HomeMy Public PortalAbout4c-TransportationNOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 89
C. TRANSPORTATION, CIRCULATION AND PARKING
This section describes existing traffic and circulation conditions in Truckee within and
around the Master Plan Area; provides an evaluation of the effects the proposed project
would have on these conditions; and recommends mitigation measures to avoid, reduce or
minimize significant impacts. The traffic analysis that provides the basis for this section was
prepared by LSC Transportation Consultants, Inc.
1. Existing Setting
The Town of Truckee is located in the Lake Tahoe region, along Interstate 80 (I-80)
approximately 90 miles east of Sacramento, California, and 34 miles west of Reno, Nevada.
In addition to I-80, State Route (SR) 89 and SR 267 are two major regional routes serving
Truckee. SR 89 travels approximately north-south through Truckee, connecting the Town
with the communities of Sierraville and Quincy to the north, and to the west shore of Lake
Tahoe to the south. SR 267 travels southeast from Truckee to intersect with the north shore
of Lake Tahoe and SR 28 in Kings Beach. SR 28 is the major roadway serving Lake Tahoe’s
North Shore, linking Kings Beach with Incline Village, Nevada to the east and Tahoe Vista
and Tahoe City to the west.
The transportation system in and around the Town of Truckee is comprised of roadways,
parking systems, limited bicycle and pedestrian facilities, and public transit services. Each is
discussed in greater detail in the following sections.
a. Vehicular Circulation System. The existing roadway system that serves the Master
Plan Area and the study intersections and segments are described below.
(1) Existing Roadways. This section describes the major roadways in the Study Area
including their function, location and volumes in terms of the Average Daily Traffic (ADT)
volume, which is the daily total two-way volume over a busy summer day. The locations of
these roads are shown in Figure IV.C-1, while Figure IV.C-2 presents the traffic control and
lane configuration at key study intersections (those that change from existing conditions
under any of the analysis scenarios).
Interstate 80 – I-80 provides interregional highway connections east to Reno, Nevada
and beyond, and west to Sacramento, California and the San Francisco Bay Area. The
section of I-80 within Truckee is currently a four-lane divided highway with limited truck
climbing lanes, and speed limits posted at 65 mph. There are eight interchanges serving
Truckee on I-80. The peak summer Average Daily Traffic (ADT) along this roadway is
between 36,000 and 42,000 vehicles per day.
State Route 267 – SR 267 is a two-lane highway running in a general northwest-
southeast alignment between the I-80/SR 89 North/SR 267 interchange in Truckee and
Tr
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
S
t
u
d
y
A
r
e
a
R
o
a
d
w
a
y
s
a
n
d
I
n
t
e
r
s
e
c
t
i
o
n
s
SO
U
R
C
E
:
L
S
C
T
r
a
n
s
p
o
r
a
t
i
o
n
I
n
c
.
,
2
0
0
8
.
\\
S
a
u
1
-
s
r
\
o
n
-
s
i
t
e
\
2
0
0
7
\
1
4
0
7
5
4
2
T
r
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
\
D
o
c
u
m
e
n
t
s
\
A
d
m
i
n
E
I
R
\
F
i
g
u
r
e
s
F
I
G
U
R
E
I
V
.
C
-
1
26
7
89
89
TR
U
C
K
E
E
80
NO
R
T
H
S
T
A
R
LA
K
E
T
A
H
O
E
28
28
KI
N
G
S
BE
A
C
H
KI
N
G
S
BE
A
C
H
80
T
R
A
I
L
P
I
O
N
E
E
R
DO
N
N
E
R
P
A
S
S
R
D
.
W
E
S
T
R
I
V
E
R
S
T
.
M
C
I
V
E
R
PALLISADES
BR
O
C
K
W
A
Y
R
D
.
V
A
L
L
E
Y
M
A
R
T
I
S
AI
R
P
O
R
T
R
.
D
S
C
H
A
F
F
E
R
M
I
L
L
R
D
.
S
O
A
R
I
N
G
N
O
R
T
H
S
T
A
R
D
R
.
BRIDGE
S
T
.
D
O
N
N
E
R
P
A
S
S
R
D
.
JI
B
B
O
O
M
S
T
.
K
E
I
S
E
R
A
V
E
.
GL
E
N
S
H
I
R
E
R
D
.
