HomeMy Public PortalAboutRE_ Questions on TIF charts and info 2015-12-29From:Becky Bucar
To:"Pat Davison"
Cc:Dan Wilkins; "Alex Heyman"; "Alexis Ollar (alexis@mapf.org)"; "arosenfeld@TahoeDonner.com"; Bonnie
Thompson ; "Dale Creighton"; Dan Wilkins; "Gordon Shaw"; "jfj@surewest.net"; John McLaughlin ;
"jrfintel@outlook.com"; Judy Price ; "leslie@lsctahoe.com"; "Owens, Ted (towens@TFHD.COM)"; "Pat Davison
(pat@ca-tt.com)"; Patrick Flora; "Todd Rivera (trivera@ttusd.org)"; Tony Lashbrook
Subject:RE: Questions on TIF charts and info
Date:Tuesday, December 29, 2015 12:33:00 PM
Attachments:Truckee TransCAD 2014 Traffic Model Report (Tables rotated).pdf
Hi Pat,
Thank you for your comments/questions on the Truckee Area AB 1600 Traffic Impact Fee Report. I
responded below. There are a few items on which I need to follow up with LSC, but I wanted to give
you some answers now.
From: Pat Davison [mailto:pat@ca-tt.com]
Sent: Wednesday, December 23, 2015 4:56 PM
To: Becky Bucar
Subject: Questions on TIF charts and info
Hi Becky – here are some items for your consideration:
1) Please provide detail to show reduction in DUEs (Dec. 8 Bucar memo to Working Group re
methodology change, DUEs went from 11,773 to 10,715). This reduction occurred despite
adding Nevada County DUEs to the program. As discussed in the Working Group meeting,
the DUEs changed because a different methodology was used to develop DUEs. In the
proposed draft fee program, DUEs are estimated by applying the DUE per unit identified in
Table 4 to the future growth in land uses (see Table 5). The previous DUE calculation took
into account trip length and used the traffic model to estimate growth in DUEs. We believe
the proposed methodology (which excludes the use of trip length and vehicle miles of
travel) is preferable because it relies primarily on industry standard trip rates that are
updated every 4-5 years.
2) DRAFT Study Comments
Page 1
· Add comment re Placer County Fee Sharing added to previous program? Since we discuss
the inclusion of eastern Nevada County here, it probably makes sense to mention the Placer
County fee sharing agreement as well. I will ask LSC to add a sentence to the final version of
the report.
· October 21, 2015 LSC report – was this sent to the Working Group? Although we did not
provide this report to the working group, we discussed the information that is presented in
the report (how the model was calibrated and the development of the future land uses) in
the working group meetings. I attached the report for your reference.
Page 3
· Table 1 – please show Buildout percentages as we discussed 12/10/15: The table is correct
but I will consider adding a sentence below the table in the final report to state that the
Town is approximately 65% built out (based on PM peak-hour trip generation).
Existing Housing Units are 64% of Buildout, Remaining Growth is 36%
Existing Lodging is xx%, Remaining Growth is xx%
Existing Non-Res Floor Area is xx%, Remaining Growth is xx%
Page 7
Table 2 - Draft TIF Projects
· Thanks for adding the new column with Year project entered Program! Thank you for
reviewing the cost estimates and reducing several costs, most notably the Pioneer
Trail/Bridge Street extension and the roadway shoulder projects (Glenshire Drive, DPR, West
River).
· Three projects with 2014 date should be 2015? Yes but as the final report will be completed
in 2016, we should probably change this to 2016.
· Please provide the new paragraph explaining how private developer contributions or
construction may reduce the cost amount shown in Table 2. This has direct bearing on the
Church Street Extension as the Railyard moves through the Master Plan Amendment
process and decisions are made about what mitigation will be required to offset impacts.
We propose to add this language to the report: “In some instances, roadway connections (or
portions of roadway connections) that are in the TIF project list are also required to serve
new development (e.g. Pioneer Trail and Bridge Street Extensions). If the roadway has not
been built prior to the development which requires it for access, the private development
would be responsible for funding and constructing the portion of the roadway that serves
the development. Traffic Impact Fees would not be used to reimburse the construction costs
and the project cost included in the Traffic Impact Fee Program would be adjusted
accordingly (reduced to account for the portion of the roadway that was built by private
development). Adjustments to the TIF project costs will occur annually during the AB 1600
Traffic Impact Fee annual report and public hearing. This hearing is held to comply with the
provisions of Government Code Section 66006, which requires each public entity that
collects AB 1600 fees to provide an annual report and to hold an annual public hearing that
discloses the amount of fees collected during the previous fiscal year, as well as the amount
of interest earned on those fees. The statute also requires that the public entity disclose the
amount of funds which have been spent on given projects over the previous fiscal year.”
· Josh Pack told me on Tuesday that the County has been paying the Town a small amount of
money every year as their contribution towards the Town fee program. Why isn’t that
shown on Table 2? This amount is included in the “Cumulative AB 1600 Funds in Account as
of July 1, 2015.” We can add a note to the final report clarifying this.
Page 11
Table 3
Notes text – what does “achieve” LOS standards mean? Does it mean “reach the limit” or exceed
the standard? – “Achieve” means the LOS standards are met or the LOS does not exceed the
standard.
Page 12
Capacity improvements – please clarify or add text to distinguish between improvements done to
add capacity (reduce congestion/increase volume) and improvements done for safety. Adding
shoulders does not add capacity – there isn’t a new travel lane being added. Adding shoulders does
improve the safety condition of the roadway for drivers and bicyclists, and sometimes for
pedestrians if there is no walkway along the road. Over $4 million in Traffic Impact Fee funding is
proposed for shoulders. Please help the reader understand the difference in rationale for the
improvement. It also raises the question about Table 3 (page 11) display of Existing and Future
Traffic Volumes – the shoulders don’t add capacity so does Volume need to be shown? I will talk to
LSC about adding some additional information on Page 5 regarding non-capacity project
identification. However, as described on Page 12, traffic volumes are used for estimating future
development’s funding responsibility for all projects (capacity and safety). So, it is necessary to show
traffic volumes in Table 3.
Page 13
% of Projects Eligible for Funding/i.e. Implementation – Why is this column here? I am having a hard
time understanding the text on page 13. The TIF Funding column with dollar amount relates to the
other column labeled “% of Total funding that is the responsibility of Future Development in TIF
area.” The TIF Funding column with dollar amount is what is used to calculate the fee. There is no
corresponding column with dollar amount to show the % of project costs Eligible for
Implementation. Maybe if you and I talk about this piece of information, I could understand it
better? As we discussed, the % Eligible is not used to estimate the fee but will be used to determine
how much of a project can be funded with AB 1600 TIF when it is implemented. I will double check
with LSC on some of the percentages we discussed to make sure they are correct.
Topics from our LGAC meeting 12/21:
1) Eastern Placer County Improvements at $7,886,941 – please provide the current list with
project-specific amounts. Also, why isn’t the Placer County contribution to the Town shown
as a wash to offset the Placer County project costs? This information is provided in the 2005
Joint Truckee and Placer County Fee Study and the 2007 Town of Truckee AB 1600 Traffic
Impact Fee Study. I will provide an explanation of this in a separate email.
2) Hirschdale – We do not support the 83%/17% cost share allocation. We think Nevada
County should cover a larger share because the roadway today has safety concerns. There
is no paved shoulder for much of the roadway and in some places there is no shoulder, just
the gutter and hillside or slope. Also, we think the same 40% concept about routine O&M
should be applied to this project as was done for West River, DPR, and Glenshire Drive. The
proposal is to expand the fee program area to include some parcels in Nevada County. As
Nevada County parcels would pay traffic impact fees, they would contribute to the overall
fee program. The formula used to determine the cost allocation for this project is consistent
with the formula used for all other projects in the fee program. I am discussing this project
with Nevada County staff in further detail and will provide an update when one is available.
3) Please explain what happened to the fund balance as a result of the Eastern Undercrossing
being removed from the list. The collection of fees prior to this update was based on that
$6 million placeholder along with all the other projects. Wouldn’t there be a quantified
surplus to apply toward the fund balance, like a credit? I do not mean giving back fees to
those who paid them but a way to show that collected money being transferred to other
projects. The fees that have already been collected for the Eastern Undercrossing are
included in the “Cumulative AB 1600 Funds in Account as of July 1, 2015” identified in Table
2. Although the project is no longer in the fee program, any fees collected for the project
are in the current fund balance. This fund balance is subtracted from the total improvement
costs to calculate the “Additional Funds Not Yet Collected” also show in Table 2. Therefore,
the fact that these fees have been collected decreases the overall fee.
There is a lot to digest. I’ll be around next week with the exception of next Friday, January 1.
Pat Davison
Executive Director
Contractors Association of Truckee Tahoe
12313 Soaring Way, Suite 1G, Truckee, CA 96161
phone 530-550-9999
fax 530-550-9998
www.ca-tt.com
pat@ca-tt.com
TRUCKEE TRANSCAD 2014 TRAFFIC MODEL REPORT
LSC TRANSPORTATION CONSULTANTS, INC.
OCTOBER 21, 2015
INTRODUCTION
This memorandum documents the update of a computer‐based transportation model for the
Town of Truckee, California, as well as for nearby areas that significantly impact Town traffic
conditions. Besides documenting the model itself, this memorandum also presents an
explanation of the development of land use quantities used in the model.
Overview of the Modeling Process
A transportation network model is a computerized representation of the transportation system.
A model is useful for comparing the impacts of various growth assumptions and for evaluating
alternative transportation improvement programs. A model allows the use of specific
projections of land use growth within the region, accounting for subarea development.
Computerized transportation models are also the best means by which to evaluate the
interchange of traffic between various land uses, and to consider the effects of traffic
congestion on travel times and driver route choice.
Among the various computer software modeling packages, the “TransCAD” software package
was selected for the Town of Truckee model as it provides the necessary modeling capabilities
while providing GIS opportunities that can be used to coordinate transportation and land use
planning and to better communicate the results of the traffic analyses in graphical forms. The
version of TransCAD used in this model update is TransCAD 5.0. In addition, it is well‐supported
by its developer and is being used by many other agencies in the region.
Transportation models, by definition, are representations of travel choices made by individuals
across a geographic area, impacting physical structures such as roads, bridges, parking areas,
and intersections. Each model should rely on sound behavioral theory of how individuals make
travel choices. The structure of choice sequences suggested by the model and the variables
used in the model should reflect a logical process of decision‐making followed by travelers in
deciding when, where, and how to travel.
The travel choices of individuals are often represented in the United States by what is referred
to as the “four‐step process.” These four steps represent the thought processes of the
individual. The individual makes four travel decisions as follows: (1) the decision that a trip is
necessary to fulfill some need or purpose (generation), (2) the decision where that
need/purpose is best fulfilled (distribution), (3) the decision of which means is best to get there
(mode choice), and (4) the decision of which route to take (trip assignment).
TransCAD Model Report Page 2 October 21, 2015
Geographic patterns are represented by data considered to be at the heart of individual travel
decisions: where people live, where people work, and where people recreate, shop, or
otherwise interact. The specific data used in this project are discussed more fully below.
Land use quantities are represented by a series of Traffic Analysis Zones (TAZs). A total of 140
TAZs were defined to encompass the model area. TAZs were generally defined to follow
property lines, and to accurately reflect vehicular access to/from the roadway network. As
discussed in detail below, land use quantities were developed to reflect existing uses within
each TAZ.
The physical structures of travel are represented through a combination of links (roadways) and
nodes (intersections or transfer points). Zone centroids are special types of nodes associated
with both the TAZ data mentioned above and the origins and destinations of an individual's
trips. The links typically have a travel time associated with them, either explicitly given or
inferred from speed and distance information.
As with any representation of a real system, there are associated limitations. To minimize the
effects of these limitations, the model is "calibrated" so that it matches reality for all critical
links in the system. In other words, adjustments are made until the modeled traffic volumes
approximate existing traffic volumes, often referred to as "ground counts." Once the model is
calibrated, then and only then can the model be used to estimate future travel patterns and
volumes.
Model Study Area
The model area is shown in Figure 1. The model was developed to encompass the Town of
Truckee (TAZs 1 – 93) as well as the following areas:
Martis Valley (including Northstar) in Placer County (TAZ 100 – 105 and 108 – 138)
The Ponderosa Palisades neighborhood in Placer County (TAZ 106 ‐107)
The Raley’s property immediately east of Glenshire and nearby residences accessed off of
Hirschdale Road in Nevada County (TAZ 200‐203)
The Tahoe – Truckee Airport Area in Nevada County (TAZ 204 ‐ 205)
The parcels immediately west of Tahoe Donner in Nevada County (TAZ 206‐207)
The study area has the following external nodes, as also shown in Figure 1:
I‐80 west of the Donner Lake Road interchange
I‐80 east of the Hirschdale Road interchange
SR 89 north of Alder Creek Road
SR 89 south of West River Street
Donner Pass Road west of Wolfe Drive
TransCAD Model Report Page 3 October 21, 2015
Hirschdale Road north of I‐80
SR 267 south at Brockway Summit
Development of 2014 Design Volumes
Consistent with the 2009 Traffic Model, the 2014 model reflects the 10th‐highest summer PM
peak‐hour volume as the design period. During the summer of 2014, fourteen intersections
were counted within the Town of Truckee in order to obtain PM peak hour turning movement
volumes. Since these intersections were counted on different days, they were adjusted to
represent a single particular design day. Per the Town of Truckee's General Plan, the design day
is the weekday in which the 10th highest PM peak hour occurs. A semi‐permanent roadway
volume counter was set up on Donner Pass Road approximately 600 feet west of the
intersection with State Route 89 South and Frates Lane. 24 hour 2‐way traffic volumes were
collected at this location during the peak summer months. The highest daily PM peak‐hour
volume for each weekday was determined, and the top ten ranked days were tabulated. It was
thus determined that August 6th, 2014 was the design day. A factor was created for each day
over the course of the entire summer, equal to the count at the semi‐permanent count location
on the day of the intersection count to the count at the semi‐permanent count location on the
design day. The intersection count volumes were adjusted by this factor, to estimate
intersection volumes on the design day.
