) and contains a comprehensive list of all
reported collisions in the State of California. Local jurisdictions do not main-
tain any accident records exclusive from SWITRS. Accident records were
obtained for the intersections and roadway segments listed above for the five-
year period from 2006 through 2010. The detailed results of the analysis are
included in the Traffic Impact Analysis and summarized in Table 4.14-5.
ii. Driver Sight Distance
A detailed evaluation of the driver sight distance at the Glenshire
Drive/Whitehorse Road/Martis Peak Road intersection was performed.
Traffic engineers consider driver sight distance by two parameters:
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-26
TABLE 4.14-5 HISTORICAL TRAFFIC DATA (2006- 2010)
Road Segment
Total
Accidents
Total In
Snow/Ice
Conditions Fatalities
Annualized
Accident
Rates
(MVM)
Intersections
Glenshire Drive/
Donner Pass Road 12 1 0 .52
Glenshire Drive/
Dorchester Drive 4 0 0 .38
Glenshire Drive/Martis
Peak Road/Whitehorse
Road
0 0 0 0
Roadways
Glenshire Drive between
West Residential Entrance
(Old Hwy 40) and Martis
Peak Road
16 6 0 1.11
Glenshire Drive between
Martis Peak Road and
Hirschdale Road
9 3 0 1.98
Hirschdale Road between
I-80 and Glenshire Drive 6 2 0 2.61
Segment on Somerset
Drive/Courtenay
Lane/Regency Circle/
Edinburgh Drive
2 0 0 1.54
Note: MVM = Million Vehicle-Miles for roadways and Million Vehicle-Movements for intersec-
tions.
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact
Analysis.
1. Stopping sight distance requirements are meant to ensure that a driver on
the approaching uncontrolled roadway has adequate time to perceive and
react to the presence of an obstruction in the roadway, and come to a
stop in a safe manner.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-27
2. Corner sight distance requirements are meant to ensure that adequate
time is provided for the waiting vehicle at an unsignalized intersection to
either cross all lanes of through traffic, cross the near lanes and turn left,
or turn right without requiring through traffic to radically alter their
speed. Corner sight distance requirements are based upon major street
roadway design speeds and are identified in Standard Drawing Number
28 in the Town of Truckee Public Improvement and Engineering Stand-
ards. The corner sight distance requirements are meant to provide
7½ seconds for the driver on the crossroad to complete the necessary
maneuver, while the approaching vehicle travels at the assumed design
speed of the major roadway.
A speed study was conducted on Wednesday, July 27, 2011 from 3:20 p.m. to
5:20 p.m. at a point on Glenshire Drive immediately east of Martis Peak
Road.11 There is currently a sign in both directions of this segment advising a
travel speed of 25 miles per hour. A total of 203 vehicles were observed on
Glenshire Drive during the study period. According to the results of the
study, the 85th-percentile speed is estimated to be 30 miles per hour in each
direction. According to Town standards, the applicable corner sight distance
(measured at a 10-foot setback from the edge of the travel lane) at 30 miles per
hour is 330 feet.
A driver sight distance survey was performed at the Glenshire
Drive/Whitehorse Road/Martis Peak Road intersection. The results of this
survey show that the corner sight distance from Martis Peak Road looking to
the west along Glenshire Drive exceeds 330 feet, and is therefore adequate.
The corner sight distance from Martis Peak Road looking to the east along
Glenshire Drive is roughly 425 feet, which exceeds the requirement. There-
fore, no driver sight distance deficiencies are identified on the Martis Peak
Road approach. However, the corner sight distance looking to the west and
east from Whitehorse Road is not adequate. Whitehorse Road looking to the
west along Glenshire Drive is roughly 195 feet, which does not meet the
11 The speed study is provided in Appendix B of the Traffic Impact Analysis,
which is provided in Appendix I of this Draft EIR.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-28
Town’s 330-foot requirement. The corner sight distance from Whitehorse
Road looking to the east along Glenshire Drive is roughly 170 feet, which
does not meet the Town’s 330-foot corner sight distance requirement.
In summary, drivers exiting Martis Peak Drive onto Glenshire Drive have
adequate sight distance to judge an acceptable gap in both directions. Howev-
er, drivers exiting Whitehorse Road onto Glenshire Drive do not have ade-
quate corner sight distance to judge acceptable gaps looking either to the east
or west. In both directions, however, oncoming drivers along Glenshire
Drive have adequate stopping sight distance to react to the presence of a vehi-
cle turning onto the roadway.
C. Standards of Significance
The proposed project would have a significant impact with regard to trans-
portation and traffic if it would:
¤ Conflict with an applicable plan, ordinance or policy establishing
measures of effectiveness for the performance of the circulation system,
taking into account all modes of transportation including mass transit
and non-motorized travel and relevant components of the circulation sys-
tem, including but not limited to intersections, streets, highways and
freeways, pedestrian and bicycle paths, and mass transit.
¤ Conflict with an applicable congestion management program, including,
but not limited to level of service standards and travel demand measures,
or other standards established by the county congestion management
agency for designated roads or highways.
¤ Result in a change in air traffic patterns, including either an increase in
traffic levels or a change in location that results in substantial safety risks.
¤ Substantially increase hazards due to a design feature (e.g. sharp curves or
dangerous intersections) or incompatible uses (e.g. farm equipment).
¤ Result in inadequate emergency access.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-29
¤ Conflict with adopted policies, plans, or programs regarding public trans-
it, bicycle, or pedestrian facilities, or otherwise decrease the performance
or safety of such facilities.
a. Project Trip Generation, Distribution, and Assignment
The following establishes the project’s estimated trip generation, distribution,
and assignment onto the study roadways and intersections.
i. Project Trip Generation
¤ Project trip generation evaluates the number of vehicle-trips that would
either have an origin or destination within the area. The trip generation
rates of the proposed project are based on a number of assumptions,
which are described in detail in the Traffic Impact Analysis (See Appen-
dix I of this Draft EIR).
The estimated weekday trip generation analysis is summarized in Table
4.14-6. As indicated, at buildout the proposed project would generate up to
approximately 2,578 one-way daily vehicle trips, of which 194 (46 inbound
and 148 outbound) would occur during the AM peak hour and 257 (164 in-
bound and 93 outbound) would occur during the PM peak hour.
ii. 2011 and 2031 Project Trip Distribution
The distribution of traffic throughout the project area and surrounding net-
work is estimated based on the following conditions and assumptions:
¤ Existing traffic patterns in the Glenshire area;
¤ Expected trip purposes of future residents and visitors to the project;
¤ Location of the site relative to major employment, commercial, and rec-
reational activity centers; and
¤ Distribution generated by the Town’s traffic model for the project site.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
T RANSPORTATION AND TRAFFIC
4.14-30
TABLE 4.14-6 PROJECT TRIP GENERATION
Description
ITE
Land Use
ITE
Code Quantity Unit
Trip Generation Ratesa Project Generated Vehicle Trips at Site Access
Daily
AM
Peak Hour
PM
Peak Hour Daily
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Market Rate
Houses
Single-Family
Detached Housing 210 177 DU Equationb Equationc Equationd 1,758 34 100 134 111 65 176
Secondary Units Apartment 220 89 DU Equatione Equationf Equationg 635 9 37 46 41 22 63
Affordable
Housing Apartment 220 26 DU Equatione Equationf Equationg 185 3 11 14 12 6 18
Total Trip Generation 292 DU 2,578 46 148 194 164 93 257
Note: DU = Dwelling Units
a Trip generation rates and regression equations are based on Trip Generation, 8th Edition (ITE, 2008), unless Noted otherwise.
b The number of daily trips, T, for the single-family detached housing land use is determined by the equation Ln(T)=0.92*Ln(#DU)+2.71.
c The number of AM peak hour trips, T, for the single-family detached housing land use is determined by the equation T=0.70(#DU)+9.74; 25 percent inbound trips, 75 percent outbound trips.
d The number of PM peak hour trips, T, for the single-family detached housing land use is determined by the equation Ln(T)=0.90*Ln(#DU)+0.51; 63 percent inbound trips, 37 percent outbound
trips.
e The number of daily trips, T, for the apartment land use is determined by the equation T=6.06(#DU)+123.56.
f The number of AM peak hour trips, T, for the apartment land use is determined by the equation T=0.49(#DU)+3.73; 20 percent inbound trips, 80 percent outbound trips.
g The number of PM peak hour trips, T, for the apartment land use is determined by the equation T=0.55(#DU)+17.65; 65 percent inbound trips, 35 percent outbound trips.
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 3.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-31
Trip distribution projections show that more than one quarter of trips gener-
ated by the proposed project in 2011 are expected to travel to/from the
Gateway area (near the State Route 89 South/Donner Pass Road intersection).
In addition, existing traffic volumes indicate about 25 percent of Glenshire
traffic travels to/from Interstate 80 to the east of Hirschdale Road.