C
H
U
R
C
H
E
A
S
T
R
I
V
E
R
S
T
.
D
O
N
N
E
R
P
A
S
S
R
O
A
D
E
X
T
E
N
S
I
O
N
C
H
U
R
C
H
S
T
R
E
E
T
E
X
T
E
N
S
I
O
N
PR
O
P
O
S
E
D
S
I
T
E
SI
T
E
SCHOO
L
E
S
T
.
T
R
O
U
T
C
R
E
E
K
1
4 53
2
6
20
14
15
13
16
18
17
21
22
23
24
25
26
27
28
9
8 7
19
10
11
12
ST
U
D
Y
A
R
E
A
R
O
A
D
W
A
Y
S
A
N
D
I
N
T
E
R
S
E
C
T
I
O
N
S
TR
A
N
S
P
O
R
T
A
T
I
O
N
CO
N
S
U
L
T
A
N
T
S
,
I
N
C
.
TRUCKEERAILYARDSITE
SC
A
L
E
0
IN
M
I
L
E
S
ST
R
E
E
T
S
PR
O
P
O
S
E
D
S
T
R
E
E
T
S
HI
G
H
W
A
Y
S
CO
U
N
T
Y
B
O
U
N
D
A
R
Y
WA
T
E
R
/
L
A
K
E
ST
U
D
Y
I
N
T
E
R
S
E
C
T
I
O
N
LE
G
E
N
D
1
.5
FI
G
U
R
E
I
V
.
C
-
1
SC
A
L
E
0
IN
F
E
E
T
50
0
’
25
0
’
1
Tr
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
La
n
e
C
o
n
f
i
g
u
r
a
t
i
o
n
A
n
d
T
r
f
f
i
c
C
o
n
t
r
o
l
A
t
K
e
y
I
n
t
e
r
s
e
c
t
i
o
n
s
Fo
r
I
n
t
e
r
s
e
c
t
i
o
n
s
M
o
d
i
f
i
e
d
U
n
d
e
r
A
n
y
S
c
e
n
a
r
i
o
SO
U
R
C
E
:
L
S
C
T
r
a
n
s
p
o
r
a
t
i
o
n
I
n
c
.
,
2
0
0
8
.
\\
S
a
u
1
-
s
r
\
o
n
-
s
i
t
e
\
2
0
0
7
\
1
4
0
7
5
4
2
T
r
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
\
D
o
c
u
m
e
n
t
s
\
A
d
m
i
n
E
I
R
\
F
i
g
u
r
e
s
FI
G
U
R
E
I
V
.
C
-
2
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 93
SR 28 in Kings Beach. From the I-80/SR 89 North/SR 267 signalized intersection, the
roadway heads south across the newly constructed SR 267 Bypass section to an
intersection with Brockway Road and Soaring Way. Continuing south, SR 267 provides a
direct travel route for regional traffic to the Martis Valley and the Tahoe Basin. SR 267 is
of local and regional significance, providing access to residential, industrial, commercial
and recreational land uses. It serves as the major route between the I-80 corridor and
the North Lake Tahoe communities of Kings Beach and Incline Village, Nevada. It also
serves as the sole existing access to the Northstar-at-Tahoe ski area and adjacent
residential neighborhoods. The peak summer ADT along this roadway is approximately
21,900 vehicles per day at the Placer/Nevada county line.
State Route 89 – SR 89 is one of three primary California routes that provide access to
Lake Tahoe (the other two are SR 267 and US 50), providing access between Donner
Pass Road in Truckee and Tahoe City. This two-lane portion of SR 89, known as the
south segment, travels through the “Mousehole,” a restricted narrow undercrossing of
the Union Pacific Railroad tracks, and provides access to Squaw Valley and Alpine
Meadows ski areas, as well as other residential, commercial and recreational land uses.
From Tahoe City, SR 89 follows the West Shore of Lake Tahoe to South Lake Tahoe,
eventually connecting to US 395 near Topaz, Nevada. The ADT along the south segment
of this roadway is 14,600 vehicles per day. The north segment of SR 89 begins at the I-
80/SR 267/SR 89 North interchange on the east side of Truckee. SR 89 North is a rural
two-lane highway connecting Truckee with Sierraville, Quincy, Mt. Lassen National Park
and Mount Shasta to the north. The peak summer ADT along this segment is
approximately 9,000 vehicles per day.