Transportation Network and Zonal Structure
The transportation network in a travel demand model is a simplified representation of the real
world. While it is simplified, it should contain all of the route options available for individuals in
order to have useful forecasting properties. The model represents the actual network as a
series of links and nodes. The 2009 Model network, link and node data, default values, zonal
structure, and model parameters were used as a starting point for model development
While default values were identified for each category, changes from these default values were
made as part of the calibration process (as discussed below) to reflect differences in conditions,
especially speeds in more congested areas or where site visits indicate speeds deviate
substantially from posted speeds. However, the default values of each roadway type were as
follows:
Interstate Highways
Capacity = 2,000 vehicles per hour per lane
Travel Speed = 65 miles per hour
Other State Highways (Major Arterials)
Capacity = 1,600 vehicles per hour per lane
Travel Speed = 55 miles per hour
TransCAD Model Report Page 4 October 21, 2015
Minor Arterials
Capacity = 1,000 vehicles per hour per lane
Travel Speed = 35 miles per hour
Local Streets
Capacity = 500 vehicles per hour per lane
Travel Speed = 25 miles per hour
The TAZ structure remained unchanged from the 2009 model. Maps depicting the TAZ
boundaries and link network may be found in Figures 1 and 2.
The TAZ structure was specifically developed to accurately model traffic volumes through the
intersections identified below:
North/South Roadway East/West Roadway
South Shore Drive Donner Pass Road
I‐80 West Interchange Donner Pass Road
Northwoods Boulevard Donner Pass Road
SR 89 South Donner Pass Road
I‐80 Central Interchange Donner Pass Road
McIver Crossing Donner Pass Road
Spring Street Donner Pass Road
Bridge Street Donner Pass Road
Church Street Donner Pass Road
Keiser Avenue Donner Pass Road
Glenshire Drive Donner Pass Road
I‐80 East Interchange Donner Pass Road
Northwoods Boulevard Northwoods Boulevard
SR 89 North Alder Creek Road
SR 89 North Prosser Dam Road/Alder Drive
SR 89 North Donner Pass Road
Donner Pass Road Pioneer Trail
SR 89 South I‐80 Interchange
SR 89 South Deerfield Drive
SR 89 South West River Street
SR 267 I‐80 Interchange
SR 267 Brockway Road/Soaring Way
SR 267 Airport Road/Schaffer Mill Road
SR 267 Northstar Drive
Hirschdale Road I‐80 Interchange
Prosser Village Road/Overland Trail I‐80 Interchange
TransCAD Model Report Page 5 October 21, 2015
North/South Roadway East/West Roadway
Donner Lake Road I‐80 Interchange
Hirschdale Road Glenshire Drive
Brockway Road West River Street
Brockway Road South River Street
Brockway Road Old Brockway Road
Brockway Road Palisades Drive
Brockway Road Martis Valley Road
McIver Crossing West River Street
Comstock Way Alder Drive
Bridge Street Jibboom Street
While the model generates intersection traffic volumes at the other intersections in the study
area, the TAZ/link structure may not accurately reflect actual nearby access patterns, due to
simplification of the centroid connectors.
Modal Split Analysis
Modal split (also known as mode choice) is the step in transportation modeling that estimates
the portion of trips made using various modes. In general, the available modes will vary by area
and level of detail in the model, but may include drive‐alone auto, shared‐ride auto, local bus,
bicycle, and pedestrian. According to the 2009‐2013 American Community Survey 5‐Year
Estimates, residents of Truckee use the following modes to travel to work:
Mode Percentage of Total to Work Travel
Drove Alone 77.4%
Carpooled 10.1%
Public Transit 0.6%
Motorcycle, Bicycle, Other Means 0.8%
Walked 0.9%
Worked at Home 10.2%
As the percentage of non‐vehicular travel within the town is so small, including mode split in
the analysis would greatly complicate the model with no likely benefit to accuracy. The model
therefore considers vehicular traffic only (a vehicle‐trip model) rather than all transportation
modes. It is more accurate to estimate bicycle, pedestrian, and transit travel directly rather
than through a mode split model.
TransCAD Model Report Page 6 October 21, 2015
Trip Generation
Trip ends are classified as being either a production (defined as either end of a home‐based trip
or origin of a non‐home based trip) or an attraction (the non‐home end of a home‐based trip or
the destination end of a non‐home based trip). Separate models are typically used to predict
productions and attractions. Variables used as predictors of trip productions usually include
information regarding household income, auto ownership, number of workers per household,
residential density, and distance of zone from the central business district. Trip attraction
predictors usually include zonal employment levels, zonal floor space, and/or accessibility to
the work force.
Land Use Data
New residential and non‐residential land uses constructed in the model area from September
2009 to September 2014 were added to the land uses identified as part of the 2009 traffic
model.
Town of Truckee
New Single Family Dwelling Units (SFDUs) – Copies of building permit data for new SFDU's
from 9/1/2009 to 7/31/2014 were reviewed. Each new residence was assigned to a TAZ
using TransCAD and the latest parcel and street GIS files from the Town of Truckee.
Demolished Residential Units – Copies of demolition permits were reviewed for the same
time period. Demolished units were then removed from the land uses in the appropriate
TAZ.
New Secondary Units – Hard copy reports of new residential additions for the same time
period were reviewed as well as new SFDU’s that built a second unit at the time of
construction. New units were added to the Multi‐Family Dwelling Units (MFDU) Full Time
land use totals. The percentage of illegal second units is assumed to remains the same and
traffic generated by these units is effectively included in the SFDU trip generation rate.
New Multi‐Family Units And Commercial Developments – The Town Planning Department
provided a list of new multi‐family and commercial developments which required land use
permits and were completed as of August 2014.
Commercial Remodels – The Town also provided a list of building permits for commercial
remodels. These were reviewed and compared to 2009 land uses to determine if there were
changes in the type of use.
TTUSD Schools – The existing size of all Tahoe Truckee Unified School District (TTUSD)
schools and other facilities within the Town was obtain from the TTUSD Facilities Master
TransCAD Model Report Page 7 October 21, 2015
Plan (April 2014) as is shown in Table 1. Since the model estimates summer time conditions
when the TTUSD schools are not in session, the total square footage was not used to
determine traffic volumes directly. Instead, the maintenance and operations building was
assumed to be light industrial and number of office employees during the summer was
obtained from TTUSD staff, which was then converted to an equivalent area of General
Office land use. The conversion factor of 313 average square feet per office employee was
based on the Institute of Transportation Engineers Trip Generation Manual (9th Edition). The
equivalent general office square footage was then included in the existing land uses.
Special Generators – Land uses which do not fit into the traditional residential or
commercial land use categories are considered as “special generators” and specific peak‐
hour trip estimates developed for entry in the model. In Truckee, these special generators
consist of the Teichert Boca Quarry, US Post Offices, Sierra College, Tahoe Forest Hospital,
Truckee Community Recreation Center, and the Truckee‐Tahoe Airport. Each of these
facilities was contacted directly to determine changes in activity and trip generation.
Placer County
New residential and commercial building permit data for development with a documented final
inspection between September 2009 and August 1, 2014 for the Martis Valley area was
obtained from the Placer County GIS Department. New uses were assigned to the correct TAZ
using County GIS parcel maps.
Seasonal Home Percentage
The number of full time and part time dwelling units was estimated using a seasonal home
percentage developed for each TAZ. The most recent census data available was from the 2010
US Census. The following changes were found compared to the 2000 Census data, which was
used in the last model:
Western Truckee (Tahoe Donner, Donner Lake) increased from 64 percent seasonal in 2000
to 66 percent seasonal homes in 2010.
Eastern/Central Truckee also increased from 11 percent seasonal in 2000 to 16 percent in
2010.
Overall in Truckee the percentage of seasonal homes remain slightly less than half (47.4
percent in 2010).
The Placer County portion of the model went from 60 percent seasonal homes in 2000 to 73
percent in 2010.
The updated seasonal home percentages were applied to new dwelling units.
TransCAD Model Report Page 8 October 21, 2015
The total existing land use data by TAZ is presented in Table 2.
Trip Productions
For Home‐Based Work (HBW) trips, the production end is always at the residence location.
Therefore, dwelling units or lodging facilities typically create many trip productions. The other
end of a HBW trip is always an attraction. Places of employment "generate" trip attractions for
HBW trips. To restate, the production ends of home‐to‐work and work‐to‐home trips are both
at the residence. The definition for Home‐Based Other (HBO) trips (non‐work trips with one end
at home) is the same: the residential end of the trip is always the production. The other end of
the trip is always the attraction. In contrast, for Non‐Home Based (NHB), Internal‐to‐External
(IE) trips, External‐to‐Internal (EI) trips, and External‐External (EE) trip productions are the
origins of the trip and trip attractions are the destinations.
In this model, the number of residential dwelling units was used to calculate trip productions.
Specifically, the number of single‐family permanent homes, single‐family vacation homes,
multi‐family permanent homes, multi‐family vacation homes, and mobile homes were used.
The Martis Valley Single Family Dwelling Unit trip rate was reduced by 10 percent, since the last
model, in order to model the increase in second homes in that area.
Trip Attractions
Trip attractions are created from non‐residential land uses. Trip rates for the non‐residential
land uses remained unchanged, except for a 10 percent reduction in the Martis Valley General
Commercial trip rate (to calibrate the model against observed volumes in this area). Trip
generation rates for all trip attraction land uses are presented in the second column of Table 3.
Trip Purposes
The definitions of productions and attractions depend somewhat upon the trip type being
considered. The model uses the same seven trip types as the 2009 model:
(1) Home‐Based Work (HBW)
(2) Home‐Based Other (HBO)
(3) Non‐Home Based (NHB)
(4) Home‐Based Recreational (REC)
(5) Internal‐External Trips (IE)
(6) External‐Internal Trips (EI)
(7) External‐External Trips (EE)
The percentage of each land use trip rate that generates each trip type was estimated, as
summarized in Table 3. These splits are based upon the previous model, LSC’s knowledge of
travel patterns in the area and calibration to make productions and attractions in the model
area balance. The resulting productions and attractions generated by TAZ are shown in Table
4.
TransCAD Model Report Page 9 October 21, 2015
Trip Distribution
Trip distribution is the process of connecting the trip ends which have been generated for each
of the analysis areas or TAZs. It is during this step that the linkage is made between all the trip
productions and attractions. Trip distribution is a significant element of the process because the
trips between zones (trip interchanges) must eventually be accommodated by the
transportation system. The distribution of trips is essential to estimating the traffic volumes on
individual links and determining a level of service.
The particular trip distribution model which was used is a form of the Gravity Model. This
Model is the standard formula used as the basis for transportation models, and is similar to the
physical equation reflecting the force of gravity between heavenly bodies (such as planets). For
transportation planning purposes, the distribution of trips is directly proportional to the
quantity of productions and attractions in any pair of TAZs, and inversely proportional to a
function of the travel time and distance between the pair. Data for trip distribution include the
coded network for estimation of the travel time between TAZs, the productions and attractions
by trip purpose from trip generation, and the gravity model parameters. Minimum travel time
paths are computed for each of the possible origin and destination pairs. These travel times are
then used to represent the spatial separation of the different origin and destination pairs.
The result of trip distribution is a trip table that indicates the number of productions for each
analysis zone that is attracted by each zone. The friction factor method was used for this model
as well as the previous model, as it provided for better calibration of the friction factors by trip
type. The friction factor method uses a friction factor lookup table to estimate friction factors
for trips of different types and travel times. A friction factor lookup table relates the impedance
between zones to the attractiveness between zones and is shown in Table 5.
Conversion of Productions and Attractions to Origins and Destinations
As productions and attractions are not the same as origins and destinations, the results of trip
distribution (a production/attraction matrix) must be converted to origins and destinations.
This is done by estimating the percent of each trip production and attraction that departs and
returns during the peak hour. General assumptions used in this conversion were the same as
the previous modal, as follows:
95 percent of the home‐based work trip productions return during the peak hour, while 5
percent depart.
40 percent of the home‐based other trip productions return during the peak hour, while 60
percent depart.