Under future 2031 conditions, the trip distribution to these key locations is
expected to be lower, considering the new commercial development assumed
to occur in other areas of Truckee (e.g. Railyard Development).
iii. 2011 and 2031 Project Trip Assignment
The proposed project assumes full access to the site via Martis Peak Road as
the Edinburgh Drive access point would be gated and accessible for emergen-
cy use only. Based on a series of assumptions described in the Traffic Impact
Analysis (see Appendix I of this Draft EIR) trip assignment projections indi-
cate that the majority of project-generated traffic would use Hirschdale Road/
Interstate 80 to access the areas listed above, with the exception of Downtown
Truckee (for which Glenshire Road would serve all drivers). A minority of
drivers with a particular aversion to out-of-direction or freeway travel (such
as the elderly) is expected to continue to use Glenshire Drive, particularly for
trips where the Hirschdale/Interstate 80 travel route does not provide a large
travel time savings.12
The 2011 project-generated PM peak-hour traffic volumes through the study
intersections are illustrated in Figure 4.14-4 and the future 2031 project-
generated traffic volumes are shown in Figure 4.14-5. The 2011 and 2031 pro-
ject-generated intersection turning-movement volumes during the AM peak
hour and the PM peak hour of school-related traffic activity are shown in
Table 4.14-7.
12 The detailed results of the travel time analysis is presented in Table 6 of the
Traffic Impact Analysis, which is provided in Appendix I of this Draft EIR.
CALIFORNIA
0
0
5
4
1
78
6
3
2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
HIRSCHDALE D.R615 U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 WESTBOUND RAMPS8U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 EASTBOUND RAMPS7GLENSHIREDR./
SOMERSET DR.
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DONNER PASS RD.1
14
JACKS VALLEY RD.
404/449
GLENSHIRE DR./MARTIS
PEAK RD./WHITEHORSE RD.
U.S.395/JACKS VALLEY RD.
JAC
K
SVALL
E
YRD.
1 GLENSHIRE DR./2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DORCHESTER DR.3
FUTURE
INTERSECTION
DONNER PASS RD.EXTENSION
0
10
6
23
0 39
32
0
0
0
55 0
0
036 57
00 0
0
0
0
103
57
430
3359
1
32
3
60
0
49
29
0 23 2
0 0 41
0
0
61
0
0
103
HIGHWAYS
STREETS
RAILROAD
LAKE
STUDY INTERSECTIONS
TRAFFIC MOVEMENT
TRAFFIC VOLUME
LEGEND
1
IN MILES
SCALE
0 .5
8
89
GLENS
H
I
R
E DR.
TRUCKEE
80
80
267
SITEEDINBURG
H
FIGURE 4.14-4
2011 PROJECT GENERATED PM TRAFFIC VOLUMES
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
Source: LSC Transportation Consultants, Inc., 2012.
CALIFORNIA
0
0
5
4
1
78
6
3
2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
R .DELADHCSRIH615 U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 WESTBOUND RAMPS8U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 EASTBOUND RAMPS7GLENSHIREDR./
SOMMERSET DR.
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DONNER PASS RD.1
14
JACKS VALLEY RD.
404/449
GLENSHIRE DR./MARTIS
PEAK RD./WHITEHORSE RD.
U.S.395/JACKS VALLEY RD.
JAC
K
SVALL
E
YRD.
1 GLENSHIRE DR./2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DORCHESTER DR.3
DONNER PASS RD.EXTENSION
0
12
7
-3
0 12
32
0
0
0
56 0
0
036 57
00 0
5
3
0
98
54
320
3765
1
36
3
60
0
50
29
0 17 2
0 0 30
0
0
61
0
0
103
24
0 0 26
25
4
HIGHWAYS
STREETS
RAILROAD
LAKE
STUDY INTERSECTIONS
TRAFFIC MOVEMENT
TRAFFIC VOLUME
LEGEND
1
IN MILES
SCALE0 .5
8
89
SITE
GLENS
H
I
R
E DR.
TRUCKEE
EDINBURG
H
80
80
267
Source: LSC Transportation Consultants, Inc., 2012.
FIGURE 4.14-5
2031 PROJECT GENERATED PM TRAFFIC VOLUMES
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-34
TABLE 4.14-7 PROJECT GENERATED TRAFFIC VOLUMES DURING AM AND SCHOOL PM PEAK HOURS
Northbound Southbound Eastbound Westbound
Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Existing 2011 Project Generated
AM
Glenshire Drive / Donner Pass Road 33 -- 11 -- -- -- -- 0 10 3 0 -- 57
Glenshire Drive / Dorchester Drive (west) -- -- -- 1 -- 0 0 13 -- -- 44 3 61
Glenshire Drive / Somerset Drive 0 -- 0 -- -- -- -- 14 0 0 47 -- 61
Glenshire Drive / Martis Peak Road 57 0 91 0 0 0 0 0 17 29 0 0 194
School PM
Glenshire Drive / Dorchester Drive (west) -- -- -- 3 -- 0 0 47 -- -- 27 2 79
Glenshire Drive / Somerset Drive 0 -- 0 -- -- -- -- 50 0 0 29 -- 79
Glenshire Drive / Martis Peak Road 36 0 57 0 0 0 0 0 62 102 0 0 257
Future 2031 Project Generated
AM
Glenshire Drive / Donner Pass Road 0 -- 13 -- -- -- -- 0 3 4 0 -- 20
Glenshire Drive / Dorchester Drive (west) -- -- -- 1 -- 0 0 13 -- -- 44 3 61
Glenshire Drive / Somerset Drive 0 -- 0 -- -- -- -- 14 0 0 47 -- 61
Glenshire Drive / Martis Peak Road 58 0 90 0 0 0 0 0 18 28 0 0 194
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TABLE 4.14-7 PROJECT GENERATED TRAFFIC VOLUMES DURING AM AND SCHOOL PM PEAK HOURS (CONTINUED)
4.14-35
Northbound Southbound Eastbound Westbound
Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right
School PM
Glenshire Drive / Dorchester Drive (west) -- -- -- 3 -- 0 0 48 -- -- 27 2 80
Glenshire Drive / Somerset Drive 0 -- 0 -- -- -- -- 51 0 0 29 -- 80
Glenshire Drive / Martis Peak Road 37 0 56 0 0 0 0 0 64 100 0 0 257
Note: Assumes site access via Martis Peak Road only.
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 7.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-36
Excluding trips between the project site and Reno/Sparks, Glenshire or
Stampede Meadows Road, 45 percent of project traffic to/from the west
would use Glenshire Drive and the remaining 55 percent would use
Hirschdale Road/ Interstate 80. Given the location of the project access point
in the easternmost portion of Glenshire (2 miles east of the Glenshire General
Store), this distribution proportion is consistent with the observed traffic pat-
terns.
D. Impact Discussion
1. Project Impacts
a. Conflict with an applicable plan, ordinance or policy establishing
measures of effectiveness for the performance of the circulation system,
taking into account all modes of transportation including mass transit
and non-motorized travel and relevant components of the circulation sys-
tem, including but not limited to intersections, streets, highways and
freeways, pedestrian and bicycle paths, and mass transit.
Adding the 2011 project-generated traffic volumes to the “2011 without pro-
ject” volumes yields the “2011 with project” intersection volumes shown in
Figure 4.14-6 and Table 4.14-8.
i. 2011 Level of Service Impacts
All study intersections were evaluated to determine existing operational con-
ditions for the 2011 summer PM peak hour. The Glenshire Drive/Donner
Pass Road intersection was also evaluated for the AM peak hour. In addition,
the intersections of Glenshire Drive/Dorchester Drive (West), Glenshire
Drive/Somerset Drive, and Glenshire Drive/Martis Peak Road were evaluat-
ed for the AM and PM peak periods of school-related traffic activity. As indi-
cated on Table 4.14-9, using the traffic volumes identified above, all study
intersections currently operate at acceptable levels during all periods without
the proposed project, with the exception of the Glenshire Drive/Donner Pass
Road intersection. During the PM peak hour, the worst movement on this
intersection (the left-turn movement from Glenshire Drive to Donner Pass
Road) operates at LOS F, with a total of about 16.7 vehicle-hours of delay.
CALIFORNIA
0
0
5
4
1
78
6
3
2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DONNER PASS RD.1
U.S.395/JACKS VALLEY RD.
JAC
K
SVALL
E
YRD.
1 GLENSHIRE DR./2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DORCHESTER DR.3
FUTURE
INTERSECTION
DONNER PASS RD.EXTENSION
247
237
129
188
368 394
38
3497
195
276
131
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
HIRSCHDALE D.R615 U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 WESTBOUND RAMPS8U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 EASTBOUND RAMPS7GLENSHIREDR./
SOMERSET DR.
14
JACKS VALLEY RD.
404/449
GLENSHIRE DR./MARTIS
PEAK RD./WHITEHORSE RD.
107
24
6
34
160 87
0
038 65
95 7
2
2
12
256
202
13727
107130
67
81
41 101 54
33 60 110
21
130
65
21
125
112
HIGHWAYS
STREETS
RAILROAD
LAKE
STUDY INTERSECTIONS
TRAFFIC MOVEMENT
TRAFFIC VOLUME
LEGEND
1
IN MILES
SCALE0 .5
8
89
GLENS
H
I
R
E DR.
TRUCKEE
80
80
267
SITEEDINBURGH
Source: LSC Transportation Consultants, Inc., 2012.