State Route 28 – SR 28 is the major roadway serving Lake Tahoe’s North Shore, linking
Kings Beach with Incline Village, Nevada to the east and Tahoe Vista and Tahoe City to
the west. In the vicinity of its intersection with SR 267, SR 28 is a four-lane facility with
two travel lanes in each direction. The posted speed limit on this segment of SR 28 is 30
miles per hour. However, west of Tahoe Vista and east of the Kings Beach SR 28 is a two-
lane facility. The peak summer ADT along this segment is approximately 24,800
vehicles per day.
Donner Pass Road – From the east side of Truckee, Donner Pass Road begins at its
intersection with SR 89 North (near its intersection with I-80) and travels westward
adjacent to the Plan Area, through Downtown and further west to Donner Lake, where it
continues towards Soda Springs. This roadway is vital to local circulation, providing
access to historic Downtown Truckee, public and commercial uses in the Gateway area
such as the Tahoe Forest Hospital, Gateway Commercial Center, and several school
facilities, as well as Donner Lake State Park and the Donner Lake residential area. This
roadway provides a single through lane in each direction, with a continuous center left-
turn lane along the segment between Levone Avenue and Northwoods Boulevard. The
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
94 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
peak summer ADT along this roadway west of SR 89 South is approximately 24,000
vehicles per day.
West River Street – West River Street is a two-lane arterial roadway that connects SR 89
South to Bridge Street in Downtown Truckee. It provides access to a number of
industrial, commercial, and residential land uses located along the Truckee River. West
River Street (along with the McIver Crossing underpass) provides a potential diversion
route around the Bridge Street at-grade rail crossing for traffic that would otherwise use
Bridge Street. The peak summer ADT along this roadway is approximately 9,300 vehicles
per day.
Glenshire Drive – Glenshire Drive is a two-lane roadway providing access between central
Truckee, the Glenshire residential area, and Hirschdale Road to the east. This roadway
also provides primary access to the Olympic Heights subdivision. It provides the only
non-freeway access from central Truckee to residential neighborhoods in the eastern
part of the Town. The posted speed limit on this roadway is 45 miles per hour from the
Donner Pass Road intersection to Old Highway 40, 30 miles per hour from Old Highway
40 to Rolands Way, 25 miles per hour on the remaining segment of Glenshire Drive to
the east within the Town, and there is no posted speed limit on the portion to the east
in unincorporated Nevada County. The peak summer ADT along this roadway is
approximately 9,700 vehicles per day.
Pioneer Trail – This roadway begins at Donner Pass Road north of I-80 and continues in a
westerly direction. It serves a mixture of residential, industrial and commercial uses. At
its intersection with Donner Pass Road, Pioneer Trail is controlled by a stop sign, though
a roundabout at this intersection is currently being designed. The Pioneer Trail
Extension Project that would provide a connection between this roadway and
Northwoods Boulevard in the Tahoe Donner development is included in the Town
General Plan. The peak summer ADT along this roadway is approximately 8,200 vehicles
per day.
Bridge Street – This roadway is located in central Truckee. From the north, it travels from
its I-80 undercrossing through the Commercial Row area and the at-grade crossing of
the Union Pacific Railroad tracks. The roadway becomes Brockway Road at its
intersection with South River Street. The major intersections on this roadway are Donner
Pass Road and West River Street. At the intersection with Donner Pass Road, the
eastbound and westbound Donner Pass Road approaches as well as the southbound
Bridge Street approach are controlled by stop signs, while the northbound approach is
uncontrolled. The peak summer ADT along this roadway is approximately 13,900
vehicles per day. A northward extension to the Pioneer Trail Extension is included in the
Town General Plan.
Brockway Road – Brockway Road travels from South River Street through the Palisades
Drive signal to its intersection with SR 267. The two-lane roadway includes a roundabout
at the Martis Valley Road/Brockway Road intersection and a traffic signal at the Palisades
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 95
Drive/Brockway Road intersection. The peak ADT along this roadway is approximately
15,900 vehicles per day. Formerly SR 267, with the completion of the SR 267 Bypass in
November 2002, ownership of the roadway was transferred to the Town of Truckee.