100 percent of the non‐home‐based trip productions depart during the peak hour (please
note that a non‐home‐based production is defined as the trip origin).
TransCAD Model Report Page 10 October 21, 2015
85 percent of the recreational trip productions return during the peak hour, while 15
percent depart.
External Trips
External trips are trips with an origin or destination outside of the model area. External trips
were not changed from those identified in the 2009 model, as shown in Table 6.
Trip Assignment
Trip assignment models are used to estimate traffic flow on the network, using the origin‐
destination pairs generated in trip distribution. The assignment of trips to the network relies on
the determination of routes through the network based on the impedance or travel time of
each link. The Stochastic User‐Equilibrium method, which uses an iterative process to achieve a
solution based upon travel time and capacity, was used in the model. The solution reached is an
assignment in which no travelers can improve their travel times by shifting routes or a state of
“user‐equilibrium.” In each iteration network link flows are computed, which incorporate link
capacity restraint effects and flow‐dependent travel times. Stochastic user‐equilibrium assumes
travelers do not have perfect information concerning network attributes and/or they perceive
travel costs in different ways. The model is designed to stop iterating once adequate
equilibrium is reached. As roadways become more congested in the future, more iterations will
be needed. As roadways begin to approach capacity, the travel time along those roadways is
recalculated in the traffic assignment procedure. The newly‐calculated travel times are then
used to assign another portion of the traffic.
Model Calibration Process
The first steps in the calibration process are to conduct both screenline analyses and a point
validation analysis. Screenline analysis is one way to compare the results of trip assignment
with the traffic counts on roads, and to calibrate overall traffic generation rates and gravity
model parameters. More precisely, it is a process of comparing the directional sum of ground
count traffic volumes across a screenline or a cordon line with the directional sum of the
assigned traffic volumes across the same screenline or cordon line. Screenline analysis is a
useful tool for the calibration of trip assignment models, and it can also be used for the more
general purpose of calculating flows that cross a screenline.
A screenline is an imaginary line on a map, composed of one or more straight line segments. A
screenline can run across a number of network links. In screenline analysis, all the links crossed
by each screenline form a group for which the total directional ground traffic counts and the
total directional assigned volumes are calculated. The ratio between the two sums is then used
as an indicator for the accuracy of the assignment results at the screenline location. The
average of the ratios over all the screenlines can be used as a measure of the overall accuracy
TransCAD Model Report Page 11 October 21, 2015
of the trip assignment. The screenlines used in the calibration process are shown in Figure 3
and the results of the screenline analysis are summarized in Table 7.
Point validation represents a higher standard for calibration than is typically used. Not only are
overall flows of traffic volumes compared, but also site‐specific volumes. A calibrated model
should provide results which are reasonably close for major links in the street network. Table 8
shows the two‐way volume error range used in calibrating the network. For low‐volume links, a
larger error range is acceptable because of the lack of congestion. As an example, a difference
of 100 percent for volumes less than 100 vehicles per hour has little effect on congestion
because little roadway capacity is being used. For higher volume roadways, the percentage
error must be much smaller. These criteria are much more stringent than those suggested in
Highway Traffic Data for Urbanized Area Project Planning and Design (N.J. Pederson and D.R.
Samdahl, 1982). There are no similar published data for rural or resort areas.
The following calibration adjustments were made to the model network during the previous
calibrations in 2009:
A thirty‐second delay was added to all on/off I‐80 ramps, as in general drivers in rural areas
avoid using a freeway unless it provides a travel time benefit. This factor was necessary to
result in adequate calibration on roadways that parallel I‐80.
A 1.5‐minute delay was added to the I‐80 westbound off ramp at SR 267/SR 89 North
interchange. The thirty second delay was removed from I‐80 eastbound on ramp at SR 89
South interchange and from I‐80 eastbound off ramp at Donner Pass Road western
interchange.
A ten‐second delay was added to Bridge Street between Donner Pass Road and West River
Street to reflect the fact that some drivers avoid this roadway segment to avoid possible
delays due to a train traveling though the at‐grade intersection.
A one‐minute delay was added to I‐80 westbound between the Hirschdale and Old
Greenwood interchanges to represent the agricultural check station.
A thirty‐second delay was added to the left turn out of the Gateway shopping center onto
Donner Pass Road.
A fifteen‐second delay was added to the southbound left turn from SR 89 South onto West
River Street.
Additionally, several speeds were adjusted to better reflect the actual speed and travel time
on the link.
TransCAD Model Report Page 12 October 21, 2015
During the current 2014/15 modeling process, the following changes were made to the model
network to better calibrate against 2014 existing observed counts:
The standard 30‐second delay for the westbound on ramp, at the intersection of SR 267/I‐
80, was reduced to 3 seconds.
The standard 30‐second delay for the eastbound on ramp, at the intersection of SR 267/I‐
80, was removed.
The standard 30‐second delay for the eastbound on ramp, at the intersection of SR 89
South/I‐80, was added back.
The standard 30‐second delay for the westbound off ramp at the intersection of Donner
Pass Road/I‐80 central interchange (near the McIver roundabout) was removed.
A 3.6‐second (.06 minute) delay was added for eastbound right turns at the intersection of
Donner Pass Road/Bridge Street.
Speeds on roadway links in downtown Truckee and near the Gateway Shopping Center
were adjusted slightly to better reflect traffic patterns in these areas.
Challenges Associated with the Model Calibration Process
The following are some of the challenges encountered during the development of the model:
Modeling an urban area through which a freeway travels can be difficult because it greatly
increases the number of route choices available to drivers. The fact that the Truckee model
area contains eight I‐80 interchanges adds to this difficulty. This is one factor that required
the calibration of delays on freeway ramps.
Because of the wide variation in traffic activity associated with visitor traffic in a resort
areas such as Truckee, the development of calibration counts must rely more on estimating
design day volumes than in an area which has a more typical day‐to‐day travel pattern.
While the number of TAZs used in the model was relatively high for the size of the study
area, there were still specific links accessing residential neighborhoods that the TAZ system
was not intended to accurately model.
Some commercial centers in Truckee have higher activity and resulting traffic generation
per square foot than do others.
TransCAD Model Report Page 13 October 21, 2015
Model Calibration Results
Iterative adjustments were made to the network model until the modeled link volumes were
within the acceptable error ranges for observed volumes on a total of 43 key links within the
network. Model parameters which establish the base‐year model will be used in modeling the
future growth projections and will be used to evaluate alternate transportation network
improvements.
All study roadway segment’s model generated volumes and observed volumes, as well as a
comparison to standard error ranges, are presented in Table 9. A discussion of the areas in
which the model did not calibrate within the target error range is follows:
Bridge Street – South of Donner Pass Road: The model in this area results in a volume
exceeding the observed count by 207 total vehicles (or 6% above the calibration range). This
may reflect that drivers tend to avoid this route due to the potential delays of train
crossings. However, other links in the vicinity calibrate well, and modifying travel speeds or
delays on this link resulted in a worse overall calibration in the downtown area.
I‐80 Eastbound On‐Ramp – East of SR 267: The model underestimated volumes by 213
vehicles (or 8% below the calibration range) at this location. This may reflect an unusually
high level of external travel heading to the Tahoe Basin or Martis Valley on the day of
counts. Various adjustments to better calibrate at this location only resulted in worse
overall calibration at other points.
Donner Pass Road – South of Pioneer Trail: The model is lower than the calibration range on
this section of roadway by only 1 percent. This is considered to be insignificant and does not
need adjusting.
Donner Pass Road – North of Pioneer Trail and SR 89 North – North of Donner Pass Road:
The traffic counts conducted at SR 89 North and Donner Pass Road were unusually high, and
do not correlate with other counts in the area, or counts conducted in previous years. There
may have been an unusual occurrence on the day of this count (such as a roadway closure
on other routes) that impacted the volumes.
SR 267 – South of Brockway Road: Model volumes which are 7% above the calibration range
at this location may be a result in variation in travel to/from Martis Valley and the Tahoe
Basin. A review of the volumes on Soaring Way (a parallel route to the land uses around the
airport) indicated that this was not a result of poor assignment between these two
roadways. Any calibration efforts to fix this specific location only resulted in poorer overall
calibration in the vicinity.
TransCAD Model Report Page 14 October 21, 2015
On the other hand, the model calibrates particularly well in the Tahoe Donner and western
Donner Pass Road area, which is important for current planning purposes.
The use of this model should be limited to estimating traffic growth in the model area. If the
model data does not match existing data well in some places, this can be somewhat corrected
by the fact that future volumes will be estimated by adding the difference between the existing
and future model traffic volumes to the latest existing traffic volumes.
Please note the model has not been calibrated for I‐80 links through Truckee, as the volumes
that occur on I‐80 vary greatly by day and season, and are mostly dependent on factors
occurring outside of the study area. This model should not be used to forecast future volumes
on I‐80 mainline links.
Comparison of Model Calibration to Caltrans Standards
LSC also checked the model‐generated traffic volumes to the standards established in Travel
Forecasting Guidelines (California Department of Transportation, November 1992). These
standards and the Truckee Traffic Model's consistency with these standards are summarized as
follows:
All of the screenlines should be within their maximum desirable deviation, which ranges
from 30 to 60 percent depending on total volume. All screenlines analyzed for the Truckee
traffic model are within their desired range.
A minimum of 75 percent of the roadway links should be within their maximum desirable
deviation, which ranges from approximately 5 to 60 percent depending on total volume. As
the Caltrans standards are meant to be applied to models which generally do not contain
local roads (such as the Truckee traffic model), the maximum percent desirable deviation
identified in Table 9 was assumed to be more appropriate than those identified in the
Caltrans model. Using these percent deviations, the model results indicate that 86 percent
of the link volumes are within the acceptable error ranges, exceeding the standard.
The model‐wide correlation coefficient or R2 value should be greater than 0.88. The Truckee
traffic model results indicate an R2 value of 0.90, exceeding the standard.
The maximum acceptable Root Mean Square Error (RMSE) should not exceed 40 percent.
The Truckee traffic model results in a RSME equal to 26 percent, attaining the standard.
In sum, the model exceeds all Caltrans model calibration standards.
Another check on model validity is a review of trip distribution patterns. Figure 4 presents a
graphic showing how all traffic on SR 267 between I‐80 and Brockway Road (the Bypass)
distributes over the remainder of the model network. The volume of traffic on any one link that
is also on the Bypass link is represented by the width of the green line. The conclusion that this
TransCAD Model Report Page 15 October 21, 2015
modeled distribution pattern reflects our observations of typical observed traffic patterns
indicates that the model is functioning as should be expected. Figure 5 presents a similar
graphic for traffic crossing the railroad tracks at Bridge Street, which is also a reasonable
distribution pattern considering typical observed traffic patterns.
FUTURE TRAFFIC MODEL
The starting point for the future model is the 2014 calibrated traffic model. From there the land
uses, external trips, and the network were updated and adjusted to reflect buildout of model
area.
Land Use Data
Land uses for the future correspond to the build out of the Truckee General Plan. These land
uses were developed by adding the difference between 2014 land uses and general plan build
out land use to the 2014 land uses for all Traffic Analysis Zones (TAZs), with the following
exceptions:
The percentage of second homes, as discussed in the Calibration Memo, was applied to all
single family dwelling units.
The number of future legal second units was estimated using the following two‐part
approach. First, building records from 2009‐2014 show that for every 1,000 new Single
Family Dwelling Units (SFDUs) built, 12 will have a second unit built with them. This rate was
applied to the 4,284 new SFDU's in Truckee (between 2014 and buildout) to identify 51
second units. These units were allocated to TAZs based upon the proportion of future
SFDUs in each. Secondly, the number of lots with existing SFDU's that will build a second
unit was estimated from the 2003‐2014 data. This data shows that an average of 2.5 second
units were built on developed lots (town‐wide) each year. We assumed this trend will
continue, indicating that in the next 20 years a total of 50 second units will be built on
currently‐developed lots. The 51 units associated with future SFDU development were
allocated to TAZs based upon the proportion of future SFDUs in each, while the 50 units
associated with existing developed lots were allocated based on the proportion of existing
SFDUs in each.
Canyon Springs (TAZ 93) – Land uses were drawn from the Canyon Springs Traffic Impact
Analysis (LSC, August 27, 2012).
Hilltop (TAZ 55) – Updated land uses obtained from the Hilltop/Pollard/Reynolds Focused
Traffic Study (LSC, July 1, 2013).
PC‐1 (TAZ 8) – Updated land uses obtained from the PC‐1 Coldstream Specific Plan Traffic
Impact Analysis (LSC, July 23, 2012).
TransCAD Model Report Page 16 October 21, 2015
PC‐2 (TAZ 77 and 78) ‐ Town of Truckee planning staff provided development totals for the
Grays Crossing development as of November 2010. No changes were made from the land
uses assumed in the previous model.
PC‐3 (TAZ 60‐62) – Updated land uses obtained from the Town for PC‐3 Joerger Ranch on
December 30, 2014.
Railyard (TAZ 48‐51) – Land uses were drawn from the Truckee Railyard Master Plan EIR
(July 2, 2009). An adjustment from the previous model was made regarding the conversion
of the proposed movie theater to the model’s commercial land use category.