FIGURE 4.14-6
2011 PM TRAFFIC VOLUMES WITH PROJECT
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-38
TABLE 4.14-8 2011 WITH PROJECT TRAFFIC VOLUMES DURING AM AND SCHOOL PM PEAK HOURS
Northbound Southbound Eastbound Westbound
Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right
AM
Glenshire Drive / Donner Pass Road 353 -- 185 -- -- -- -- 190 104 60 225 -- 1,117
Glenshire Drive / Dorchester Drive (west) -- -- -- 48 -- 193 115 72 -- -- 192 60 680
Glenshire Drive / Somerset Drive 32 -- 12 -- -- -- 42 13 6 94 199
Glenshire Drive / Martis Peak Road 62 1 98 13 0 11 5 87 28 35 38 6 384
School PM
Glenshire Drive / Dorchester Drive (west) -- -- -- 51 -- 127 156 180 -- -- 117 29 660
Glenshire Drive / Somerset Drive 15 -- 4 -- -- -- -- 97 28 5 72 221
Glenshire Drive / Martis Peak Road 40 0 63 6 1 8 9 61 70 107 81 17 463
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 8.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-39
TABLE 4.14-9 2011 INTERSECTION LEVEL OF SERVICE
Intersection Control Type
Without Project With Project
Total Intersection Worst Movement Total Intersection Worst Movement
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Summer PM PEAK HOUR
Glenshire Drive / Donner Pass Road Side Street Stop 43.4 E OVF F 68.3 F OVF F
Glenshire Drive / DPR extension Side Street Stop Future Intersection Future Intersection
Glenshire Drive / Dorchester Drive (west) Side Street Stop 4.5 A 12.3 B 4.4 A 13.8 B
Glenshire Drive / Somerset Drive All-Way Stop 7.9 A 8.0 A 8.4 A 8.6 A
Glenshire Drive / Martis Peak Road Side Street Stop 1.4 A 10.6 B 4.3 A 14.1 B
Hirschdale Road / Glenshire Drive Side Street Stop 5.2 A 10.2 B 5.2 A 11.4 B
Hirschdale Road / I-80 EB Ramps Side Street Stop 4.6 A 10.5 B 5.1 A 11.5 B
Hirschdale Road / I-80 WB Ramps Side Street Stop 5.1 A 10.2 B 6.0 A 10.7 B
AM PEAK HOUR
Glenshire Drive / Donner Pass Road Side Street Stop 15.3 C 42.9 E 21.3 C 59.9 F
Glenshire Drive / Dorchester Drive (west) Side Street Stop 6.6 A 13.2 B 6.5 A 14.4 B
Glenshire Drive / Somerset Drive All-Way Stop 7.3 A 7.4 A 7.5 A 7.7 A
Glenshire Drive / Martis Peak Road Side Street Stop 2.2 A 9.3 A 6.0 A 10.8 B
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TABLE 4.14-9 2011 INTERSECTION LEVEL OF SERVICE (CONTINUED)
4.14-40
Intersection Control Type
Without Project With Project
Total Intersection Worst Movement Total Intersection Worst Movement
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
School PM PEAK HOUR
Glenshire Drive / Dorchester Drive (west) Side Street Stop 5.7 A 12.0 B 5.3 A 12.9 B
Glenshire Drive / Somerset Drive All-Way Stop 7.2 A 7.3 A 7.5 A 7.6 A
Glenshire Drive / Martis Peak Road Side Street Stop 1.6 A 9.3 A 4.8 A 11.3 B
Notes: BOLD text indicates exceedance of the Town of Truckee LOS standard for unsignalized approaches, which states that an unsignalized movement at LOS F with greater than four total
vehicle-hours of delay is unacceptable.
OVF = Overflow. Overflow indicates an excessive delay, which cannot be accurately calculated using HCM methodology.
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 9.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-41
This exceeds the Town’s standard of LOS F and a maximum of 4 vehicle-
hours of delay.
As indicated on Table 4.14-9, implementation of the proposed project would
result in increased delays at all study intersections, and the level of service
would degrade by one level at some intersections as described below. How-
ever, no additional intersections would exceed the Town standard in 2011
with the project.
At the Glenshire Drive/Donner Pass Road intersection, the total intersection
level of service would degrade from LOS E Existing 2011 No Project condi-
tions [baseline]) to LOS F (Existing 2011 with Project conditions) during the
PM peak hour, while the worst movement would continue to operate at LOS
F with more than four vehicle-hours of delay. The delay would increase from
about 16.7 vehicle hours in 2011 existing, no project conditions, to about 28.3
vehicle hours with project buildout. Implementation of the proposed project
would therefore exacerbate an existing LOS deficiency at this intersection, as
it would result in increased vehicular delays during the PM peak hour. In
addition, implementation of the project would cause the intersection to ex-
ceed the LOS threshold during the AM peak hour, with a total of approxi-
mately 5.9 vehicle-hours of delay on the left-turn movement from Glenshire
Drive. Therefore, level of service impacts at this intersection would be poten-
tially significant.
Intersection LOS mitigation measures have been considered for the Glenshire
Drive/Donner Pass Road intersection, as it is expected the LOS threshold
will continue to be exceeded in the 2011 summer PM peak hour, without the
project, and further exacerbated with the proposed project. The following
provides a summary of each of the intersection LOS mitigation measures con-
sidered.
1) The construction of a roundabout or traffic signal at this location is not
feasible due to the existing steep grades. The transition in and out of ei-
ther improvement would create unsafe traffic conditions, particularly in
inclement weather.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-42
2) Provide a two-way left-turn lane along Donner Pass Road between Glen-
shire Drive and Keiser Avenue. With a two-way left-turn lane, drivers
are expected to make a left turn into the center lane and then move into a
gap in the westbound through traffic and accelerate in the through lane,
rather than accelerating in the median lane. A driver would be prohibit-
ed by law from traveling more than 200 feet in a two-way left-turn lane.
There would be a potential for conflicts between drivers turning left
from both Glenshire Drive and Keiser Avenue. Drivers in both direc-
tions would also need to accurately judge acceptable gaps in oncoming
traffic by looking in their rear view mirrors. As the speed limit along
this portion of Glenshire Drive is 45 miles per hour, this would create an
unacceptable potential for accidents. For this reason, two-way left-turn
lanes are typically not provided along roadways with speeds exceeding 35
miles per hour.
3) Provide a left turn acceleration lane (center lane) along Donner Pass Road
west of Glenshire Drive, which would allow drivers turning left from
Glenshire Drive to make a “two-stage” left-turn movement, first using a
gap in the eastbound traffic to turn into the center lane before using a gap
in the westbound traffic to merge to the right into the westbound
through lane. A conceptual layout for this improvement is illustrated on
Figure 4.14-7. The center lane would not be permitted for drivers turning
left from Keiser Avenue. The pavement markings associated with the left
turn lane would be designed to discourage drivers making left turns from
Keiser Avenue onto Donner Pass Road from pulling into the painted
median area, in order to minimize the potential for traffic accidents. The
presence of the center lane would improve LOS for drivers turning left
from Glenshire Drive.
Table 4.14-10 summarizes the LOS and delay on the worst movement
(the left-turn movement from Glenshire Drive) under 2011 conditions
with the new center lane. Implementation of this improvement would
improve the LOS to an acceptable level under 2011 conditions without
the proposed project, with a total of approximately 2.7 vehicle-hours of
delay on the worst movement. While the addition of the left turn lane
FIGURE 4.14-7
GLENSHIRE DRIVE/DONNER PASS ROAD LEFT TURN ACCELERATION LANE CONCEPTUAL DESIGN
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
600 120 Feet
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-44
TABLE 4.14-10 GLENSHIRE DRIVE/DONNER PASS ROAD INTERSECTION
LOS WITH CENTER TURN LANEa
Scenario
Delay on Worst Movement
HCM 2010 Method –
Adjusted Gap Times
Delay
(sec/veh)
Delay
(veh/hrs) LOS
2011 PM No Project - Existing Conditionsb 363.3 16.7 F
PM Peak Hour (With Center Turn Lane)
2011 PM – No Project
2011 PM – With Single Access Alternative
2011 PM – With Edinburgh Access Alternative
59.1
90.9
106.9
2.7
4.8
5.9
F
F
F
AM Peak Hour (With Center Turn Lane)
2011 AM – No Project
2011 AM – With Single Access Alternative
2011 AM – With Edinburgh Access Alternative
25.1
30.4
34.0
N/A
N/A
N/A
D
D
D
Note: Bold text indicates exceedance of the Town of Truckee LOS standards for unsignalized
approaches, which states that an unsignalized movement at LOS F with greater than four total
vehicle-hours of delay is unacceptable.
a Assumes a two-stage left-turn operation from Glenshire Drive with one-car storage in median.
b The existing condition assumes a one-stage left-turn with adjusted gap acceptance times.
Source: LSC Transportation Consultants, Inc., August 27, 2012. Canyon Springs Traffic Impact
Analysis, Table 22.
would improve existing conditions to an acceptable LOS and would signifi-
cantly improve intersection LOS with buildout of the project (4.8 total vehi-
cle-hours of delay under PM peak hour conditions and total intersection LOS
B compared to 16.7 total vehicle-hours of delay under PM peak hour condi-
tions and total intersection LOS F), the LOS at this intersection would none-
theless remain at an unacceptable LOS level as it would exceed the Town
standards by 0.8 total vehicle-hours of delay under PM peak hour conditions.
Temporary off-site impacts associated with the provision of a center lane on
Donner Pass Road during Phase 1 of project construction would be consid-
ered to be less than significant through implementation mitigation measures
and mandatory regulations described in other chapters of this Draft EIR.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-45
Mitigation Measure HYDRO-1a through 1c and HYDRO-2a through 2c de-
scribed in Section 4.9 recommends measures and Best Management Practices
to stabilize soils and minimize erosion during the construction process. Man-
datory regulations described in Section 4.5 of this Draft EIR, impacts to un-
known cultural resources and human remains would be less than significant
as well. Mitigation Measure TRANS-4 would reduce temporary impact to
local roadways through the preparation of a Construction Traffic Manage-
ment Plan to be prepared and approved by the Town’s Public Works De-
partment prior to Phase 1 of project construction.