Soaring Way – This relatively new two-lane roadway connects SR 267 opposite Brockway
Road with Truckee Airport Road, providing access to portions of the Truckee-Tahoe
Regional Airport, office/industrial parcels, as well as the Planned Community Three
(Joerger Ranch) site. Peak summer ADT just east of SR 267 is approximately 3,900
vehicles per day.
Truckee Airport Road – Truckee Airport Road is a two-lane roadway providing main
access to the Truckee-Tahoe Regional Airport, as well as other industrial and commercial
businesses on the northeast side of SR 267. The westernmost portion is within Placer
County, the central portion is within the Town of Truckee, while the easternmost portion
(on the airport property) is in unincorporated Nevada County. A center left-turn lane is
provided along most of this roadway. The peak summer ADT along this roadway is
approximately 16,200 vehicles per day.
Schaffer Mill Road - Schaffer Mill Road (also two lanes) extends southwest from the
signalized SR 267/Truckee Airport Road/Schaffer Mill Road intersection, providing
access to the Lahontan, Martis Camp and Timilick developments as well as other
developing parcels. The peak summer ADT along this roadway is approximately 3,400
vehicles per day.
Northstar Drive – Northstar Drive provides access from SR 267 to the Northstar-at-Tahoe
ski area and associated residential and commercial areas. It is generally a two-lane
configuration, with a traffic signal at the T-intersection with SR 267. The peak summer
ADT along this roadway is approximately 4,500 vehicles per day.
McIver Crossing – McIver Crossing, a railroad underpass roadway, is a two-lane local
roadway that connects Donner Pass Road (near the western end of Downtown Truckee)
with West River Street. Its intersection with Donner Pass Road is controlled with a one-
lane roundabout. The peak summer ADT along this roadway is approximately 6,400
vehicles per day.
(2) Study Roadway Segments. Table IV.C-1 identifies the 25 roadway segments that
were examined in the traffic analysis. These segments were analyzed because they
represent the major existing roadway components in the Town of Truckee and in the nearby
vicinity that could be potentially significantly impacted. The table also identifies the agency
that has jurisdiction over the roadway, the type of roadway, and the applicable jurisdiction’s
acceptable level of service standard. Segments along I-80, SR 89, and SR 267 are owned by
the California Department of Transportation.
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
96
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
Ta
b
l
e
I
V
.
C
-
1
S
t
u
d
y
R
o
a
d
w
a
y
S
e
g
m
e
n
t
s
Ro
a
d
w
a
y
S
e
g
m
e
n
t
s
J
u
r
i
s
d
i
c
t
i
o
n
C
l
a
s
s
i
f
i
c
a
t
i
o
n
LO
S
Th
r
e
s
h
o
l
d
a
Av
e
r
a
g
e
Da
i
l
y
Tr
a
f
f
i
c
(A
D
T
)
Ma
x
A
l
l
o
w
a
b
l
e
Pe
a
k
-
H
o
u
r
Vo
l
u
m
e
p
e
r
La
n
e
t
o
O
b
t
a
i
n
LO
S
T
h
r
e
s
h
o
l
d
Ma
x
i
m
u
m
Al
l
o
w
a
b
l
e
Tw
o
-
W
a
y
A
D
T
to
O
b
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
DP
R
j
u
s
t
W
e
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
2
4
,
0
0
0
1
,
4
2
0
n
/
a
We
s
t
R
i
v
e
r
S
t
E
a
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
9
,
3
0
0
1
,
4
2
0
n
/
a
SR
8
9
S
o
u
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
1
4
,
6
0
0
n
/
a
2
5
,
0
0
0
SR
8
9
N
o
r
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
T
o
w
n
o
f
T
r
u
c
k
e
e/
P
l
a
c
e
r
C
o
.
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
D
1
9
,
7
0
0
1
,
8
9
0
2
5
,
0
0
0
DP
R
W
e
s
t
/
N
o
r
t
h
o
f
C
e
n
t
r
a
l
I
-
8
0
I
n
t
e
r
c
h
a
n
g
e
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
8
,
5
0
0
1
,
4
2
0
n
/
a
Mc
I
v
e
r
U
n
d
e
r
c
r
o
s
s
i
n
g
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
6
,
4
0
0
1
,
6
0
0
n
/
a
Br
i
d
g
e
S
t
N
o
r
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
uc
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
3
,
3
0
0
1
,
6
0
0
n
/
a
DP
R
W
e
s
t
o
f
B
r
i
d
g
e
S
t
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
0
,
5
0
0
1
,
2
0
0
n
/
a
We
s
t
R
i
v
e
r
S
t
w
e
s
t
o
f
B
r
i
d
g
e
S
t
.