Pioneer Trail Area (TAZ 79 and 26) – Town of Truckee planning and engineering staff
provided future development total for TAZ 79 which includes Pioneer Commerce Center,
Pioneer East area, Old Forest Service building, and Bob Gales’ property. Additionally for TAZ
26, a general plan land use designation of light industrial and a FAR of 0.1 were used. These
updates reduced the trip generation by about 36 percent compared to the 2009 Model
estimates.
Land use assumptions for the Old Corp Yard and the Arnold Property (TAZ 25) were updated
based on updated zoning and the West River Redevelopment Feasibility Study.
Office development in the vacant parcels that are owned by the Tahoe‐Truckee Sanitation
Agency along Joerger Drive (TAZ 67) were significantly reduced as T‐TSA has indicated they
have limited plans to develop.
TTUSD Schools – No change in the equivalent general office or light industrial square
footage was included in the future land uses, as no significant change in the summer usage
is planned.
Future Build‐Out land uses are shown in Table 10. The 2014 existing trip generation rates were
then applied to these land uses by trip type to obtain the number of production and attractions
by TAZ, as shown in Table 11.
External Trips
External to external trips (though trips without a stop in the model area) remained unchanged
from the 2009 Model.
External to internal and internal to external trips are any trip with either an origin or destination
in the model area. It was first assumed that these trips were to remain unchanged since the
2009 Model, but the resulting volumes at the external points on SR 89 South and SR 267 were
TransCAD Model Report Page 17 October 21, 2015
too high when compared with forecasts generated by traffic analyses in the Tahoe and Squaw
Valley areas. Therefore, the total external in and out volumes were reduced by 6 percent for SR
89 South and 8 percent for SR 267, as shown in Table 12. As a check, the growth in volumes on
these roadways in the final model was checked against the Tahoe Regional Planning Agency’s
Traffic Model and found to closely match. All the resulting external trips are shown in Table 12.
Network Adjustment
The following additional adjustments were made to the model network as compared to the
existing model:
Church Street was extended eastward through the Railyard project site to connect with
Glenshire Drive and Donner Pass Road extended to connect with Church Street just west of
the Balloon Track, per the current Railyard concept plan.
Cold Stream Road was widened to four lanes between Donner Pass Road and the PC‐1
development, per the approved PC‐1 plans.
SR 267 was widened to four lanes between Brockway Road and Airport Road/Shaffer Mill
Road.
Deerfield Drive was extended westward, consistent with the General Plan and the adopted
PC‐1 plan, to provide a circuitous connection to Cold Stream Road.
The Pioneer Trail and Bridge Street Extensions were added as an alternative future scenario.
The Extensions include a new roadway from the existing western end of Pioneer Trail to
Northwoods Drive and an extension of Bridge Street northward to meet the Pioneer Trail
Extension.
CONCLUSIONS
The calibrated TransCAD model for the base‐year (2014) Town of Truckee and Martis Valley
network consisted of 140 traffic analysis zones and 8 external zones (gateways to study area).
The model has been fit to represent the existing traffic conditions in Truckee and Martis Valley
area. Acceptable error ranges were established and the model was adjusted until modeled
volumes were within these acceptable ranges. The resulting model attains all Caltrans
standards. The existing calibrated model was used to successfully create a buildout traffic
model with updated land uses, external trips, and roadway network.
TABLE 1: Truckee School Model Land Uses
TAZ School
Actual Land Uses
(KSF)
Number of
Employee in
August
Equivalent
Office Land Use
(KSF)
11 Truckee Elementary 69.268 3 0.939
13 Sierra Continuation High 7.680 3 0.939
13 Sierra Expeditionary Learning 11.520 3 0.939
13 District Office 41.267 35 10.955
13 Tahoe Truckee High 109.700 5 1.565
TAZ 13 Subtotal 170.167 46 14.398
70 Glenshire Elementary 61.500 3 0.939
85 Maintenance and Operations 19.785 12 n/a
89 Alder Creek Middle School 95.300 3 0.939
Total 416.020 67 17.215
TTUSD KSF.xlsx
TABLE 2: 2014 Truckee Model Existing Land Uses (Page 1 of 2)
TAZ #
SFDU
Full Time
SFDU
Part
Time
MFDU Full
Time
MFDU
Part
Time
Glenshire
SFDU Full-
Time
Mobile
Homes
Martis
Valley
SFDU
Martis
Valley
MFDU
Martis
Valley
Ponderosa
Pal. SFDU
Lodging
(rooms)
Highway
Commercial
(1,000 sf
floor area)
Commercial
(1,000 sf
floor area)
General
Office
(1,000 sf
floor area)
Medical/
Dental
Office
(1,000 sf
floor area)
Government
Office
(1,000 sf floor
area)
Light
Industrial
(1,000 sf
floor area)
Warehousing
(1,000 sf floor
area)
Golf
Course
(holes)
Public Park
(acres)
Camp/
RV
Park
(sites)
Church
(1,000 sf
floor
area)
Martis Valley
Commercial
(1,000 sf
floor area)
Martis
Valley
Office
(1,000 sf
floor area)
Martis
Valley Golf
Courses
(Holes)
Special
Generators Notes
1 0000000000 000000000000 0 0 0
2 2318 2 1 0 000 0 0 064000000000 0 0 0
3 102 173 18 30 0 0 0 0 0 0 0117005003000 0 0 0
4 221 376 11 16 0 0 0 0 0 0 0400000012000 0 0 0
5 4677 0 0 0 000 0 0 000000000000 0 0 0
6 0000000000 00000000 262 150 00 0 0 0
7 84 143 26 44 0 0 0 0 0 100 0173040 0001000 0 0 0
8 11 0 0 0 000 0 90 606000000000 0 0 0
9 0000000000 73819200 000000 0 0 0
10 131 98 4 3 0 0 0 0 0 0 000000000000 0 0 0
11 00 0 0 0 000 0 0 001000000000 0 0 0
12 26 7 121 35 0 0 0 0 0 40 14 3 0 0 0 0 0 00040 0 0 0
13 00 0 0 0 000 0 0 0014000000000 0 0 0
14 0 0 5 0 0 45 0 0 0 10 0122000 000000 0 0 0
15 130 10 57 4 0 0 0 0 0 0 000000006000 0 0 0
16 00 0 0 0 000 0 0 255623434000020 0 0 0
17 00 0 0 0 000 0 0 3 51 3 0 0 19 0 00000 0 0 0
18 00 3 2 0 000 0 0 0 133 0 0 0 3 0 00000 0 0 0
19 11 0 0 0 000 0 0 0354600000000 0 0 0
20 10 0 0 0 000 0 0 000000000000 0 0 0
21 00 0 0 0 000 0 0 040000000000 0 0 0
22 00 0 0 0 000 0 0 0481326300 000000 0 0 175 Hospital (square feet)
23 68 3 18 1 0 0 0 0 0 0 0000140000000 0 0 0
24 00 0 0 0 000 0 0 000000000000 0 0 90 Sierra College (students)
25 33 0 0 0 0 95 0 0 0 0 0 129 15 2 13 46 77 00000 0 0 0
26 00 0 0 0 000 0 0 000000000000 0 0 0
27 32 87 14 36 0 0 0 0 0 0 000000000000 0 0 0
28 194 521 1 1 0 0 0 0 0 0 000000000000 0 0 0
29 62 166 13 34 0 0 0 0 0 0 002000000000 0 0 0
30 109 293 0 0 0 0 0 0 0 0 000000000000 0 0 0
31 163 439 0 0 0 0 0 0 0 0 000003000000 0 0 0
32 45 119 0 1 0 0 0 0 0 0 000000000000 0 0 0
33 239 514 54 121 0 0 0 0 0 0 0000000004000 0 0 0
34 124 221 0 0 0 0 0 0 0 0 000000000000 0 0 0
35 329 883 50 134 0 0 0 0 0 0 00000000 530 0 00 0 0 0
36 00 8 220 000 0 0 0120000070000 0 0 0
37 197 339 21 39 0 0 0 0 0 0 009000018 0 0 00 0 0 0
38 20 3 7 1 0 0 0 0 0 10 0358806 001000 0 0 0
39 28 3 7 1 0 0 0 0 0 10 000000000000 0 0 3663 Post Office - Downtown (boxes)
40 70 5 0 0 000 0 0 0 0 00 059 0 00000 0 0 0
41 10 9 0 0 000 0 0 034000000000 0 0 0
42 00 6 0 0 000 0 0 0990000 000000 0 0 0
43 13 0 2 0 0 0 0 0 0 40 0126000 001090 0 0 0
44 00 0 0 0 000 0 0 3240005 500000 0 0 0
45 20 0 0 0 000 0 0 420000000000 0 0 0
46 42 2 22 1 0 0 0 0 0 0 0196170 400000 0 0 0
47 17 2 3 0 0 0 0 0 0 10 004000000000 0 0 0
48 60 0 0 0 000 0 0 0 12 0 0 0 12 11 00000 0 0 0
49 00 0 0 0 000 0 0 000000000000 0 0 0
50 00 0 0 0 000 0 0 000000000000 0 0 0
51 00 0 0 0 000 0 0 020002000000 0 0 0
52 10 0 0 0 000 0 0 0 0 0 0 32 59 0 00000 0 0 0
53 0 0 27 9 0 0 0 0 0 0 000004000000 0 0 0
54 22 5 0 0 0 0 0 0 0 0 020005000000 0 0 0
55 1 0 26 4 0 0 0 0 0 0 0100001 000000 0 0 0
56 197 25 80 19 0 0 0 0 0 0 5173220 000000 0 0 0
57 329 3 109 0 0 0 0 0 0 0 025100000024 0 0 0 0
58 133 9 175 11 0 94 0 0 0 42 01722500 0903000 0 0 0
59 40 1 0 0 000 0 0 0000000063000 0 0 0
60 00 0 0 0 000 0 0 000000000000 0 0 0
61 51 0 0 0 000 0 0 000000000014 0 0 0 0
62 00 0 0 0 000 0 0 000000100000 0 0 0
63 0 0 0 0 0 0 0 0 0 109 6270000 000000 0 0 0
64 00 0 0 0 000 0 0 0 13 29 0 49 23 139 00000 0 0 0
65 0 0 34 6 0 0 0 0 0 0 000000000000 0 0 0
66 0 0 22 4 0 0 0 0 0 100 03614000 000050 0 0 0
67 00 0 0 0 000 0 0 0 0 0 0 0 122 0 032000 0 0 406 Teichart Martis Quarry
68 167 21 3 0 0 0 0 0 0 0 000000000000 0 0 0
69 0 0 11 2 709 0 0 0 0 0 000000000000 0 0 0
2104 Existing Trip Gen and PA table.xlsx
TABLE 2: 2014 Truckee Model Existing Land Uses (Page 2 of 2)
TAZ #
SFDU
Full Time
SFDU
Part
Time
MFDU Full
Time
MFDU
Part
Time
Glenshire
SFDU Full-
Time
Mobile
Homes
Martis
Valley
SFDU
Martis
Valley
MFDU
Martis
Valley
Ponderosa
Pal. SFDU
Lodging
(rooms)
Highway
Commercial
(1,000 sf
floor area)
Commercial
(1,000 sf
floor area)
General
Office
(1,000 sf
floor area)
Medical/
Dental
Office
(1,000 sf
floor area)
Government
Office
(1,000 sf floor
area)
Light
Industrial
(1,000 sf
floor area)
Warehousing
(1,000 sf floor
area)
Golf
Course
(holes)
Public Park
(acres)
Camp/