With the new center turn lane, some level of development could occur before
the LOS threshold is exceeded. It is estimated that construction Phases 1
through 5 or about 65 percent of the Canyon Springs development (including
about 102 single-family lots plus the 8 affordable housing lots) could be con-
structed before the threshold is exceeded. This would generate about 15 left
turns from Glenshire Drive onto Donner Pass Road.
In addition to the potential mitigation measures discussed above, the impacts
of the implementation of the Donner Pass Road Extension to be constructed
east of Bridge Street tying into a new T-intersection on Glenshire Drive
(which is part of the approved Railyard Master Plan Project) were considered.
This roadway extension would substantially reduce the left-turning traffic
volume from Glenshire Drive onto Donner Pass Road, as drivers faced with
long delays for making left-turn movements from Glenshire Drive can be
expected to shift their travel patterns to instead use the Donner Pass Road
Extension. As a result, the Glenshire Drive/Donner Pass Road intersection is
shown to operate within the LOS thresholds with implementation of the
Donner Pass Road Extension. Note that the LOS at the Glenshire
Drive/Donner Pass Road Extension intersection would continue to be ac-
ceptable with these additional left turn movements.
The Railyard Master Plan Project is a planned project and it is included in the
Town of Truckee Traffic Fee Program, which requires entities initiating new
development within the Town to pay traffic impact fees. The project appli-
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-46
cant would be required to pay the current fee of $5,395 per single-family
dwelling unit and $3,345 per multi-family unit, resulting in a total fee of ap-
proximately $1,085,045.13 However, according to Table CIR-6 in the Town
of Truckee 2025 General Plan Circulation Element, when a Category 3 Pro-
ject (such as Canyon Springs) encounters an existing unacceptable Level of
Service on an arterial or collector road, that development is allowed if either
of the following are true:
¤ Project constructs improvements to impacted roads and intersections as
identified in General Plan Table CIR-5; or
¤ Improvements to impacted roads and intersections are identified in the
CIP, fully funded, and scheduled for completion within three years.
While the construction of the Donner Pass Road Extension is identified in the
CIP, it is not fully funded, nor is it scheduled for completion within three
years. Therefore, the LOS improvements to the Glenshire Drive/Donner
Pass Road intersection as a result of the Donner Pass Road Extension are not
considered at this time. Consequently, based upon this analysis and the phys-
ical constraints at this location, project LOS impacts to the Glenshire
Drive/Donner Pass Road intersection are considered significant.
ii. 2011 Intersection Queuing Impacts
Traffic queues at specific intersections that exceed the storage capacity of turn
lanes or ramps, or that block turn movements at important nearby intersec-
tions or driveways, can cause operational problems beyond those identified in
the level of service analysis. The 95th-percentile traffic queue length was re-
viewed at locations where queuing could potentially cause traffic problems.
The longest traffic queue occurs at the left-turn movement from Glenshire
Drive onto Donner Pass Road during the summer PM peak hour. The 95th-
percentile queue length for this turning movement is calculated to be approx-
imately 18 vehicles, including traffic from the proposed project. Assuming a
13 Traffic and Facility Impact Fees, Effective Date, November 1, 2011,
http://www.townoftruckee.com/index.aspx?page=15, retrieved November 30, 2011.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-47
length of about 25 feet per vehicle, this equates to a total queue length of
about 450 feet, which would not affect any nearby intersections or driveways.
The longest traffic queue length for drivers stopped on Dorchester Drive
(West) waiting to turn onto Glenshire Drive occurs during the AM peak
hour. The 95th-percentile queue length on this approach is approximately
two vehicles (or about 50 feet), with or without the proposed project. As the
nearest driveway on Dorchester Drive is located about 180 feet from the in-
tersection, no operational queuing problems are identified. Therefore, 2011
queuing impacts would be less than significant.
iii. 2011 Turn Lane Warrants
Guidelines for adding turn lanes are provided in the National Cooperative
Highway Research Program (NCHRP) Report 457 – Evaluating Intersection
Improvements: An Engineering Study Guide,14 as well as in the Guidelines
for Reconstruction of Intersections.15 Left-turn lane volume warrants are
defined by volume thresholds of opposing traffic versus advancing traffic, as
well as the percentage of left-turns on the advancing approach. Right-turn
lane warrants are based on a graphical curve of right-turning volumes versus
total traffic in the travel lane.16
The need for left-turn lanes was evaluated at the following two locations:
¤ Glenshire Drive at the Western End of Dorchester Drive: Based upon
the 2011 AM and PM peak-hour traffic volumes, an eastbound left-turn
lane is warranted along Glenshire Drive at its intersection with Dorches-
ter Drive (West), with or without the project. The calculated 95th-
percentile traffic queue length on the eastbound left-turn movement is
less than one vehicle.
14 Transportation Research Board, 2001. National Cooperative Highway Re-
search Program (NCHRP) Report 457 – Evaluating Intersection Improvements: An Engi-
neering Study Guide.
15 Caltrans, 1985. Guidelines for Reconstruction of Intersections.
16 The warrant charts are included in Appendix H of the Traffic Impact Analy-
sis, which is included in Appendix I of this Draft EIR.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-48
¤ Whitehorse Road/Martis Peak Road Intersection: The traffic volumes
at the Glenshire Drive/Whitehorse Road/Martis Peak Road intersection
do not warrant a left-turn lane along Glenshire Drive under existing con-
ditions, with or without the project. Therefore, a left-turn lane along
Glenshire Drive is not warranted at this location.
The need for right-turn lanes was evaluated at the following two locations:
¤ Glenshire Drive at Dorchester Drive (West): The right-turn lane war-
rant is not met under 2011 conditions, with or without the project.
Therefore, the addition of new right-turn lanes is not warranted.
¤ Whitehorse Road/Martis Peak Road Intersection: The right-turn lane
warrant is not met under 2011 conditions, with or without the project.
Therefore, the addition of new right-turn lanes is not warranted.
Because a left-turn lane is warranted at Glenshire Drive at the western end of
Dorchester Drive, turn lane impacts would be significant under 2011 condi-
tions.
iv. 2011 Roadway Capacity
Roadway capacity is evaluated in order to determine whether a specific road-
way segment can accommodate existing and/or future traffic volumes. Dif-
ferent methodologies can be employed to determine capacity, but generally,
the calculation will incorporate a series of factors including roadway facility
type, evaluation period, and level of service thresholds. The Town of Truck-
ee roadway capacity standards are based upon hourly traffic volumes, and the
Nevada County roadway volume criteria are based upon daily traffic vol-
umes. According to the Nevada County General Plan, a LOS C can be main-
tained on a two-lane major collector with an Average Daily Traffic (ADT) of
8,800 or less and on a two-lane minor collector with an ADT of 7,600 or less.
The maximum allowable traffic volumes to obtain the level of service thresh-
olds applicable to the study roadway segments are shown in Table 4.14-11.
Table 4.14-11 also presents a comparison of 2011 traffic volumes with the
TOWN OF TRUCKEE
CANYON SPRINGS ADMINISTRATIVE DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-49
TABLE 4.14-11 2011 ROADWAY LEVEL OF SERVICE ANALYSIS
Roadway Segment Jurisdiction Classification
LOS
Threshold
Maximum
Allowable Volume
to Obtain LOS
Standard PM
Peak Hour
Two-Way
Volume
PM
Peak Hour
Peak
Direction
Volume ADTa,b
LOS
Threshold
Exceeded?
Peak Hour
Per Lane ADT
Without Project
Glenshire Drive, between Donner
Pass Road and Highland Avenue Town of Truckee Minor Arterial D 1,420 -- 870 582 9,220 No
Glenshire Drive, between Highland
Avenue and Dorchester Drive (West) Town of Truckee Minor Arterial D 1,420 -- 621 422 6,460 No
Glenshire Drive, between Dorchester
Drive (West) and Somerset Drive Town of Truckee Minor Arterial D 1,420 -- 392 255 4,080 No
Glenshire Drive, between Somerset
Drive and Martis Peak Road Town of Truckee Minor Arterial D 1,420 -- 287 155 2,990 No
Glenshire Drive, between Martis Peak
Road and Hirschdale Road Nevada County Minor Collector C -- 7,600 302 155 3,010 No3
Hirschdale Road, between Glenshire
Drive and I-80 Westbound Ramps Nevada County Minor Collector C -- 7,600 317 165 3,160 No
Martis Peak Road, between Glenshire
Drive and Project Access Nevada County Private Road N/Ad N/Ad N/Ad 23 13 220 No
Somerset Drive between Glenshire
Drive and Courtenay Lane Town of Truckee Local Roadway D 500 -- 151 111 1,430 No
Courtenay Lane between Somerset
Drive and Regency Circlee Town of Truckee Local Roadway D 500 -- 56 41 530 No
Regency Circlee Town of Truckee Local Roadway D 500 -- 54 40 510 No
Edinburgh Drivee Town of Truckee Local Roadway D 500 -- 14 10 130 No
With Proposed Project
Glenshire Drive, between Donner
Pass Road and Highland Avenue Town of Truckee Minor Arterial D 1,420 -- 948 631 10,050 No
Glenshire Drive, between Highland
Avenue and Dorchester Drive (West) Town of Truckee Minor Arterial D 1,420 -- 699 471 7,280 No
TOWN OF TRUCKEE
CANYON SPRINGS ADMINISTRATIVE DRAFT EIR
TRANSPORTATION AND TRAFFIC
TABLE 4.14-9 2011 ROADWAY LEVEL OF SERVICE ANALYSIS (CONTINUED)
4.14-50
Roadway Segment Jurisdiction Classification
LOS
Threshold
Maximum
Allowable Volume
to Obtain LOS
Standard PM
Peak Hour
Two-Way
Volume
PM
Peak Hour
Peak
Direction
Volume ADTa,b
LOS
Threshold
Exceeded?