T
o
w
n
of
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
9
,
9
0
0
1
,
2
0
0
n
/
a
Br
i
d
g
e
S
t
S
o
u
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
uc
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
3
,
9
0
0
1
,
6
0
0
n
/
a
Br
o
c
k
w
a
y
R
d
E
a
s
t
o
f
P
a
l
i
s
a
d
e
s
R
d
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
5
,
9
0
0
1
,
4
2
0
n
/
a
Gl
e
n
s
h
i
r
e
D
r
E
a
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
9
,
7
0
0
1
,
4
2
0
n
/
a
DP
R
N
o
r
t
h
o
f
P
i
o
n
e
e
r
T
r
a
i
l
T
o
w
n
o
f
Tr
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
0
,
1
0
0
1
,
4
2
0
n
/
a
Pi
o
n
e
e
r
T
r
a
i
l
W
e
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
C
o
l
l
e
c
t
o
r
D
8
,
2
0
0
8
9
0
n
/
a
SR
8
9
N
o
r
t
h
,
N
o
r
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
D
9
,
0
0
0
1
,
8
9
0
n
/
a
SR
2
6
7
S
o
u
t
h
o
f
I
-
8
0
T
o
w
n
o
f
T
r
u
c
k
e
e
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
D
1
8
,
2
0
0
1
,
8
9
0
n
/
a
Br
o
c
k
w
a
y
R
d
W
e
s
t
o
f
S
R
2
6
7
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
1
,
9
0
0
1
,
4
2
0
n
/
a
SR
2
6
7
a
t
N
e
v
a
d
a
/
P
l
a
c
e
r
C
o
u
n
t
y
L
i
n
e
To
w
n
o
f
T
r
u
c
k
e
e
/
P
l
a
c
e
r
C
o
u
n
t
y
/
Ca
l
t
r
a
n
s
Hi
g
h
w
a
y
D
2
1
,
9
0
0
1
,
8
9
0
2
5
,
0
0
0
Ai
r
p
o
r
t
R
d
E
a
s
t
o
f
S
R
2
6
7
Pl
a
c
e
r
C
o
.
/
T
o
w
n
o
f
T
r
u
c
k
e
e
/
Ne
v
a
d
a
C
o
.
Mi
n
o
r
A
r
t
e
r
i
a
l
D
2
,
5
8
0
5
0
0
1
6
,
2
0
0
Sc
h
a
f
f
e
r
M
i
l
l
R
d
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
3
,
4
0
0
n
/
a
1
6
,
2
0
0
SR
2
6
7
b
e
t
w
e
e
n
A
i
r
p
o
r
t
R
d
a
n
d
N
o
r
t
h
s
t
a
r
D
r
.
P
l
ac
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
1
7
,
9
0
0
n
/
a
2
5
,
0
0
0
No
r
t
h
s
t
a
r
D
r
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
4
,
5
0
0
n
/
a
1
6
,
2
0
0
SR
2
6
7
o
v
e
r
B
r
o
c
k
w
a
y
S
u
m
m
i
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
1
4
,
4
0
0
n
/
a
2
1
,
0
0
0
SR
2
8
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
2
1
,
2
0
0
n
/
a
5
0
,
0
0
0
SR
2
8
E
a
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
2
4
,
8
0
0
n
/
a
5
0
,
0
0
0
a T
h
e
a
p
p
l
i
c
a
b
l
e
j
u
r
i
s
d
i
c
t
i
o
n
’
s
l
e
v
e
l
o
f
s
e
r
v
i
c
e
s
t
a
n
d
a
r
d
f
o
r
a
c
c
e
p
t
a
b
l
e
r
o
a
d
w
a
y
o
p
e
r
a
t
i
o
n
.