RV
Park
(sites)
Church
(1,000 sf
floor
area)
Martis Valley
Commercial
(1,000 sf
floor area)
Martis
Valley
Office
(1,000 sf
floor area)
Martis
Valley Golf
Courses
(Holes)
Special
Generators Notes
70 0 0 6 0 715 0 0 0 0 0 0161004 0041000 0 0 0
71 0 0 0 0 10 0 0 0 0 0 000000000000 0 0 0
72 0 0 1 0 60 0 0 0 0 0 063000000000 0 0 0
73 16 88 21 60 0 0 0 0 0 0 000000018 49 0 00 0 0 0
74 21 1 0 0 000 0 0 0000150000000 0 0 0
75 46 22 6 3 0 0 0 0 0 0 000000000000 0 0 0
76 250 118 0 1 0 0 0 0 0 0 000000000000 0 0 0
77 19 9 0 0 0 0 0 0 0 0 000000000000 0 0 0
78 4 1 50 42 0 0 0 0 0 0 000000018 0 0 00 0 0 0
79 4 3 15 16 0 99 0 0 0 0 061743098280 0 130 00 0 0 0
80 15 16 8 7 0 0 0 0 0 0 0 0 00 097 0 00000 0 0 0
81 99 21 0 0 0 0 0 0 0 0 000000000000 0 0 0
82 19 8 0 0 0 0 0 0 0 0 000000000000 0 0 0
83 21 0 0 0 000 0 0 000000000000 0 0 0
84 00 0 0 0 000 0 0 000000018 0 0 00 0 0 0
85 00 0 0 0 000 0 0 0 0 00 020 0 00000 0 00
86 00 0 0 0 000 0 0 6860000 000000 0 0 2591
Post Office - Donner (boxes)
87 00 0 0 0 000 0 0 000000000000 0 00
88 78 0 0 0 000 0 0 000000000090 0 00
89 00 0 0 0 000 0 0 001000000000 0 00
90 85 24 0 0 0 0 0 0 0 0 000000000000 0 00
91 170 79 0 1 0 0 0 0 0 0 000000000000 0 00
92 00 0 0 0 000 0 0 000000000000 0 040
93 00 0 0 0 000 0 0 000000000000 0 00
100 0 0 0 0 0 0 00 0 00 0 0 0 00 00000000 0
101 0 0 0 0 0 0 20 0 00 0 0 0 00 00000000 0
102 0 0 0 0 0 0 16 0 0 00 0 0 0 00 00000000 0
103 0 0 0 0 0 0 38 0 0 00 0 0 0 00 00000000 0
104 0 0 0 0 0 0 1 0 0 00 0 0 0 00 00000004 0
105 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
106 0 0 1 0 0 0 0 1 295 00 0 0 0 00 00000000 0
107 0 0 0 0 0 0 0 0 79 0 000 0 00 000000000
108 0 0 1 0 0 0 93 1 0 00 0 0 0 00 00000004 0
109 0 0 0 0 0 0 82 0 0 00 0 0 0 00 00000000 0
110 0 0 12 0 0 0 195 12 0 00 0 0 0 00 00000005 0
111 0 0 0 0 0 0 323 0 0 00 0 0 0 00 000000018 0
112 0 0 1 0 0 0 181 269 0 00 0 0 0 00 00000000 0
113 0 0 0 0 0 0 47 0 0 00 0 0 0 00 00000000 0
114 0 0 0 0 0 0 15 51 0 00 0 0 0 00 00000000 0
115 0 0 0 0 0 0 0 144 0 00 0 0 0 00 00000000 0
116 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
117 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
118 0 0 0 0 0 0 0 294 0 00 0 0 0 00 00000270 2 37 0
119 0 0 0 0 0 0 1 0 0 00 0 0 0 00 00000000 0
120 0 0 0 0 0 0 0 12 0 00 0 0 0 00 00000000 0
121 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
122 0 0 0 0 0 0 39 207 0 00 0 0 0 00 00000000 0
123 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000900 0
124 0 0 0 0 0 0 0 252 0 00 0 0 0 00 00000030 0
125 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
126 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
127 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
128 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
129 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
130 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
131 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
132 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
133 0 0 0 0 0 0 3 0 0 00 0 0 0 00 00000000 0
134 0 0 0 0 0 0 2 0 0 00 0 0 0 00 00000000 0
135 0 0 0 0 0 0 0 0 0 00 0 0 0 010 00000000 0
137 0 0 0 0 0 0 0 0 0 00 0 0 0 00 0000016 38 0 0
138 0 0 0 0 0 0 23 0 0 00 0 0 0 00 000000230 0
200 0 0 0 0 0 0 0 0 0 02 2 0 0 0 0 0 004800 0 00
201 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 00000 0 00
202 0 2 0 0 111 0 0 0 0 00 0 0 0 0 0 0 00000 0 00
203 0 6 0 0 61 0 0 0 0 00 0 0 0 0 0 0 00000 0 00
204 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 100 0 00 0 00
205 0 0 0 0 0 0 0 0 0 00 2 0 0 0 2 0 00000 0 0 164
Airport (flights per day)
206 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 00000 0 00
TOTAL 4,088 4,975 1,098 712 1,666 333 1,061 1,243 374 561 59 1,008 302 99 200 638 263 81 1,134 418 67 295 66 68 –
2104 Existing Trip Gen and PA table.xlsx
TABLE 3: Percent of Trip Generation by Trip Type
Productions Attractions
Land Use Trip Rate Per Unit HBW HBO NHB REC Int-Ext Ext-Int HBW HBO NHB REC Int-Ext Ext-Int TOTAL
Truckee SFDU Full-Time 0.63 dwelling unit 23% 43% 0% 7% 26% 0% 0% 1% 0% 0% 0% 0% 100%
Truckee SFDU Vacation 0.07 dwelling unit 0% 62% 0% 13% 18% 0% 0% 7% 0% 0% 0% 0% 100%
Truckee MFDU Full-Time 0.38 dwelling unit 23% 43% 0% 7% 26% 0% 0% 1% 0% 0% 0% 0% 100%
Truckee MFDU Vacation 0.07 dwelling unit 0% 62% 0% 13% 18% 0% 0% 7% 0% 0% 0% 0% 100%
Glenshire SFDU Full-Time 0.59 dwelling unit 23% 43% 0% 7% 26% 0% 0% 1% 0% 0% 0% 0% 100%
Truckee Mobile Homes 0.59 dwelling unit 23% 43% 0% 7% 26% 0% 0% 1% 0% 0% 0% 0% 100%
Martis Valley SFDU 0.29 dwelling unit 6% 56% 0% 13% 18% 0% 0% 7% 0% 0% 0% 0% 100%
Martis Valley MFDU 0.17 dwelling unit 6% 56% 0% 13% 18% 0% 0% 7% 0% 0% 0% 0% 100%
Martis Valley Ponderosa Palisades SFDU 0.88 dwelling unit 23% 43% 0% 7% 26% 0% 0% 1% 0% 0% 0% 0% 100%
Lodging 0.59 rooms 0% 7% 25% 4% 7% 0% 20% 0% 19% 0% 0% 18% 100%
Highway Commercial 23.10 1,000 sf of floor area 0% 0% 18% 0% 7% 0% 8% 29% 15% 0% 0% 23% 100%
General Commercial 6.08 1,000 sf of floor area 0% 0% 20% 0% 5% 0% 9% 34% 18% 0% 0% 14% 100%
General Office 1.49 1,000 sf of floor area 0% 0% 11% 0% 3% 0% 33% 13% 13% 0% 0% 27% 100%
Medical/Dental Office 3.46 1,000 sf of floor area 0% 0% 11% 0% 3% 0% 33% 13% 13% 0% 0% 27% 100%
Government Office 1.49 1,000 sf of floor area 0% 0% 11% 0% 3% 0% 33% 13% 13% 0% 0% 27% 100%
Light Industrial 0.98 1,000 sf of floor area 0% 0% 11% 0% 3% 0% 33% 13% 13% 0% 0% 27% 100%
Warehousing 0.47 1,000 sf of floor area 0% 0% 11% 0% 3% 0% 33% 13% 13% 0% 0% 27% 100%
Golf Course 2.74 holes 0% 0% 0% 0% 0% 0% 6% 4% 12% 55% 0% 23% 100%
Public Park 0.20 acres 0% 0% 0% 0% 0% 0% 3% 0% 0% 74% 0% 23% 100%
Campsite/RV Park 0.37 campsites 0% 0% 0% 0% 0% 0% 3% 0% 0% 74% 0% 23% 100%
Church 0.66 1,000 sf of floor area 0% 0% 0% 0% 0% 0% 3% 0% 0% 74% 0% 23% 100%
Martis Valley General Commercial 1.40 1,000 sf of floor area 0% 0% 20% 0% 5% 0% 9% 34% 18% 0% 0% 14% 100%
Martis Valley Office 1.34 1,000 sf of floor area 0% 0% 11% 0% 3% 0% 33% 13% 13% 0% 0% 27% 100%
Martis Valley Golf Course 2.47 holes 0% 0% 0% 0% 0% 0% 6% 4% 12% 55% 0% 23% 100%
Hospital 1.14 1,000 sf of floor area 0% 0% 8% 0% 2% 0% 12% 32% 24% 0% 0% 22% 100%
Airport 0.30 flights per day 0% 0% 0% 0% 0% 0% 6% 32% 32% 8% 0% 22% 100%
Post Office 0.12 # of boxes 0% 0% 19% 0% 5% 0% 6% 19% 45% 0% 0% 6% 100%
Quarry 0.06 1,000 tons hauled annually 0% 0% 0% 0% 0% 0% 12% 0% 65% 0% 0% 23% 100%
College 0.12 student 0% 0% 11% 0% 3% 0% 43% 13% 13% 0% 0% 17% 100%
Community Center 1.64 1,000 sf of floor area 0% 0% 20% 0% 5% 0% 9% 34% 18% 0% 0% 14% 100%
2104 Existing Trip Gen and PA table.xlsx
TABLE 4: 2014 Model Existing Trip Productions and Attractions (Page 1 of 2)
Productions Attractions
TAZ HBW HBO NHB REC Int-Ext Ext-Int HBW HBO NHB REC Int-Ext Ext-Int
TOTAL
Productions
TOTAL
Attractions TOTAL
1 000000000000 0 0 0
2 3771605127006 25 30 55
3 1639472101065009 86 30 116
4 32775134202115204 169 24 193
5 6160380000000 33 0 33
6 00000040080027 0 111 111
7 14 38 37 8 27 0 25 38 31 3 0 29 125 127 252
8 0 4 41 2 14 0 25 43 33 0 0 46 61 147 208
9 0 0 79 0 24 0 45 130 70 0 0 79 103 324 427
10 194006220010000 87 1 89
11 000000000000 0 1 1
12 15 31 69 6 42 0 33 102 57 2 0 83 162 277 439
13 002010733006 3 18 21
14 7 13 17 2 11 0 9 27 15 0 0 13 50 63 113
15 234507270010100 102 3 105
16 0 0 88 0 23 0 68 142 81 1 0 86 111 379 490
17 0 0 76 0 21 0 41 127 68 0 0 64 97 300 397
18 0 1 162 0 40 0 74 275 145 0 0 113 203 607 810
19 0 0 21 0 6 0 57 27 25 0 0 47 28 155 183
20 000000000000 1 0 1
21 005010284003 6 18 24
22 0 0 75 0 19 0 77 119 72 0 0 82 94 352 446
23 112223130733006 52 19 70
24 001000522002 1 10 11
25 18 33 171 5 62 0 114 285 157 0 0 145 289 701 990
26 000000000000 0 0 0
27 6160380000000 32 0 33
28 2773013360020000 150 2 152
29 102705130110001 55 3 58
30 154107200010000 84 1 85
31 2362011310120001 126 4 130
32 6170380000000 35 0 35
33 38990185000201104 205 17 222
34 174207220010000 89 1 90
35 5113802568053080027281 115 396
36 1220102211105 6 22 28
37 307211238076827015153 63 216
38 3 7 49 1 16 0 35 78 45 0 0 43 76 200 277
39 5 9 75 2 42 0 38 74 184 0 0 38 132 333 466
40 1370301988001515 50 64
41 125020484004 10 20 30
42 1 1 121 0 30 0 54 205 108 0 0 84 153 451 604
43 2 5 22 1 8 0 15 27 19 5 0 19 38 84 122
44 0 0 42 0 12 0 21 69 37 0 0 38 54 165 218
45 011908093116002428 80 108
46 8 1526 2 15 0 194324 0 0 23 66 108 174
47 362140312003 15 8 23
48 1 2 16 0 5 0 12 26 15 0 0 14 24 68 91
49 000000000000 0 0 0
50 000000000000 0 0 0
51 003010242002 3 11 14
52 0 0 12 0 3 0 35 14 14 0 0 28 15 90 105
53 250130111001 11 3 15
54 363140353003 17 14 31
55 251216062111009 26 46 73
56 35 68 42 11 53 0 22 72 37 0 0 44 210 175 384
57 561073166405831208 247 37 284
58 48 92 33 15 61 0 32 46 33 22 0 41 249 173 422
59 110010100903 3 13 16
60 000000000000 0 0 0
61 110010000702 3 9 12
62 000000000000 0 0 0
63 0 4 76 2 23 0 40 98 63 0 0 69 105 270 375
64 0 0 38 0 9 0 75 54 41 0 0 67 47 236 283
65 360130000000 14 0 14