Peak Hour
Per Lane ADT
Glenshire Drive, between Dorchester
Drive (West) and Somerset Drive Town of Truckee Minor Arterial D 1,420 -- 479 310 4,990 No
Glenshire Drive, between Somerset Drive
and Martis Peak Road Town of Truckee Minor Arterial D 1,420 -- 384 216 4,000 No
Glenshire Drive, between Martis Peak
Road and Hirschdale Road Nevada County Minor Collector C -- 7,600 462 258 4,610 Noc
Hirschdale Road, between Glenshire drive
and I-80 Westbound Ramps Nevada County Minor Collector C -- 7,600 477 268 4,760 No
Martis Peak Road, between Glenshire
Drive and Project Access Town of Truckeef Collectorf D 890 -- 280 177 2,650 No
Somerset Drive between Glenshire Drive
and Courtenay Lane Town of Truckee Local Roadway D 500 -- 151 111 1,430 No
Courtenay Lane between Somerset Drive
and Regency Circlee Town of Truckee Local Roadway D 500 -- 56 41 530 No
Regency Circlee Town of Truckee Local Roadway D 500 -- 54 40 510 No
Edinburgh Drivee Town of Truckee Local Roadway D 500 -- 14 10 130 No
Notes: Assumes site access via Martis Peak Road only.
ADT = Average Daily Traffic volume
a ADT is estimated using an ADT-to-peak-hour volume factor calculated from traffic counts, except for local roadways.
b Local roadway ADT is estimated using the ratio of daily to PM peak hour ITE trip rates for single- family dwelling units.
c Although there is no level of service deficiency, this roadway segment has an existing geometric deficiency.
d Nevada County does not have a volume criterion for private roads.
e Traffic volumes are estimated for these roadway segments by applying trip generation rates to the number of dwelling units served.
f Although Martis Peak Road is located outside Town limits, this roadway segment is required to meet Town standards with the project, as the Town is processing the Project Application.
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 10.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-51
pertinent level of service standard. The ADT volume along each study road-
way segment is estimated by applying an ADT-to-peak hour volume factor
calculated from the traffic counts, except for several local roadway segments.
The volume factors range from approximately 9.5 to 10.6. The traffic vol-
umes along the local roadway segments of Edinburgh Drive, Regency Circle,
and Courtenay Lane were estimated by applying standard ITE trip generation
rates to the number of dwelling units served. As shown in Table 4.14-11, all
study roadway segments currently operate within the allowable traffic vol-
ume threshold and all study roadway segments are within the allowable
traffic volume threshold with implementation of the proposed project.
Therefore, roadway capacity impacts under existing conditions would be less
than significant.
v. 2011 Local Residential Roadway Impacts
According to the 2025 General Plan Circulation Element Policy P2.2, the
proposed project would meet the adopted standard for impact on a local resi-
dential roadway if the project does not increase traffic on a local road by
more than 1,000 ADT or if the project increases traffic on a local road by
more than 1,000 ADT but the increase in ADT is less than 50 percent, and
the provisions of Circulation Element Policy P2.4, which calls for improving
the connectivity throughout the Town’s roadway network, through roadway
improvements, while minimizing environmental, circulation, and residential
neighborhood impacts, can be met.
The increase in traffic on the local roadways as a result of the proposed pro-
ject would not impact the traffic volumes on local roadway segments from
Somerset Drive to Edinburgh Drive given that the Edinburgh access point
would be gated for emergency access only. Therefore, the proposed project
meets the adopted standard for impacts to local residential roadways within
the Town limit.
Martis Peak Road is a privately-maintained road outside the Town of Truckee
Limits. However, the relatively short segment of Martis Peak Road that pro-
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-52
vides access to the project site is subject to the Town’s thresholds. This
roadway segment has a total pavement width ranging from 20 to 23 feet. In
2011 with the project, Martis Peak Road would have an ADT volume exceed-
ing 2,000 vehicles, and it would function as a Collector roadway. According
to Town standards, a Collector roadway should provide 12-foot travel lanes
with 2-foot shoulders. As the existing pavement width along Martis Peak
Road does not accommodate 12-foot travel lanes, the segment of Martis Peak
Road between Glenshire Drive and the proposed main project access point
would not meet Town standards with the project.
Therefore, the proposed project would not meet the adopted standard for
impacts to local residential roadways and impacts local roadways under 2011
conditions and impacts would be significant.
vi. Construction Impacts
As described in Chapter 3, Project Description, of this Draft EIR, the project
is proposed to be constructed in eight phases. The construction schedule for
the new residences is dependent upon market demand, and full buildout of
the project is anticipated to take at least 20 years. Phase 1 is expected to gen-
erate the greatest amount of construction traffic, as it is the phase with the
largest number of lots (37) and the longest length of roadway (approximately
1.36 miles) to be constructed. Table 4.14-12 provides an analysis of the con-
struction related traffic that is expected to be generated over the course of a
peak day during Phase I activities. The analysis is based upon a number of
assumptions included in the project Traffic Impact Analysis, which is includ-
ed as Appendix I of this Draft EIR.
As shown in Table 4.14-12, construction Phase 1 is expected to generate ap-
proximately 388 one-way passenger-car-equivalent trips over the course of a
busy construction day, with about 96 exiting trips occurring during the PM
peak hour of commuter traffic. In comparison with the proposed develop-
ment traffic, the number of inbound trips during the PM peak hour would be
less during construction, but a similar amount of exiting traffic would occur
TOWN OF TRUCKEE
CANYON SPRINGS ADMINISTRATIVE DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-53
TABLE 4.14-12 CONSTRUCTION TRIP GENERATION
Description
Phase 1 Construction
Roadways Lots
Total Equipment Employees Equipment
Home
Construction
Employees
Other
Employees
Employees per Day -- 12 -- 125 16 --
Employees Vehicle Occupancy -- 1.2 -- 1.2 1.2 --
Vehicles per Day 6 10 8 104 13 141
One-Way Trips Per Day – Per Vehicle 2 2.5 2 2.5 2.5 --
One-Way Trips Per Day – Total 12 25 16 260 33 346
Passenger Car Equivalents per Vehicle 2.5 1 2.5 1 1 --
Passenger Car Equivalent Trips per Day 30 25 40 260 33 388
Percentage of Trips Exiting in PM Peak Hour 10% 28% 10% 28% 28% --
Number of PM Peak-Hour Exiting Trips 3 7 4 73 9 96
Note: The 28 percent of employee vehicle trips exiting during the PM peak hour is calculated based on the total number of one-way vehicle-trips per day and the assumption that 70 percent of
employees depart the site during the PM peak hour.
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 24.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-54
(the project would generate about 93 exiting trips, compared to about 96 dur-
ing construction). Consequently, the traffic impacts during construction
Phase 1 are similar to that under full buildout of the proposed project.
All study intersections and roadway segments are expected to operate at an
acceptable level of service during the construction phases, except the Glen-
shire Drive/Donner Pass Road intersection, which as previously discussed is
at unacceptable levels under existing conditions. If any project construction
traffic accesses the site to/from the west via the Glenshire Drive/Donner Pass
Road intersection before implementation of the Donner Pass Road Exten-
sion, this would exacerbate an existing level of service deficiency and con-
struction impacts during Phase 1 would be significant.
vii. Pedestrian and Bicycle Paths, and Mass Transit
As discussed further below the project would provide 4.5 miles of publicly
accessible trails and no mass transit services are currently located in the pro-
ject area.
b. Conflict with an applicable congestion management program, including,
but not limited to level of service standards and travel demand measures,
or other standards established by the county congestion management
agency for designated roads or highways.
There is no applicable congestion management program. Therefore, no im-
pacts would occur.
c. Result in a change in air traffic patterns, including either an increase in
traffic levels or a change in location that results in substantial safety risks.
The airport closest to the project site is the Truckee Tahoe Airport, located
approximately four miles to the west-southwest of the project site. The pro-
ject would not result in a change in air traffic patterns, including either an
increase in traffic levels or a change in location that results in substantial safe-
ty risks; therefore, no impact would occur.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-55
d. Substantially increase hazards due to a design feature (e.g. sharp curves or
dangerous intersections) or incompatible uses (e.g. farm equipment).
i. Intersection Corner Sight Distance
The addition of project traffic at the Martis Peak Road/Glenshire Drive/
Whitehorse Road intersection could result in hazardous driving conditions
due to the current limited sight distance conditions.
a) Martis Peak Road Looking West and East Along Glenshire Drive
The driver sight distance survey prepared for the project found that the cor-
ner sight distance from Martis Peak Road looking to the west along Glenshire
Drive was adequate as it exceeds 330 feet applicable corner sight distance
(measured at a 10-foot setback from the edge of the travel lane) at 30 miles per
hour and the corner sight distance from Martis Peak Road looking to the east
along Glenshire Drive, roughly 425 feet, is also adequate. Therefore, no driv-
er sight distance deficiencies are identified on the Martis Peak Road approach
and impacts would be less than significant at this location.
b) Whitehorse Road Looking West Along Glenshire Drive
Whitehorse Road looking to the west along Glenshire Drive is roughly 195
feet, which does not meet the Town’s 330-foot requirement (see Figure
4.14-8). The corner sight distance at this location is limited by the existing
embankment and vegetation on the northwest corner of the intersection, as
well as by the horizontal and vertical curvature along Glenshire Drive. The
corner sight distance improves as the driver on Whitehorse Road approaches
the edge of the travel lane on Glenshire Drive. Measured 10 feet back from
the edge of the traveled way, the corner sight distance is approximately
195 feet, and when measured from a 5-foot setback the corner sight distance
increases to approximately 255 feet; however, these values do not achieve the
Town’s 330-foot requirement and impacts to drivers on Whitehorse Road
would be potentially significant.