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 97
(3) Study Intersections. The traffic analysis examined operations at 28 study
intersections, which were identified as the key facilities in the context of the town-wide and
area circulation network that could potentially be significantly impacted. Twenty-four of
these are located within the Town of Truckee and four are located in unincorporated
portions of Placer County, one of which is also under the jurisdiction of the Tahoe Regional
Planning Agency (TRPA). Two of the study intersections (Donner Pass Road/Donner Pass
Road Extension and Glenshire Drive/Donner Pass Road Extension) do not currently exist, but
are proposed to be constructed as part of the project. The 28 study intersections are listed
in Table IV.C-2, and are keyed to the locations shown in Figure IV.C-1.
b. Public Transit Services. This section describes existing transit services that serve the
Town of Truckee, including local and regional bus and rail transit.
(1) Local Transit Services. The Town of Truckee is currently served by three local
transit programs.
Truckee Transit (Fixed-Route). The Truckee Transit program is a public-private
partnership between the Town of Truckee and several private organizations, and is operated
through a private contractor. During the winter months, fixed-route service is provided
seven days per week between Grays Crossing (at the SR 89 North/Donner Pass Road
intersection), Downtown, and Donner Summit from roughly 7:00 a.m. to 6:00 p.m. In the
non-winter months, one bus is operated Monday through Saturday between the Tahoe
Truckee Airport and the west end of Donner Lake between roughly 9:15 a.m. and 5:15 p.m.
Dial-A-Ride. Truckee Dial-A-Ride provides curb-to-curb demand response service to
persons with disabilities (with ADA certification) and the general public. The Town of
Truckee contracts with Aztec Transportation to manage the Dial-A-Ride system. The Dial-A-
Ride service area is generally limited to the Town of Truckee. Service is provided between
7:00 a.m. and 7:00 p.m. Monday through Friday, with Saturday service provided from 9:00
a.m. to 5:00 p.m.
Truckee Night Service. A winter evening service has also been operated over the last
two winter seasons providing three runs in each direction between Northstar, the Truckee
Tahoe Airport, Downtown and Donner Lake from roughly 6:00 p.m. to 12:30 a.m. No fare is
charged for this service. This service is provided by a transit contractor, using funds
collected by the Truckee – North Tahoe Transportation Management Association.
(2) Regional Transit Services. The Truckee area is served by regional bus and rail
services as described below.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
98 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
Table IV.C-2 Study Intersections
Intersection
Existing
Control Type
Acceptable
LOS
Standarda
1 SR 89 South/West River Street Signal D
2 West River Street/McIver Crossing Unsignalized E b
3 Donner Pass Road/McIver Crossing Roundabout E b
4 Donner Pass Road/I-80 Central Interchange
WB Off Ramp Unsignalized E b
5 Donner Pass Road/I-80 Central Interchange
EB Off Ramp/High St Unsignalized E b
6 Donner Pass Road/Spring Street Unsignalized E b
7 Donner Pass Road/Bridge Street Unsignalized E b
8 Bridge Street/Church Street Unsignalized E b
9 Bridge St/ Jibboom Street-High Street Unsignalized E b
10 Donner Pass Road/Church Street Unsignalized E b
11 Donner Pass Road/Keiser Street Unsignalized E b
12 Donner Pass Road/Glenshire Drive Unsignalized E b
13 Donner Pass Road/I-80 Eastern Interchange EB Off Ramp Unsignalized E b
14 Donner Pass Road/I-80 Eastern Interchange WB On Ramp Unsignalized D b
15 Donner Pass Road/Pioneer Trail Unsignalized D b
16 SR 89 North/Donner Pass Road Roundabout D b
17 SR 89 North/SR 267/I-80 Ramps EB Ramps Signal D
18 SR 89 North/SR 267/I-80 Ramps WB Ramps Signal D
19 Bridge Street/West River Street Unsignalized D b
20 Brockway Road/Palisades Drive Signal D
21 Brockway Road/Martis Valley Road Roundabout D b
22 SR 267/Brockway Road/Soaring Way Signal D b
23 SR 267/Airport Road/Schaffer Mill Road Signal D
24 SR 267/Northstar Drive Signal D
25 SR 267/SR 28 Signal D
26 Donner Pass Road/Donner Pass Road Extension (future) Future With Project E b
27 Donner Pass Road Extension/Glenshire Drive (future) Future With Project E
28 89 South/DPR/Frates Lane Signal D b
a The applicable jurisdiction’s level of service standard for acceptable intersection operation.
b Individual turning movements at unsignalized intersections in Truckee allowed at LOS F, so long as the cumulative
vehicle delay on the movement does not exceed four vehicle-hours in the peak hour.