2104 Existing Trip Gen and PA table.xlsx
TABLE 4: 2014 Model Existing Trip Productions and Attractions (Page 2 of 2)
Productions Attractions
TAZ HBW HBO NHB REC Int-Ext Ext-Int HBW HBO NHB REC Int-Ext Ext-Int
TOTAL
Productions
TOTAL
Attractions TOTAL
66 2 8 61 3 18 0 39 77 53 2 0 48 91 219 311
67 0 0 13 0 4 0 39 16 16 5 0 33 17 109 126
68 244607270020000 104 2 106
69 931790291080070000 409 7 416
70 94 180 20 29 113 0 11 41 18 3 0 16 435 90 525
71 120010000000 5 0 6
72 815721104137006 44 29 73
73 41403603263501427 60 87
74 012010733006 4 19 23
75 7150280000000 32 0 33
76 3572011410020000 160 2 162
77 350130000000 12 0 12
78 51102603262701124 49 74
79 16 29 100 5 42 0 110 157 96 35 0 125 191 524 716
80 3 6 11 1 6 0 31 13 13 0 0 25 27 81 108
81 142804160010000 62 1 63
82 350130000000 12 0 12
83 010000000000 1 0 1
84 00000032627011 0 49 49
85 002010633005 3 17 20
86 0 0 182 0 62 0 84 271 244 0 0 131 244 731 974
87 000000000000 0 0 0
88 120010000401 5 6 11
89 000000000000 0 1 1
90 122404140010000 53 1 54
91 244908280020000 108 2 110
92 001303062212009 16 50 66
93 000000000000 0 0 0
100 000000000000 0 0 0
101 000000000000 1 0 1
102 030110000000 4 0 5
103 160220010000 10 1 11
104 000000101502 0 10 10
105 000000000000 0 0 0
106 59112018680030000 257 3 260
107 163005180010000 69 1 70
108 2150450121502 26 12 37
109 2130340020000 22 2 24
110 53408110152703 59 16 76
111 6520131603852401087 51 138
112 656013170060000 92 6 99
113 180220010000 13 1 14
114 180220010000 12 1 13
115 1140340010000 23 1 24
116 000000000000 0 0 0
117 000000000000 0 0 0
118 3 29 76 6 28 0 41 136 79 50 0 76 142 383 524
119 000000000000 0 0 0
120 010000000000 2 0 2
121 000000000000 0 0 0
122 3270680030000 44 3 47
123 003010142002 3 10 13
124 3250580131001 41 6 47
125 000000000000 0 0 0
126 000000000000 0 0 0
127 000000000000 0 0 0
128 000000000000 0 0 0
129 000000000000 0 0 0
130 000000000000 0 0 0
131 000000000000 0 0 0
132 000000000000 0 0 0
133 000000000000 1 0 1
134 000000000000 1 0 1
135 001000311003 1 9 10
136 000000000000 0 0 0
137 0 0 10 0 3 0 19 14 11 0 0 17 13 61 74
138 0431201044008 11 27 37
200 0012040620101301917 68 85
201 000000000000 0 0 0
202 142804170010000 63 1 65
203 8150390010000 35 1 36
204 0000001001505 0 21 21
205 002010520193013 3 60 63
206 000000000000 0 0 0
TOTAL 1,043 2,476 1,994 434 1,859 0 1,520 3,155 2,080 534 0 2,089 7,806 9,377 17,184
2104 Existing Trip Gen and PA table.xlsx
TABLE 5: Friction Factor Lookup Table
Minimum
Travel Time
(minutes)
HBW Friction
Factor
HBO Friction
Factor
NHB Friction
Factor
REC Friction
Factor
IE Friction
Factor
EI Friction
Factor
1 25000 184000 184000 160000 90000 90000
2 22000 143750 161920 125000 60000 60000
3 19000 109250 139840 95000 30000 30000
4 17000 69000 125120 60000 10000 10000
5 15000 40250 110400 35000 7800 7800
6 13000 28750 95680 25000 7000 7000
7 12000 17250 88320 15000 6000 6000
8 10000 11500 73600 10000 5000 5000
9 9000 5750 66240 5000 4000 4000
10 8000 3220 58880 2800 2000 2000
11 7000 2645 51520 2400 1000 1000
12 6200 2070 45632 2000 900 900
13 5500 1725 40480 1600 850 850
14 4845 1495 35659 1300 800 800
15 4300 1150 31648 1100 710 710
20 2300 500 16928 550 320 320
25 1200 140 8832 250 140 140
30 700 70 5152 120 70 70
35 400 40 2944 60 40 40
40 200 20 1472 30 20 20
45 100 10 500 18 10 10
50 50 10 50 8 10 10
55 30 5 30 4 5 5
60 20 3 20 3 3 3
2104 Existing Trip Gen and PA table.xlsx
TABLE 6: 2014 Existing Truckee Model - External Trips
I-80 West
of Donner
Lake EB
I-80 West
of Donner
Lake WB
Donner
Pass Rd
West of
Donner
Lake
SR 89
North of
Alder
Creek
Drive
Hirschdale
Road
I-80 East
of
Hirschdale
EB
I-80 East
of
Hirschdale
WB
SR 267
South of
Northstar
SR 89
South of
West River
Street
Origins TAZ 301 302 303 304 305 306 307 308 309 Total
I-80 West of Donner Lake EB 301 - 0 0 24 9 444 - 78 54 609 1066 457
I-80 West of Donner Lake WB 302 ------------
Donner Pass Rd West of Donner Lake 303 - 0 - 0 0 6 - 0 6 12 79 67
SR 89 North of Alder Creek Drive 304 - 16 0 - 0 19 - 9 2 46 110 64
Hirschdale Road 305 - 5 2 0 - 13 - 2 4 26 36 10
I-80 East of Hirschdale EB 306 ------------
I-80 East of Hirschdale WB 307 - 375 14 28 11 0 - 107 47 582 848 266
SR 267 South of Northstar 308 - 75 6 11 3 66 - - 0 161 422 261
SR 89 South of West River Street 309 - 75 12 4 3 99 - 0 - 193 767 574
Total - 546 34 67 26 647 - 196 113 1629 3328 1699
Total External Out - 729 200 141 33 1465 - 620 453 3641
Total Internal - External - 183 166 74 7 818 - 424 340 2012
2104 Existing Trip Gen and PA table.xlsx
Total
External
In
Total
External -
Internal
Destinations
TABLE 7: Results of Model Screenline Analysis
Screenlines
Model-
Generated In
Flow Count In Flow
In Ratio
(Flow/Count)
Model-
Generated
Out Flow
Count Out
Flow
Out Ratio
(Flow/Count)
Model-
Generated
Total Flow
Count Total
Flow
Total Ratio
(Flow/Count)
Tahoe Donner 616 590 1.04 583 543 1.07 1199 1133 1.06
267 South of Brockway Road 922 997 0.92 876 475 1.84 1798 1472 1.22
East-West Along Railroad Tracks 2187 2451 0.89 2115 1736 1.22 4302 4187 1.03
North-South Alder Creek and Donner Pass Rd 861 835 1.03 817 796 1.03 1678 1631 1.03
SR 89 North 117 112 1.05 138 182 0.76 256 294 0.87
SR 89 South 709 820 0.86 566 545 1.04 1275 1365 0.93
North-South West of Bridge 651 660 0.99 818 928 0.88 1469 1588 0.92
North-South East of Bridge 303 354 0.86 441 442 1.00 743 796 0.93
North-South West of Glenshire 362 353 1.02 564 572 0.99 926 925 1.00
East-West North of I-80 971 1104 0.88 998 978 1.02 1969 2082 0.95
TOTAL of All Screenlines 7699 8276 0.93 7916 7197 1.10 15615 15473 1.01
2104 Existing Trip Gen and PA table.xlsx
TABLE 8: Point Validation Error Ranges
Peak Hour Two-Way Traffic
Volume Error Range
<100 ± 100%
100-399 ± 50%
400-999 ± 25%
1000-9,999 ± 15%
>10,000 ± 10%
2104 Existing Trip Gen and PA table.xlsx
TABLE 9: Study Roadways Point Validation Results
Link # Road Name
2014 Total
Count
2014 Total
Model Flow Difference
Percent
Difference
Acceptable
Percent
Difference Acceptable?
13 Donner Pass Road East of SR 89 S 1,149 1,197 48 4% 15% Yes
57 SR 89 N North of Alder Creek Road 294 256 -38 -13% 50% Yes
128 Donner Pass Road West of Bridge Street 715 784 69 10% 25% Yes
192 SR 89 N South of Alder Creek Road 488 496 8 2% 50% Yes
215 Donner Pass Road East of Bridge Street 706 617 -89 -13% 25% Yes
285 Alder Creek Road West of SR 89 N 189 194 5 3% 50% Yes
292 West River Street East of SR 89 S 719 720 1 0% 25% Yes
294 Glenshire Drive South of Donner Pass Road 749 899 150 20% 25% Yes
357 I-80 WB Ramps West of SR 267 / SR 89 N 417 409 -8 -2% 50% Yes
358 I-80 WB Ramps East of SR 267 / SR 89 N 284 286 2 1% 50% Yes
373 Donner Pass Road East of Meadows Way 1,442 1,484 42 3% 15% Yes
429 Donner Pass Road West of Glenshire Drive 925 926 1 0% 25% Yes
449 Northwood Drive North of Donner Pass Road 944 1,004 60 6% 25% Yes
450 Donner Pass Road West of Northwood Drive 924 963 39 4% 25% Yes
550 Donner Pass Road West of Donner Trail 1,180 1,124 -56 -5% 15% Yes
647 Bridge Street South of Donner Pass Road 1,003 1,210 207 21% 15% No
676 West River Street East of Bridge Street 90 127 37 41% 100% Yes
704 I-80 EB Ramps East of SR 267 641 428 -213 -33% 25% No
725 Donner Pass Road South of Pioneer Trail 1,263 1,060 -203 -16% 15% No
842 Bridge Street North of Donner Pass Road 267 223 -44 -17% 50% Yes
844 Bridge Street South of West River Street 1,464 1,376 -88 -6% 15% Yes
906 Alder Creek Road East of SR 89 N 91 140 49 54% 100% Yes
958 SR 267 South of I-80 EB Ramps 1,602 1,433 -169 -11% 15% Yes
988 McIver South of Donner Pass Road 432 381 -51 -12% 50% Yes
1010 West River Street West of Bridge Street 873 684 -189 -22% 25% Yes
1055 Donner Pass Road West of Meadows Way 1,229 1,105 -124 -10% 15% Yes
1127 SR 89 S South of West River Street 1,365 1,275 -90 -7% 15% Yes
1144 I-80 EB Ramps West of SR 267 282 235 -47 -17% 50% Yes
1158 SR 267 / SR 89 N North of I-80 WB Ramps 819 909 90 11% 25% Yes
1275 SR 89 S South of Donner Pass Road 1,223 1,300 77 6% 15% Yes
1363 SR 89 N North of Donner Pass Road 1,351 788 -563 -42% 15% No
1367 SR 267 South of Brockway Road 1,472 1,797 325 22% 15% No
1381 Donner Pass Road East of SR 89 N 48 71 23 47% 100% Yes
1398 SR 89 S North of West River Street 1,426 1,278 -148 -10% 15% Yes
1447 SR 267 North of I-80 EB Ramps 1,191 1,203 12 1% 15% Yes
1450 Brockway Road East of SR 267 310 153 -157 -50% 50% Yes
1523 Brockway Road West of SR 267 828 931 103 12% 25% Yes
1531 Pioneer Trail West of Donner Pass Road 666 714 48 7% 25% Yes
1800 Donner Pass Road East of Northwood Drive 1,168 1,090 -78 -7% 15% Yes
1836 Donner Pass Road East of Glenshire Drive 860 849 -11 -1% 25% Yes
2052 Pioneer Trail East of Donner Pass Road 88 61 -27 -31% 100% Yes
2102 SR 267 North of Brockway Road 1,326 1,433 107 8% 15% Yes
2134 Donner Pass Road North of Pioneer Trail 1,159 800 -359 -31% 15% No
TOTAL 35,662 34,413 -1,249 -3%
2104 Existing Trip Gen and PA table.xlsx
Location
TABLE 10: 2014 Future Build Out Model Land Uses (Page 1 of 2)