The corner sight distance at this location could be improved by modifying
the existing embankment on the northwest corner of the intersection. How
100feet
FIGURE–
ExistingDriverSightDistanceatWhitehorseApproachtoGlenshireDrive
SightDistanceforDriverssoutheast-
boundonWhitehorseDrivelooking
northeastonGlenshireDrive=170feet.
Constrainedbyutilityboxandvegetation.
SightDistanceforDriverssoutheast-
boundonWhitehorseDrivelooking
southwestonGlenshireDrive=195
feet.Constrainedbyhorizontaland
verticalcurvatureonGlenshireDrive.
FIGURE 4.14-8
WHITEHORSE ROAD/GLENSHIRE DRIVE INTERSECTION SIGHT DISTANCE
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
Source: LSC Transportation Consultants, Inc., 2012.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-57
ever, such an improvement would likely require the acquisition of right-of-
way from the single-family parcel located on this corner. Town standards
indicate that “where restrictive conditions do not allow compliance with the
specified sight distance requirements, the Town Engineer may approve a re-
duction of the corner sight distance to the minimum stopping sight distance
as outlined in the Caltrans Highway Design Manual.” According to Caltrans
standards, at a 30-mile-per-hour design speed, the minimum stopping sight
distance is 200 feet. Measured stopping sight distance for drivers approaching
along Glenshire Drive from the west is 210 feet measured to an object six
inches in height, and at least 255 feet to a vehicle turning into the westbound
through lane. Therefore, adequate stopping sight distance is provided for
eastbound drivers along Glenshire Drive to see and react to a driver pulling
out from Whitehorse Road. Furthermore, no accidents were reported at this
intersection during the 5-year period from 2006 to 2010. Therefore, hazard-
ous driving impacts at this location would be less than significant and no miti-
gation measures are warranted.
c) Whitehorse Road Looking East Along Glenshire Drive
The corner sight distance from Whitehorse Road looking to the east along
Glenshire Drive is roughly 170 feet, which does not meet the Town’s 330-
foot corner sight distance requirement. To the east of the intersection Glen-
shire Drive curves to the north and then back to the south. When looking
east from Whitehorse Road, a driver can see a portion of the road, but as it
turns to the north it disappears from sight and reappears into the driver’s
sight as it curves back to the south. The corner sight distance at this location
is limited by an existing utility box in the northeast quadrant of the intersec-
tion, as well as by existing vegetation. If the existing utility box and vegeta-
tion were removed, then the corner sight distance to the east would be im-
proved to roughly 580 feet, thereby meeting minimum corner sight distance
requirements. However, the stopping sight distance along Glenshire Drive
east of Whitehorse Drive (measured along the travel lane) is over 500 feet, as
the existing utility box does not block the driver sight line along the traveled
way. Therefore, adequate stopping sight distance is provided. If a driver
makes a right turn from Whitehorse Road without an adequate gap, a vehicle
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-58
traveling on Glenshire Drive westbound would have adequate stopping sight
distance to react and come to a stop. Furthermore, no accidents were report-
ed at this intersection during the 5-year period from 2006 to 2010. Therefore,
hazardous driving impacts at this location would be less than significant and
no mitigation measures are warranted.
ii. Roadway Segment Hazards
The roadway segment of Glenshire Drive east of Martis Peak Road has a steep
grade of about nine percent. The existing pavement width accommodates 11-
foot travel lanes with no shoulder in some locations. Both Nevada County
and Town of Truckee roadway design standards call for 12-foot lanes with
4-foot shoulders, and maximum grade of eight percent. Therefore, as this
segment of Glenshire Drive does not meet the design standards, it is consid-
ered to have an existing geometric deficiency. While Nevada County recently
added roughly 200 feet of guardrail along the south side of this roadway seg-
ment, no additional improvements are planned for this roadway segment.
The Glenshire Drive east of Martis Peak Road roadway segment on has an
average accident rate (from 2006 to 2010) about two times the State and
County average rates for similar facilities. The injury and fatal accident rate is
also higher than the State and County average rates for similar facilities.
However, the severity of the accidents is relatively minor overall, given that
no fatalities were reported, and two-thirds of the accidents resulted in proper-
ty damage only (no injuries). Furthermore, while one-third of the accidents
occurred under icy/snowy road conditions, each of these accidents involved a
single vehicle, and there were no injuries. Therefore, because the proposed
project would result in an increase of up to 1,600 daily one-way trips, includ-
ing 160 peak-hour trips, on this roadway segment, which when compared to
existing conditions, equates to about a 50-percent increase in the total peak-
hour traffic volume, hazards at this already deficient roadway segment haz-
ards with the addition of the proposed project would be significant.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-59
e. Result in inadequate emergency access.
While Glenshire Drive and Martis Peak Road currently serve the project area,
new internal access roads would be created on the project site. The privately
owned and maintained internal roadway system would provide residential
and emergency vehicle access. Vehicles would circulate through the project
area using the internal roadway system and main entrance point off Martis
Peak Road approximately 690 feet south of its intersection with Glenshire
Drive. As noted in the Chapter 3, Project Description, and shown on Figure
3-5 of this Draft EIR, emergency access would be provided by creating a sec-
ondary access point to the project off of Edinburgh Drive located on the
western border of the project site. Fire lanes and turning radii would be de-
signed to meet the standards of the TFPD so as to be adequate for emergency
response vehicles. Roadways would be designed with all weather surfaces and
would be capable of supporting emergency vehicles up to 40,000 pounds.
Consistent with General Plan Policy SAF-P4.7, the project’s final site plans
would be reviewed by the TFPD for adequate emergency access, site design
for maintenance of defensible space and use of non-materials prior to the issu-
ance of building permits.
Furthermore, as described in Chapter 3, Project Description, project con-
struction Phase 1 would include the construction of the connecting roadway
between the project’s main access point and the secondary emergency access
point at Edinburgh Drive prior to the completion of the proposed homes.
Therefore, considering the completion of this connecting road between the
project’s two access points and roadways built to Town and TFPD standards
the project would provide adequate emergency access and impacts would be
less than significant.
f. Conflict with adopted policies, plans, or programs regarding public trans-
it, bicycle, or pedestrian facilities, or otherwise decrease the performance
or safety of such facilities.
The project is consistent with General Plan Policy CIR-P4.1 and CIR-P10.2,
which requires transportation systems to be planned and constructed in con-
junction with significant development projects, including roads, trails,
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-60
bikeways, and other improvements, to provide links to the existing transpor-
tation network, and implement the network of trails and bikeways described
in the TBMP. The project would create internal roads that would interface at
various points on the project site and would connect to Edinburgh Drive and
Martis Peak Road. As described in detail in Chapter 3, Project Description,
and Chapter 4.13, Public Services and Recreation, of this Draft EIR, the pro-
ject includes a 4.5-mile publicly accessible trail system. Consistent with Gen-
eral Plan Policy CIR-P10.5, the proposed trail network includes public access
points that utilize existing trail alignments to provide connectivity to the sur-
rounding community and adjacent open spaces for permitted and lawful use
of on-site trails by the public. Similar to surrounding residential areas, the
project would not include sidewalks. The project’s proposed 4.5-mile trail
system exceeds the new pedestrian facilities beyond those identified in the
TBMP consistent with General Plan Policy CIR-P10.3.
While there are no bicycle lanes currently proposed as part of the project, the
proposed publicly accessible trail system would connect to the Town’s pro-
posed recreational trail corridor as identified in the TBMP generally crossing
the project site in an east and west direction.17 The vehicular roadway net-
work would include signage to instruct drivers to be aware of cyclists and to
share the road.
General Plan Policy CIR-P4.2 requires planning for land use and transporta-
tion systems in new growth areas that provides opportunities for residents,
employees, and those without vehicles to accomplish many of their trips by
walking, bicycling or using transit. While the project is a permitted land use
consistent with General Plan land use designations (RC/OS and RES) and
zoning districts (OS and RS-1.0) it is located on the eastern border of the
Town limit and is not located in close proximity to basic commercial services.
Future residents would have access to the Dial-A-Ride bus service in the pro-
vided throughout the greater Truckee area. However, it is likely future resi-
dents of the project, similar to those of the surrounding Glenshire area,
17 Town of Truckee Trails and Bikeway Master Plan Appendix D, Exhibit 1,
Existing and Proposed Trail and Bikeway Network, Section 42, as of May 17, 2007.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-61
would rely on “trip-chaining”18 to reduce trips as opposed to alternate modes
of transportation. Therefore, future residents of the project would be primar-
ily automobile dependent as the project is not in close proximity to basic
commercial services and the project would not be consistent with this policy.