Source: LSC Transportation Consultants, Inc., 2008.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 99
Tahoe Area Regional Transit. Tahoe Area Regional Transit (TART), operated by the
Placer County Department of Public Works, provides service year-round between the Truckee
Train Station and Tahoe City via SR 89. Service is provided hourly from roughly 6:30 a.m. to
6:30 p.m., seven days a week. TART also recently initiated winter-only service along the SR
267 between the Truckee Train Station, Northstar, Kings Beach and Crystal Bay, from
roughly 7:00 a.m. to 6:00 p.m. No TART service is currently provided along this corridor in
the non-winter seasons. Fares for TART services are $1.50 for the general public and $0.75
for seniors, persons with disabilities, and youth. These services are partially funded by the
Town of Truckee.
North Lake Tahoe Express. North Lake Tahoe Express is a service operated by
Airport Minibus, with funding provided by a variety of sources including the North Lake
Tahoe Resort Association. This service runs shuttles between the Reno Tahoe International
Airport and the Truckee/North Tahoe area seven days a week. Transportation from the
airport to Downtown Truckee is offered seven times a day (from 5:15 a.m. to 11:00 p.m.)
along with six departures from Downtown Truckee to the airport (from 3:45 a.m. to 9:30
p.m.). The one-way fare is $35 per passenger, with discounts available for groups and
multiple trips.
Greyhound Lines, Incorporated. Greyhound provides bus service between Reno and
Truckee seven days a week. Passengers are served in Truckee at the Truckee Train Station in
the downtown Commercial Row area. Two westbound runs and one eastbound run per day
serve the Truckee Train Station.
Amtrak. Amtrak provides rail service to Truckee seven days a week, as part of the
California Zephyr route between the San Francisco Bay Area and Chicago. Westbound
service is currently scheduled to stop in Truckee at 11:35 a.m. and the eastbound service is
scheduled for 1:38 p.m. In addition, the Amtrak Thruway provides bus service to the
Truckee Train Station for passengers connecting to rail services in Sacramento. Three
westbound departures are provided daily between 8:50 a.m. and 5:20 p.m., with three
eastbound arrivals between 12:45 p.m. and 6:45 p.m.
c. Trail and Bikeway System. Truckee’s existing trail and bikeway system includes
recreational trails/Class I (separated) bike paths that traverse the Truckee River Regional
Park between Brockway Road and Highway 267, and in short sections north of the Pioneer
Commerce Center, Gray’s Crossing and Old Greenwood developments, along Brockway
Road, and along Deerfield Drive. Class II bike lanes are also provided along Donner Pass
Road through the Gateway area. Additional trails/Class I bike paths will also be built in
conjunction with smaller development projects in the Brockway Road area.
Several other facilities are proposed in the 2007 Trails and Bikeways Master Plan, which
describes a comprehensive system of bikeways located along Truckee’s existing and future
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
100 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
roadways, as well as a dedicated network of trails and pathways for use by pedestrians,
equestrians, cyclists and cross-country skiers. The facilities proposed in the Master Plan
include a major East-West Recreational Trail, Multi-User Recreational Trails, Class I Bike
Paths, Class II Bike Lanes, and Class III Bike Routes.
d. Parking. Parking in the general Downtown Truckee area is provided by a mix of on-
street spaces and off-street lots. The Town of Truckee has inventoried a total of 944 parking
spaces, including 295 paid spaces and 246 employee-only spaces actively managed by the
Town, along with 403 private spaces. Peak summer counts conducted by the Town of
Truckee indicate a maximum utilization of 68 percent of all spaces at any one time
(excluding special events) for the Downtown area as a whole, though public parking in the
immediate Commercial Row area often approaches capacity at peak times.
e. Existing Traffic Conditions. Existing intersection and roadway segment conditions
are described below.
(1) Level of Service. Existing and future traffic conditions are evaluated based on
operational conditions along individual roadway segments, and at a series of study
intersections. This analysis relies on the concept of “Level of Service” (LOS), a qualitative
measure of traffic conditions, whereby a series of letter grades “A” (no congestion) through
“F” (where the system fails, with gridlock or stop-and-go conditions prevailing) correspond
to progressively worsening traffic conditions along a roadway or at intersection. Roadway
level of service is based upon a comparison of the traffic volume along the roadway to the
capacity of that roadway, whereas intersection level of service is based on the delay
associated with vehicles passing through an intersection.