TAZ #
SFDU
Full
Time
SFDU
Part
Time
MFDU Full
Time
MFDU
Part
Time
Glenshire
SFDU Full-
Time
Mobile
Homes
Martis
Valley
SFDU
Martis
Valley
MFDU
Martis
Valley
Ponderosa
Pal. SFDU
Lodging
(rooms)
Highway
Commercial
(1,000 sf
floor area)
Commercial
(1,000 sf
floor area)
General
Office
(1,000 sf
floor area)
Medical/
Dental
Office
(1,000 sf
floor area)
Government
Office
(1,000 sf
floor area)
Light
Industrial
(1,000 sf
floor area)
Warehousing
(1,000 sf floor
area)
Golf
Course
(holes)
Public Park
(acres)
Camp/
RV
Park
(sites)
Church
(1,000 sf
floor
area)
Martis Valley
Commercial
(1,000 sf
floor area)
Martis
Valley
Office
(1,000 sf
floor area)
Martis
Valley Golf
Courses
(Holes)
Special
Generators Notes
1 0000000000 000000 000000 0 0 0
2 131 141 18 11 0 1 0 0 0 0 0114000 000000 0 0 0
3 137 243 21 30 0 0 0 0 0 0 0117005 003000 0 0 0
4 282 500 16 16 0 0 0 0 0 0 040000 0012000 0 0 0
5 27 108 1 0 0 0 0 0 0 0 000000 000000 0 0 0
6 0000000000 000000 00 262 150 00 0 0 0
7 90 161 29 43 0 0 0 0 0 100 02424041 0001000 0 0 0
8 79 141 155 0 0 0 0 0 0 90 0246000 00 105 0 00 0 0 0
9 0000000000 73920200 000000 0 0 0
10 174 189 6 2 0 0 0 0 0 0 000000 000000 0 0 0
11 00 0 0 0 000 0 0 001000 000000 0 0 0
12 12 22 172 39 0 0 0 0 0 40 24 3 0 0 0 0 0 00040 0 0 0
13 00 0 0 0 000 0 0 0014000 000000 0 0 0
14 00 5 0 04500 0 10 0682000 000000 0 0 0
15 145 16 55 6 0 0 0 0 0 0 000000 006000 0 0 0
16 00 0 0 0 000 0 0 255623434 000020 0 0 0
17 00 0 0 0 000 0 0 3 47 3 0 0 19 0 00000 0 0 0
18 00 3 2 0 000 0 0 0 133 0 0 0 3 0 00000 0 0 0
19 20 0 0 0 000 0 0 0 27 5 46 0 0 0 00000 0 0 0
20 24 0 0 0 000 0 0 000000 000000 0 0 0
21 0 0 43 5 0 0 0 0 0 0 000000 000000 0 0 0
22 00 0 0 0 000 0 42 0611233300 000000 0 0 178 Hospital
23 73 8 19 1 0 0 0 0 0 0 0002140 000000 0 0 0
24 00 0 0 0 000 0 0 000000 000000 0 0 500 Sierra College (students)
25 25 8 62 10 0 95 0 0 0 0 0 209 22 2 13 31 78 00000 0 0 0
26 00 0 0 0 000 0 0 0 0 0 0 0 235 0 00000 0 0 0
27 51 160 15 36 0 0 0 0 0 0 000000 000000 0 0 0
28 200 635 8 1 0 0 0 0 0 0 000000 000000 0 0 0
29 66 179 20 43 0 0 0 0 0 0 002000 000000 0 0 0
30 123 331 3 0 0 0 0 0 0 0 000000 000000 0 0 0
31 177 479 4 0 0 0 0 0 0 0 000003 000000 0 0 0
32 62 197 1 1 0 0 0 0 0 0 000000 000000 0 0 0
33 207 655 76 116 0 0 0 0 0 0 000000 0004200 0 0 0
34 116 271 3 0 0 0 0 0 0 0 000000 000000 0 0 0
35 421 983 68 145 0 0 0 0 0 0 0150000 00 530 0 00 0 0 0
36 11 8 220 000 0 0 092000 018 70 0 00 0 0 0
37 309 322 36 36 0 0 0 0 0 0 009000 018 0 0 00 0 0 0
38 47 5 19 5 0 0 0 0 0 13 02518806 001000 0 0 0
39 30 3 9 2 0 0 0 0 0 10 000000 000000 0 0 3663 Post Office - Downtown (boxes)
40 12 2 5 0 0 0 0 0 0 0 0000059000000 0 0 0
41 3 1 16 0 0 0 0 0 0 3 043000 000000 0 0 0
42 00 6 0 0 300 0 0 0990000 000000 0 0 0
43 15 2 2 0 0 0 0 0 0 37 075000 001090 0 0 0
44 00 0 0 0 000 0 0 5240005 500000 0 0 0
45 20 0 0 0 000 0 0 420000 000000 0 0 0
46 37 13 22 1 0 0 0 0 0 0 0206170 400000 0 0 0
47 14 2 3 0 0 0 0 0 0 30 054000 000000 0 0 0
48 0 0 285 0 0 0 0 0 0 60 0 65 10 0 25 12 11 00000 0 0 0
49 15 3 267 0 0 0 0 0 0 0 055000 000000 0 0 0
50 00 0 0 0 000 0 0 005000 000000 0 0 0
51 00 0 0 0 000 0 0 020002 002000 0 0 0
52 10 0 0 0 000 0 0 0 0 0 0 32 59 0 01000 0 0 0
53 0 0 84 33 0 0 0 0 0 200 03716000 000000 0 0 0
54 32 11 90 30 0 0 0 0 0 0 020000 700000 0 0 0
55 34 11 133 126 0 0 0 0 0 60 0 114 0 0 0 0 0 00000 0 0 0
56 240 80 77 22 0 0 0 0 0 0 5173220 000000 0 0 0
57 312 55 119 22 0 0 0 0 0 0 025100 000024 0 0 0 0
58 257 42 253 24 0 100 0 0 0 42 017225020 0903000 0 0 0
59 30 1 0 0 000 0 0 000000 0063000 0 0 0
60 0 0 69 11 0 0 0 0 0 0 0 34 122 0 0 0 0 00000 0 0 0
61 51 0 0 0 000 0 0 0170000 000014 0 0 0 0
62 00 0 0 0 000 0 0 0 178 0 0 0 104 0 00000 0 0 0
63 0 0 0 0 0 0 0 0 0 120 13 27 0 0 0 0 0 00000 0 0 0
64 00 0 0 0 000 0 0 0 13 9 0 72 21 139 00000 0 0 0
65 0 0 106 16 0 0 0 0 0 0 000000 000000 0 0 0
66 0 0 22 4 0 0 0 0 0 100 05714000 000050 0 0 0
67 00 0 0 0 100 0 0 0 0 0 0 15 122 0 0 132 0 00 0 0 150 Teichart (1,000 tons hauled ann.)
68 141 87 4 0 0 0 0 0 0 0 000000 0033000 0 0 0
69 0 0 20 0 1223 0 0 0 0 0 000000 000000 0 0 0
2014 Future Trip Gen and PA table.xlsx
TABLE 10: 2014 Future Build Out Model Land Uses (Page 2 of 2)
TAZ #
SFDU
Full Time
SFDU
Part
Time
MFDU Full
Time
MFDU
Part
Time
Glenshire
SFDU Full-
Time
Mobile
Homes
Martis
Valley
SFDU
Martis
Valley
MFDU
Martis Valley
Ponderosa
Pal. SFDU
Lodging
(rooms)
Highway
Commercial
(1,000 sf
floor area)
Commercial
(1,000 sf floor
area)
General
Office
(1,000 sf
floor area)
Medical/
Dental
Office
(1,000 sf
floor area)
Government
Office
(1,000 sf floor
area)
Light
Industrial
(1,000 sf
floor area)
Warehousing
(1,000 sf floor
area)
Golf
Course
(holes)
Public Park
(acres)
Camp/
RV Park
(sites)
Church
(1,000 sf
floor
area)
Martis Valley
Commercial
(1,000 sf
floor area)
Martis
Valley
Office
(1,000 sf
floor area)
Martis
Valley Golf
Courses
(Holes)
Special
Generators Notes
70 0 0 11 0 874 0 0 0 0 0 0161004 0041000 0 0 0
71 0 0 0 0 91 0 0 0 0 0 000000 000000 0 0 0
72 0 0 1 0 70 0 0 0 0 0 0243000 000000 0 0 0
73 64 40 0 147 0 0 0 0 0 20 0300000 018 49 0 00 0 0 0
74 21 1 0 0 000 0 0 0000800 0020000 0 0 0
75 42 26 6 4 0 0 0 0 0 0 000000 000000 0 0 0
76 516 172 5 0 0 0 0 0 0 0 000000 000000 0 0 0
77 164 55 0 0 0 0 0 0 0 0 000000 000000 0 0 0
78 62 21 95 80 0 0 0 0 0 120 18 23 16 0 0 0 0 18 0 0 90 0 0 0
79 29 31 256 0 0 99 0 0 0 0 0 106 113 3 0 255 28 0 0 130 00 0 0 0
80 52 54 6 7 0 0 0 0 0 0 0 0 0 0 0 179 0 00000 0 0 0
81 80 83 1 0 0 0 0 0 0 0 000000 000000 0 0 0
82 10 22 0 0 0 1 0 0 0 0 000000 000000 0 0 0
83 65 7 0 0 0 0 0 0 0 0 000000 000000 0 0 0
84 00 0 0 0 000 0 0 000000 018 0 0 00 0 0 0
85 00 0 0 0 000 0 0 0000020000000 0 00
86 00 0 0 0 000 0 0 10 90 0 0 0 0 0 00000 0 0 2591
Post Office - Savemart (boxes)
87 00 0 0 0 000 0 0 000000 000000 0 00
88 53 55 57 0 0 0 0 0 0 0 000000 000018 0 0 00
89 0 0 50 0 0 0 0 0 0 0 001000 000000 0 00
90 110 37 20 0 0 0 0 0 0 0 000000 000000 0 00
91 215 72 3 0 0 0 0 0 0 0 000000 000000 0 00
92 00 0 0 0 000 0 0 000000 000000 0 0 100
Truckee Community Center
93 0 0 115 0 177 0 0 0 0 0 000000 000000 0 00
100 0 0 0 0 0 0 00 0 00 0 0 0 00 000000174 0
101 0 0 0 0 0 0 20 0 00 0 0 0 00 00000002 0
102 0 0 0 0 0 0 73 0 0 00 0 0 0 00 00000000 0
103 0 0 0 0 0 0 205 0 0 00 0 0 0 00 00000000 0
104 0 0 0 0 0 0 257 0 0 00 0 0 0 00 00000004 0
105 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
106 0 0 0 0 0 0 0 0 374 00 0 0 0 00 00000000 0
107 0 0 0 0 0 0 0 0 78 0 000 0 00 000000000
108 0 0 0 0 0 0 232 0 0 00 0 0 0 00 00000045 0
109 0 0 0 0 0 0 232 0 0 00 0 0 0 00 00000000 0
110 0 0 0 0 0 0 653 0 0 00 0 0 0 00 00000005 0
111 0 0 0 0 0 0 359 0 0 00 0 0 0 00 000000018 0
112 0 0 0 0 0 0 198 268 0 00 0 0 0 00 00000000 0
113 0 0 0 0 0 0 231 0 0 00 0 0 0 00 00000000 0
114 0 0 0 0 0 0 0 1096 0 255 0 0 0 0 00 00000000 0
115 0 0 0 0 0 0 0 144 0 00 0 0 0 00 00000000 0
116 0 0 0 0 0 0 0 354 0 00 0 0 0 00 000000290 0
117 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
118 0 0 0 0 0 0 0 294 0 00 0 0 0 00 00000270 2 37 0
119 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
120 0 0 0 0 0 0 0 137 0 00 0 0 0 00 0000040 0 0 0
121 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
122 0 0 0 0 0 0 39 207 0 00 0 0 0 00 00000000 0
123 0 0 0 0 0 0 0 0 0 00 0 0 0 00 0000044 0 0 0
124 0 0 0 0 0 0 0 270 0 00 0 0 0 00 00000030 0
125 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
126 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
127 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
128 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
129 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
130 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
131 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
132 0 0 0 0 0 0 760 0 0 00 0 0 0 00 0000017 0 0 0
133 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
134 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
135 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000000 0
137 0 0 0 0 0 0 0 0 0 00 0 0 0 00 00000136 38 0 0
138 0 0 0 0 0 0 23 0 0 00 0 0 0 00 000000230 0
200 00 0 0 02500 0 02 2 0 0 0 0 0 004800 0 00
201 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 00000 0 00
202 104 14 0 0 305 0 0 0 0 0 0 0 0 0 0 87 0 00850 0 00
203 63 9 0 0 123 0 0 0 0 00 0 0 0 0 0 0 00000 0 00
204 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 100 0 00 0 00
205 0 0 0 0 0 0 0 0 0 0 0 2 183 0 0 2 0 00000 0 0 182
Airport (flights per day)
206 9 29 0 0 0 0 0 0 0 16 0 0 0 0 0 0 0 00000 0 00
207 5 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
TOTAL 5,757 6,815 3,086 1,099 2,863 370 3,264 2,770 452 1,368 93 1,794 713 108 328 1,286 271 99 1,395 428 90 507 115 75 –
2014 Future Trip Gen and PA table.xlsx
TABLE 11: 2014 Future Build Out Model Trip Productions and Attractions (Page 1 of 2)
Productions Attractions
TAZ HBW HBO NHB REC Int-Ext Ext-Int HBW HBO NHB REC Int-Ext Ext-Int
TOTAL
Productions
TOTAL