Nonetheless, when considering the project’s rural location and overall con-
sistency with the General Plan and the TBMP as identified above, the project
would not conflict with adopted policies, plans, or programs regarding public
transit, bicycle, or pedestrian facilities, or otherwise decrease the performance
or safety of such facilities, and impacts would be less than significant.
2. Cumulative Impacts
The addition of the 2031 project-generated turning movement volumes to the
“2031 without project” intersection volumes yields the “2031 with project”
volumes that are shown in Figure 4.14-9 and Table 4.14-13.
a. 2031 Level of Service Impacts
All study intersections were evaluated to determine operational conditions
under future 2031 traffic volumes.19 Table 4.14-14 summarizes the results for
future 2031 conditions without the project. In comparison with existing 2011
conditions, the LOS at the Glenshire Drive/Donner Pass Road intersection
would improve to an acceptable level (LOS F with less than four vehicle-
hours of delay on the worst approach) in the future peak hours, due to the
addition of the Donner Pass Road Extension. The level of service is expected
to degrade by one level at some of the other study intersections in the future,
due to growth in background traffic. However, as indicated in Table 4.14-14,
all study intersections would operate within the applicable level of service
18 Due to the relatively long travel distance from Glenshire to the rest of the
Truckee community, “trip chaining” (making multiple stops as part of a single exter-
nal round-trip from the residential area) would occur resulting in reduced vehicular
trips.
19 The output from each of the LOS calculations for the study intersections is
provided in Appendix F of the Traffic Impact Analysis, which is included in Appendix
I of this Draft EIR.
0
0
5
4
1
78
6
3
2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DONNER PASS RD.1
U.S.395/JACKS VALLEY RD.
JAC
K
SVALL
E
YRD.
1 GLENSHIRE DR./2
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
DORCHESTER DR.3
DONNER PASS RD.EXTENSION
203
522
334
46
351 188
50
48120
264
368
182
U.S.395/JACKS VALLEY RD.1 GLENSHIRE DR./
R .DELADHCSRIH615 U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 WESTBOUND RAMPS8U.S.395/JACKS VALLEY RD.1 HIRSCHDALE RD./
I-80 EASTBOUND RAMPS7GLENSHIREDR./
SOMERSET DR.
14
JACKS VALLEY RD.
404/449
GLENSHIRE DR./MARTIS
PEAK RD./WHITEHORSE RD.
145
36
8
51
203 122
0
039 65
98 112
40
15
144
218
191
15227
143209
54
1 04
51 179 32
84 24 147
29
132
67
21
125
112
678
32 35 159
116
245
HIGHWAYS
STREETS
RAILROAD
LAKE
STUDY INTERSECTIONS
TRAFFIC MOVEMENT
TRAFFIC VOLUME
LEGEND
1
IN MILES
SCALE0 .5
8
89
GLENS
H
I
R
E DR.
TRUCKEE
80
80
267
SITEEDINBURGH
Source: LSC Transportation Consultants, Inc., 2012.
FIGURE 4.14-9
2031 PM TRAFFIC VOLUMES WITH PROJECT
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-63
TABLE 4.14-13 2031 TRAFFIC VOLUMES DURING AM AND SCHOOL PM PEAK HOUR WITH PROJECT
Northbound Southbound Eastbound Westbound
Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right
AM Peak Hour
Glenshire Drive / Donner Pass Road 151 -- 476 -- -- -- -- 181 50 132 185 -- 1,175
Glenshire Drive / Dorchester Drive (west) -- -- -- 72 -- 239 156 96 -- -- 266 80 909
Glenshire Drive / Somerset Drive 48 -- 16 -- -- -- -- 53 18 9 118 -- 262
Glenshire Drive / Martis Peak Road 66 0 97 13 0 18 7 89 35 34 38 6 403
School PM Peak Hour
Glenshire Drive / Dorchester Drive (west) -- -- -- 75 -- 157 211 234 -- -- 162 38 877
Glenshire Drive / Somerset Drive 23 -- 5 -- -- -- -- 117 39 8 94 -- 286
Glenshire Drive / Martis Peak Road 43 0 62 6 0 13 12 62 76 105 81 17 477
Note: Assumes site access via Martis Peak Road only.
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 12.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-64
TABLE 4.14-14 2031 INTERSECTION LEVEL OF SERVICE
Intersection Control Type
Without Project With Projecta
Total Intersection Worst Movement Total Intersection Worst Movement
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Summer PM Peak Hour
Glenshire Drive / Donner Pass Road Side Street Stop 16.8 C OVF Fb 17.1 C OVF F b
Glenshire Drive / DPR extension Side Street Stop 3.2 A 30.2 D 3.8 A 35.3 E
Glenshire Drive / Dorchester Drive (west) Side Street Stop 5.3 A 17.2 C 5.5 A 20.8 C
Glenshire Drive / Somerset Drive All-Way Stop 8.5 A 8.7 A 9.2 A 9.5 A
Glenshire Drive / Martis Peak Road Side Street Stop 1.6 A 10.3 B 4.4 A 13.0 B
Hirschdale Road / Glenshire Drive Side Street Stop 9.2 A 17.2 C 10.5 B 23.4 C
Hirschdale Road / I-80 EB Ramps Side Street Stop 6.0 A 12.2 B 6.6 A 13.7 B
Hirschdale Road / I-80 WB Ramps Side Street Stop 5.3 A 9.8 A 5.8 A 10.1 B
AM Peak Hour
Glenshire Drive / Donner Pass Road Side Street Stop 11.0 B 23.0 C 11.4 B 23.5 C
Glenshire Drive / Dorchester Drive (west) Side Street Stop 7.8 A 17.2 C 8.1 A 19.4 C
Glenshire Drive / Somerset Drive All-Way Stop 7.5 A 7.6 A 7.7 A 7.9 A
Glenshire Drive / Martis Peak Road Side Street Stop 2.5 A 9.4 A 5.8 A 10.6 B
TOWN OF TRUCKEE
CANYON SPRINGS ADMINISTRATIVE DRAFT EIR
TRANSPORTATION AND TRAFFIC
TABLE 4.14-13 2031 INTERSECTION LEVEL OF SERVICE (CONTINUED)
4.14-65
Intersection Control Type
Without Project With Projecta
Total Intersection Worst Movement Total Intersection Worst Movement
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
Delay
(sec/veh) LOS
School PM
Glenshire Drive / Dorchester Drive (west) Side Street Stop 6.8 A 16.3 C 6.8 A 18.5 C
Glenshire Drive / Somerset Drive All-Way Stop 7.4 A 7.5 A 7.7 A 7.8 A
Glenshire Drive / Martis Peak Road Side Street Stop 1.9 A 9.3 A 4.8 A 11.3 B
a Assumes access to the site via Martis Peak Road only.
b The Town of Truckee level of service standard for unsignalized approaches states that an unsignalized movement at LOS F with greater than 4 total vehicle-hours of delay is unacceptable. As
the total delay for this movement is less than 4 vehicle-hours, the LOS is acceptable.
OVF = Overflow. Overflow indicates an excessive delay, which cannot be accurately calculated using HCM methodology.
Source: LSC Transportation Consultants, Inc., August 2012. Canyon Springs Traffic Impact Analysis, Table 13.
TOWN OF TRUCKEE
CANYON SPRINGS DRAFT EIR
TRANSPORTATION AND TRAFFIC
4.14-66
thresholds in 2031 with the proposed project. Therefore, 2031 level of service
impacts would be less than significant.
b. 2031 Intersection Queuing Analysis
As previously described, traffic queues at specific intersections that exceed the
storage capacity of turn lanes or ramps, or that block turn movements at im-
portant nearby intersections or driveways, can cause operational problems
beyond those identified in the level of service analysis. Similar to existing
conditions, the 95th-percentile traffic queue length was reviewed at locations
where queuing could potentially cause traffic problems in 2031. The traffic
queue lengths for the left-turn movement from Glenshire Drive onto Donner
Pass Road during the summer PM peak hour are expected to decrease in the
future, due to the implementation of the Donner Pass Road Extension.
The longest traffic queue length for vehicles stopped on Dorchester Drive
(West) waiting to turn onto Glenshire Drive occurs during the AM peak
hour. The 95th-percentile queue length on this approach is approximately
three vehicles in 2031 without the proposed project. Assuming 25 feet per
vehicle, this equates to a total queue length of about 75 feet. As the nearest
driveway on Dorchester Drive is located about 180 feet from the intersection,
no operational problems are identified without the proposed project. There-
fore, queuing impacts would be less than significant.
c. 2031 Turn Lane Warrants
As discussed above under 2011 conditions, the need for left-turn lanes was
evaluated at the following two locations:
¤ Glenshire Drive at the Western End of Dorchester Drive: Based upon
the 2011 AM and PM peak-hour traffic volumes, an eastbound left-turn
lane is warranted along Glenshire Drive at its intersection with Dorches-
ter Drive (West), with or without the project under future conditions.
The calculated 95th-percentile traffic queue length on the eastbound left-
turn movement is less than one vehicle.
¤ Whitehorse Road/Martis Peak Road Intersection: The traffic volumes
at the Glenshire Drive/Whitehorse Road/Martis Peak Road intersection
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do not warrant a left-turn lane along Glenshire Drive under future condi-
tions, with or without the project. Therefore, a left-turn lane along
Glenshire Drive is not warranted at this location.
The need for right-turn lanes was evaluated at the following two locations:
¤ Glenshire Drive at Dorchester Drive (West): The right-turn lane war-
rant is not met under future conditions, with or without the project.
Therefore, the addition of new right-turn lanes is not warranted.
¤ Whitehorse Road/Martis Peak Road Intersection: The right-turn lane
warrant is not met under future conditions, with or without the project.
Therefore, the addition of new right-turn lanes is not warranted.
Because a left-turn lane is warranted at the Glenshire Drive at the western end
of Dorchester Drive, turn lane impacts would be significant under 2031 condi-
tions.
d. 2031 Roadway Capacity
Table 4.14-15 presents a comparison of 2031 roadway volumes with the perti-
nent standards. The ADT volumes for 2031 conditions were estimated using
the same methodology as the 2011 volumes described above. As shown, all
study roadway segments are expected to operate within the allowable traffic
volume threshold, with or without implementation of the proposed project.
Therefore, roadway capacity impacts at future buildout would be less than
significant.
e. 2031 Local Residential Roadways Impacts
Similar to existing conditions, the increase in traffic on the local roadways as
a result of the proposed project under 2031 conditions would not impact the
traffic volumes on local roadway segments from Somerset Drive to Edin-
burgh Drive given that the Edinburgh access point would be gated for emer-
gency access only. Furthermore, as described under 2011 Local Roadway
Impacts, the segment of Martis Peak Road between Glenshire Drive and the
proposed main project access point would not meet Town standards with the
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TABLE 4.14-15 2031 ROADWAY LEVEL OF SERVICE ANALYSIS
Roadway Segment Jurisdiction Classification
LOS
Threshold
Maximum
Allowable
Volume to Obtain
LOS Standard PM
Peak Hour
Two-Way
Volume
PM
Peak Hour
Peak
Direction
Volume ADTa,b
LOS
Threshold
Exceeded?
Peak
Hour
Per Lane ADT
Without Project
Glenshire Drive, between Donner
Pass Road and Highland Avenue Town of Truckee Minor Arterial D 1,420 -- 1,091 686 11,560 No
Glenshire Drive, between Highland
Avenue and Dorchester Drive (West) Town of Truckee Minor Arterial D 1,420 -- 855 582 8,900 No
Glenshire Drive, between Dorchester
Drive (West) and Somerset Drive Town of Truckee Minor Arterial D 1,420 -- 560 360 5,830 No
Glenshire Drive, between Somerset
Drive and Martis Peak Road Town of Truckee Minor Arterial D 1,420 -- 304 167 3,160 No
Glenshire Drive, between Martis Peak
Road and Hirschdale Road Nevada County Minor Collector C -- 7,600 304 155 3,030 No3
Hirschdale Road, between Glenshire
drive and I-80 Westbound Ramps Nevada County Minor Collector C -- 7,600 532 268 5,300 No
Martis Peak Road, between Glenshire
Drive and Project Access Nevada County Private Road N/Ad N/Ad N/Ad 26 15 250 No
Somerset Drive between Glenshire
Drive and Courtenay Lane Town of Truckee Local Roadway D 500 -- 217 158 2,060 No
Courtenay Lane between Somerset
Drive and Regency Circlee Town of Truckee Local Roadway D 500 -- 62 45 590 No
Regency Circlee Town of Truckee Local Roadway D 500 -- 60 44 570 No
Edinburgh Drivee Town of Truckee Local Roadway D 500 -- 16 12 150 No
With Proposed Project
Glenshire Drive, between Donner
Pass Road and Highland Avenue Town of Truckee Minor Arterial D 1,420 -- 1,122 710 11,890 No
Glenshire Drive, between Highland
Avenue and Dorchester Drive (West) Town of Truckee Minor Arterial D 1,420 -- 934 632 9,720 No
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TABLE 4.14-13 2031 ROADWAY LEVEL OF SERVICE ANALYSIS (CONTINUED)
4.14-69
Roadway Segment Jurisdiction Classification
LOS
Threshold
Maximum
Allowable
Volume to Obtain
LOS Standard PM
Peak Hour
Two-Way
Volume
PM
Peak Hour
Peak
Direction
Volume ADTa,b
LOS
Threshold
Exceeded?
Peak
Hour
Per Lane ADT
Glenshire Drive, between Dorchester
Drive (West) and Somerset Drive Town of Truckee Minor Arterial D 1,420 -- 648 416 6,750 No
Glenshire Drive, between Somerset
Drive and Martis Peak Road Town of Truckee Minor Arterial D 1,420 -- 400 228 4,160 No
Glenshire Drive, between Martis Peak
Road and Hirschdale Road Nevada County Minor Collector C -- 7,600 464 258 4,630 No3
Hirschdale Road, between Glenshire
drive and I-80 Westbound Ramps Nevada County Minor Collector C -- 7,600 683 362 6,810 No
Martis Peak Road, between Glenshire
Drive and Project Access Town of Truckeef Collectorf D 890 -- 283 179 2,680 No
Somerset Drive between Glenshire
Drive and Courtenay Lane Town of Truckee Local Roadway D 500 -- 217 158 2,060 No
Courtenay Lane between Somerset
Drive and Regency Circlee Town of Truckee Local Roadway D 500 -- 62 45 590 No
Regency Circlee Town of Truckee Local Roadway D 500 -- 60 44 570 No
Edinburgh Drivee Town of Truckee Local Roadway D 500 -- 16 12 150 No
Notes: Assumes site access via Martis Peak Road only.
ADT = Average Daily Traffic volume
a ADT is estimated using an ADT-to-peak-hour volume factor calculated from traffic counts, except for local roadways.
b Local roadway ADT is estimated using the ratio of daily to PM peak hour ITE trip rates for single- family dwelling units.
c Although there is no level of service deficiency, this roadway segment has an existing geometric deficiency.
d Nevada County does not have a volume criterion for private roads.
e Traffic volumes are estimated for these roadway segments by applying trip generation rates to the number of dwelling units served.
f Although Martis Peak Road is located outside Town limits, this roadway segment is required to meet Town standards with the project, as the Town is processing the Project Application.
Source: LSC Transportation Consultants, Inc., 2012. Canyon Springs Traffic Impact Analysis, Table 14.
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project. Therefore, the proposed project would not meet the adopted stand-
ard for impacts to local residential roadways and impacts would be significant.
E. Impacts and Mitigation Measures
Impact TRANS-1: The Glenshire Drive/Donner Pass Road intersection
exceeds the LOS thresholds during the PM peak hour in 2011 without the
proposed project. Implementation of the proposed project would exacerbate
an existing deficiency at this intersection, as it would result in increased ve-
hicular delays during the PM peak hour.
Mitigation Measure TRANS-1: The project applicant shall construct a
center turn lane on Donner Pass Road to allow two-stage left-turn
movements to be made from Glenshire Drive. The turn lane shall be
constructed during Phase 1 of project construction and prior to any Par-
cel or Final Map recordation. Project construction shall not exceed a
maximum of 102 single-family lots and eight affordable housing lots until
the completion of the Donner Pass Road Extension is identified in the
CIP, fully funded, or scheduled for completion within three years of the
beginning of Phase 6, or any phase that exceeds 102 single-family lots and
eight affordable lots, of the proposed project.
Significance After Mitigation: Less than significant
Impact TRANS-2: The segment of Martis Peak Road that provides access to
the project site is subject to the Town’s thresholds and would have an ADT
volume exceeding 2,000 vehicles, and it would function as a collector road-
way. This roadway segment has a total pavement width ranging from 20 to
23 feet and does not meet the adopted standard for impacts to local residential
roadways and impacts local roadways under 2011 conditions.
Mitigation Measure TRANS-2: The project applicant shall widen the
segment of Martis Peak Road between Glenshire Drive and the project’s
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main entrance to provide 12-foot travel lanes with 2-foot shoulders dur-
ing Phase 1 of project construction.
Significance After Mitigation: Less than significant.
Impact TRANS-3: Based upon the AM and PM peak-hour traffic volumes,
an eastbound left-turn lane is warranted along Glenshire Drive at its intersec-
tion with Dorchester Drive (West), with or without the project under 2011
and 2031 conditions.
Mitigation Measure TRANS-3: Install an eastbound left-turn lane along
Glenshire Drive at its intersection with Dorchester Drive (West) during
construction Phase 1 of the proposed project. The turn lane shall pro-
vide approximately 50 feet of storage length.
Significance After Mitigation: Less than significant.
Impact TRANS-4: Construction trips added to Glenshire Drive/Donner
Pass Road or the eastbound left-turn lane along Glenshire Drive at its inter-
section with the western end of Dorchester Drive intersection would exacer-
bate these already deficient intersections.
Mitigation Measure TRANS-4: A Construction Traffic Management Plan
shall be prepared and approved by the Town’s Public Works Department
prior to Phase 1 construction of the project.
Significance After Mitigation: Less than significant.
Impact TRANS-5: The existing pavement width on the roadway segment on
Glenshire Drive east of Martis Peak Road currently accommodates 11-foot
travel lanes with no shoulder in some locations and both Nevada County and
Town of Truckee roadway design standards call for 12-foot lanes with 4-foot
shoulders, and maximum grade of eight percent. The increase in traffic from
the proposed project would exacerbate this existing geometric deficiency.
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Mitigation Measure TRANS-5: The project applicant shall fund a safety
study as well as implementation of the recommended safety improve-
ments along this roadway segment as a result of the safety study. The
scope and cost of the study should be reviewed and approved by the
Town prior to the study being conducted. Funding shall be in place pri-
or to the issuance of grading or building permits and safety improve-
ments along Glenshire Drive east of Martis Peak Road should be imple-
mented as a part of Phase 1 construction.
Significance After Mitigation: Less than significant.