Attractions TOTAL
100000000 0 000 0 0 0
2 20 45 14 7 28 0 8 25 13 0 0 11 114 57 172
3 21 51 4 9 28 0 10 7 5 0 0 9 113 30 143
4 41 99 5 17 53 0 2 12 5 2 0 4 216 25 240
5 4 12 0 2 6 0 0 0 0 0 0 0 23 0 24
600000040 080027 0 111111
7 15 41 48 9 32 0 39 55 42 3 0 43 145 182 327
8 25 55 44 11 41 0 28 52 37 16 0 38 176 171 346
9 0 0 80 0 24 0 46 132 71 0 0 80 104 329 433
10 25 56 0 9 30 0 0 2 0 0 0 0 120 2 122
1100000000 0 000 0 1 1
12 17 35 108 7 61 0 50 165 90 2 0 133 228 440 667
1300201073 3 006 3 18 21
14 7 12 85 2 28 0 40 142 76 0 0 60 135 318 453
15 25 49 0 8 29 0 0 1 0 1 0 0 111 3 113
16 0 0 88 0 23 0 68 142 81 1 0 86 111 379 490
17 0 0 71 0 19 0 38 119 64 0 0 61 91 282 372
18 0 1 162 0 40 0 74 275 145 0 0 114 203 607 811
19 0 1 52 0 13 0 70 78 52 0 0 68 66 269 335
2001000000 0 000 1 0 1
2147014000 0 000 17 0 17
22 0 2 100 1 25 0 97 149 94 0 0 104 128 445 573
23 12 23 3 4 14 0 9 4 4 0 0 8 56 25 81
240050002510100010 5 55 60
25 22 41 268 7 91 0 157 449 244 0 0 211 429 1061 1490
26 0 0 26 0 7 0 75 31 31 0 0 61 33 198 230
27 8 24 0 4 12 0 0 1 0 0 0 0 49 1 49
28 29 81 0 15 39 0 0 2 0 0 0 0 163 2 165
29 11 30 0 5 15 0 1 1 0 0 0 1 62 3 65
30 17 47 0 8 23 0 0 1 0 0 0 0 96 1 97
31 25 68 0 12 34 0 1 2 0 0 0 1 139 4 143
32 9 25 0 4 12 0 0 1 0 0 0 0 50 1 51
33 36 99 0 18 48 0 0 2 0 11 0 4 201 18 219
34 17 43 0 7 22 0 0 1 0 0 0 0 88 1 89
35 65 170 19 30 90 0 14 36 17 80 0 40 374 186 559
36 1 2 11 1 4 0 9 20 16 38 0 23 19 106 125
37 47 104 1 17 57 0 7 7 8 27 0 15 225 64 290
38 8 17 39 3 19 0 35 59 36 0 0 39 85 169 254
39 5 10 75 2 43 0 38 74 184 0 0 38 134 333 468
40247140198 8 001518 50 68
4124613049 5 005 15 22 38
42 1 2 121 0 31 0 55 205 108 0 0 84 155 452 607
43 2 6 15 1 6 0 11 16 13 5 0 14 31 57 88
44 0 0 51 0 16 0 25 84 44 0 0 49 66 203 269
45 0 1 19 0 8 0 9 31 16 0 0 24 28 80 108
46 7 14 27 2 15 0 19 45 25 0 0 24 65 113 178
47 2 6 11 1 5 0 8 11 9 0 0 9 26 38 63
48 26 48 96 10 52 0 66 143 86 0 0 80 231 376 607
49 26 47 7 9 31 0 5 11 6 0 0 6 119 29 149
5000100021 1 002 1 6 7
5100301024 2 002 3 11 14
52 0 0 12 0 3 0 35 14 14 0 0 28 15 90 106
53 8 23 78 7 29 0 52 80 66 0 0 60 144 258 402
54 13 25 3 4 15 0 2 5 3 0 0 3 60 12 72
55 17 38 148 8 57 0 70 235 130 0 0 103 267 539 806
56 41 81 42 13 60 0 22 72 37 0 0 44 238 175 413
57 54 106 3 17 63 0 5 8 3 12 0 8 244 37 281
58 73 139 35 23 91 0 39 49 35 22 0 46 361 191 553
5911001010 0 903 2 13 15
60 6 11 61 2 22 0 79 94 60 0 0 78 103 310 414
61 1 1 21 0 6 0 10 35 19 7 0 17 29 87 116
62 0 0 228 0 56 0 131 381 207 0 0 178 284 896 1181
63 0 5 105 2 34 0 53 142 87 0 0 105 146 388 533
64 0 0 38 0 9 0 76 54 41 0 0 67 47 237 285
65 10 18 0 3 11 0 0 0 0 0 0 0 41 0 41
2014 Future Trip Gen and PA table.xlsx
TABLE 11: 2014 Future Build Out Model Trip Productions and Attractions (Page 2 of 2)
Productions Attractions
TAZ HBW HBO NHB REC Int-Ext Ext-Int HBW HBO NHB REC Int-Ext Ext-Int
TOTAL
Productions
TOTAL
Attractions TOTAL
66 2 8 87 3 24 0 50 121 76 2 0 66 123 315 438
67 0 0 16 0 4 0 48 19 19 20 0 44 21 149 170
68 20 42 0 7 24 0 0 1 0 5 0 2 93 8 101
69 173 309 0 50 185 0 0 12 0 0 0 0 717 12 729
70 123 220 20 35 137 0 11 43 18 3 0 16 536 91 628
71 13 23 0 4 14 0 0 1 0 0 0 0 53 1 54
72 10 18 30 3 18 0 15 51 27 0 0 22 78 114 193
73 9 26 40 5 22 0 22 65 41 35 0 41 101 204 305
74 0 1 13 0 4 0 40 15 15 3 0 33 18 106 124
75 6 14 0 2 8 0 0 0 0 0 0 0 30 0 30
76 73 147 0 23 85 0 0 5 0 0 0 0 327 5 332
77 23 46 0 7 27 0 0 2 0 0 0 0 103 2 105
78 17 41 124 9 62 0 71 174 110 32 0 148 253 535 787
79 41 75 178 13 90 0 205 279 174 35 0 220 397 912 1310
80 8 17 20 3 15 0 57 24 23 0 0 46 63 150 213
81 11 25 0 4 14 0 0 1 0 0 0 0 54 1 55
8224012000 0 000 8 0 8
83 9 18 0 3 10 0 0 1 0 0 0 0 40 1 41
8400000032 627011 0 49 49
8500201063 3 005 3 17 20
86 0 0 203 0 69 0 94 305 262 0 0 155 272 816 1089
8700000000 0 000 0 0 0
88 13 26 0 4 15 0 0 1 0 9 0 3 57 12 69
8958025000 0 000 19 1 20
90 17 34 0 5 20 0 0 1 0 0 0 0 77 1 78
91 30 61 0 9 35 0 0 2 0 0 0 0 137 2 139
92 0 0 29 0 8 0 6 22 12 0 0 9 37 49 86
93 35 63 0 11 38 0 0 2 0 0 0 0 146 2 148
10000301083 4 508 3 29 33
10100000000 1 301 1 5 6
102 1 12 0 3 4 0 0 1 0 0 0 0 20 1 21
103 4 33 0 8 10 0 0 4 0 0 0 0 55 4 59
104 5 41 0 10 13 0 1 6 1 5 0 2 69 15 84
10500000000 0 000 0 0 0
106 75 142 0 22 86 0 0 4 0 0 0 0 325 4 329
107 16 30 0 5 18 0 0 1 0 0 0 0 68 1 69
108 5 37 1 9 12 0 2 6 2 7 0 4 63 21 84
109 5 37 0 9 12 0 0 5 0 0 0 0 63 5 67
110 13 104 0 26 33 0 1 14 2 7 0 3 176 25 202
111 7 57 0 14 18 0 3 9 5 24 0 10 97 52 149
112 7 58 0 13 18 0 0 7 0 0 0 0 96 7 103
113 5 37 0 9 12 0 0 5 0 0 0 0 62 5 67
114 11 120 38 27 43 0 31 11 28 0 0 28 239 98 337
115 1 14 0 3 4 0 0 1 0 0 0 0 23 1 24
116 4 35 4 7 12 0 13 8 5 0 0 10 62 37 99
11700000000 0 000 0 0 0
118 3 29 76 6 28 0 41 136 79 50 0 76 142 383 524
11900000000 0 000 0 0 0
120 1 14 11 3 7 0 5 21 10 0 0 8 36 44 80
12100000000 0 000 0 0 0
122 3 27 0 6 8 0 0 3 0 0 0 0 44 3 47
123 0 0 12 0 3 0 6 21 11 0 0 9 15 47 62
124 3 27 0 5 8 0 1 3 1 0 0 1 44 6 50
12500000000 0 000 0 0 0
12600000000 0 000 0 0 0
12700000000 0 000 0 0 0
12800000000 0 000 0 0 0
12900000000 0 000 0 0 0
13000000000 0 000 0 0 0
13100000000 0 000 0 0 0
132 15 122 5 30 39 0 2 23 4 0 0 3 211 33 244
13300000000 0 000 0 0 0
13400000000 0 000 0 0 0
13500000000 0 000 0 0 0
13600000000 0 000 0 0 0
137 0 0 44 0 11 0 34 72 40 0 0 41 55 188 242
138043120104 4 008 11 27 37
200 4 6 11 1 8 0 5 18 9 13 0 17 29 62 91
20100000000 0 000 0 0 0
202 57 105 10 17 65 0 28 15 11 5 0 24 253 84 337
203 26 48 0 8 29 0 0 2 0 0 0 0 110 2 112
20400000010 01505 0 21 21
205 0 0 32 0 8 0 95 57 55 4 0 88 39 298 338
20614212020 2 002 11 6 17
20712001000 0 000 4 0 4
TOTAL 1,720 4,199 3,461 772 3,092 0 2,672 5,410 3,412 624 0 3,519 13,243 15,637 28,880
2014 Future Trip Gen and PA table.xlsx
TABLE 12: 2014 Future Build Out Model External Trips
I-80 West
of Donner
Lake EB
I-80 West
of Donner
Lake WB
Donner
Pass Rd
West of
Donner
Lake
SR 89
North of
Alder
Creek
Drive
Hirschdale
Road
I-80 East
of
Hirschdale
EB
I-80 East
of
Hirschdale
WB
SR 267
South of
Northstar
SR 89
South of
West River
Street
Origins TAZ 301 302 303 304 305 306 307 308 309 Total
I-80 West of Donner Lake EB 301 0 0 0 31 11 612 0 114 82 850 1465 615
I-80 West of Donner Lake WB 302 000000000000
Donner Pass Rd West of Donner Lake 303 0000090091811698
SR 89 North of Alder Creek Drive 304 0 19 0 0 0 20 0 9 2 50 119 69
Hirschdale Road 305 0630013025294011
I-80 East of Hirschdale EB 306 000000000000
I-80 East of Hirschdale WB 307 0 516 21 29 12 0 0 125 60 763 1098 335
SR 267 South of Northstar 308 0 107 9 11 3 73 0 0 0 203 484 281
SR 89 South of West River Street 309 0 118 19 4 3 125 0 0 0 269 994 725
Total 0 766 52 75 29 852 0 250 158 2182
Total External Out 0 1007 300 157 37 1905 0 719 589
Total Internal - External 0 241 248 82 8 1053 0 469 431
2014 Future Trip Gen and PA table.xlsx
Total
External
In
Total
External -
Internal
Destinations
Figure 1: Truckee Model TAZ Map
135
132
207
133
110
203
82
206
73
134
136
70
67
202
35
74
10
69
204
75
81
33
111
20546
71
3
32
28
37
108
68
31
137106
2
102
129
109
112
113
77
93
7830
128
58
8
76
130
84
200
83
103
104
56
201
80
34
5
57
101
29
54
88
114
131
7
79
87
27
52
20
2425
91
100
15
72
116
12
123
122
59
62
107
26
115
127
53
13
89
90
18
117
55
126
61
23 60
124
38
92
36
21
138
40
119
9
45
51
64
105
50
14 4685
86
16 42
120
0 .5 1 1.5
Miles
Map layers
Building
TruckeeParcels
City
StreetCL
TransCADTAZ
SR 267 south at Brockway Summit
SR 89 north of Alder Creek Road I-80 East
I-80 East
Donner Pass Road west of Wolfe Drive
SR 89 south of West River Street
Hirschdale Road
Figure 2: Truckee Model TAZ Map - Downtown Area
58
84
83
56
80
57
54
79
87
27
52
20
24
25
15
12
59
107
26 53
13 90
18
5523
22
38
92
21
40
9
45
51
50
14
46
43 49
44
48
85
86
16
39
19
11
47
17
42
0.1.2.3
Miles
Map layers
Building
TruckeeParcels
City
StreetCL
TransCADTAZ
Figure 3 : Screenlines
E-W RR Tracks
SR 89 North
267 S of Brockway
Tahoe Donner
E-W North of 80
N-S West of BridgeN-S Alder, DPR
N-S East of Bridge
N-S W of Glenshire
SR 89 South
Figure 4 : Traffic Volume Distribution for All Traffic Traveling on SR 267 on the Bypass
2 3 5
0
187
212
7
9
5
6
3
8
385
381
9
67
3
4277
38
2 4
388
389
421819
5
1
7
2732
5 15 2
4 886
2 3 2
9
15
4 785
593528
16
33
20
49
6
74
26
39
3 6
22
9 2
1 3
1
1
6
9
1
3 0 7
10
14
2
7
7
462
509
11
97
155
21
6 6
25 29
23
1
7
58
99
75141
3
1
5 7
4 65 9 1 4 5
37
1
2
178
206
169
19064
7
9
0 .25 .5 .75
Miles
Flow_SR267 Bypass
750 375 188
Flow_SR267 Bypass
0
2 4
9 168
61
34
6 0
3
6
911
3 84 3
1
1 0 681
5
1319
7 9
1 0 5
8
5
7
15
1
0
4 4 125187
9 95136
101
184
16
8 2
2
0
3
3
1 21 4
4783
102
71
1 5 377
7
3539
162
223
110
75
1 8
6925
3 7 203
299
28 326
508
53
191
114
1 7 7
111
2
7
113
63
1 0 0
2 6
4 1 6 2
22
3 231
1 6 6 138
246
126
5 5
Figure 5 : Traffic Volume Distribution for All Traffic Traveling on Bridge Street Across the Railroad Tracks
0.2.4.6
Miles
Flow_Bridge St Across Tracks
750 375 188
Flow_Bridge St Across Tracks