In general, the various levels of service are defined as follows for uninterrupted flow
facilities, such as roadways not controlled by signals or stop signs:
LOS A represents free flow. Individual users are virtually unaffected by the presence of
others in the traffic stream. Freedom to select desired speeds and to maneuver within
the traffic stream is extremely high. The general level of comfort and convenience
provided to the motorist, passenger, or pedestrian is excellent.
LOS B is in the range of stable flow, but the presence of other users in the traffic stream
begins to be noticeable. Freedom to select desired speeds is relatively unaffected, but
there is a slight decline in the freedom to maneuver within the traffic stream from
LOS A. The level of comfort and convenience provided is somewhat less than at LOS A,
because the presence of others in the traffic stream begins to affect individual behavior.
LOS C is in the range of stable flow, but marks the beginning of the range of flow in
which the operation of individual users becomes significantly affected by interactions
with others in the traffic stream. The selection of speed is now affected by the presence
of others, and maneuvering within the traffic stream requires substantial vigilance on
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 101
the part of the user. The general level of comfort and convenience declines noticeably at
this level.
LOS D represents high-density, but stable flow. Speed and freedom to maneuver are
severely restricted and the driver or pedestrian experiences a generally poor level of
comfort and convenience. Small increases in traffic flow would generally cause
operational problems at this level.
LOS E represents operating conditions at or near the capacity level. All speeds are
reduced to a low, but relatively uniform value. Freedom to maneuver within the traffic
stream is extremely difficult, and it is generally accomplished by forcing a vehicle or
pedestrian to "give way" to accommodate such maneuvers. Comfort and convenience
levels are extremely poor and driver or pedestrian frustration is generally high.
Operations at this level are usually unstable, because small increases in flow or minor
perturbations within the traffic stream would cause breakdowns.
LOS F is used to define forced or breakdown flow. This condition exists wherever the
amount of traffic approaching a point exceeds the amount that can traverse the point.
Queues form behind such locations. Operations within the queue are characterized by
stop-and-go waves, and they are extremely unstable. Vehicles may progress at
reasonable speeds for several hundred feet or more, then be required to stop in a cyclic
fashion. LOS F is used to describe the operating conditions within the queue as well as
the point of the breakdown. It should be noted, however, that in some cases operating
conditions of vehicles or pedestrians discharged from the queue may be quite good.
Nevertheless, it is the point at which arrival flow exceeds discharge flow, which causes
the queue to form, and LOS F is an appropriate designation for such points.
(2) Level of Service Standards. The Town of Truckee, Placer County, the Tahoe
Regional Planning Agency and Caltrans each set forth somewhat different level of service
standards for the roadways and/or intersections in the Study Area over which they have
jurisdiction. These standards are discussed below.
Town of Truckee Standards. As stated in the recently-adopted 2025 Truckee General
Plan, the Town’s level of service standards are as follows:
Policy P2.1 -- Establish and maintain a Level of Service D or better on road segments
and for total intersection movements in portions of the Town outside of the Downtown
Study Area. 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
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.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
102 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
Policy 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 planning 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 alternative transportation modes. Exceptions should only be
allowed after all feasible resources and options to implement needed improvements
have been explored and exhausted.
In addition, level of service is specifically considered for a summer peak weekday only.
Placer County Standards. Placer County’s level of service standard for roadways and
signalized intersections located along State highways is LOS E (Placer County Regional
Transportation Congestion Management Plan).
Tahoe Regional Planning Agency Standards. Level of Service standards for the area
within the jurisdiction of the Tahoe Regional Planning Agency, which includes the SR 267/SR
28 intersection, are set forth in the Regional Transportation Plan - Air Quality Plan (RTP-
AQP) for the Lake Tahoe Region. Level of service standards described in this document are
as follows:
LOS C on rural scenic/recreational roads
LOS D in rural developed areas
LOS D on urban roads
LOS D for signalized intersections
LOS E may be acceptable during peak periods not to exceed four hours per day
Currently, TRPA does not have a specific adopted standard for unsignalized intersections.
Caltrans Standards. Caltrans endeavors to provide LOS C or better conditions along
State highways.1 It is standard practice in the Truckee/Tahoe region to defer to the local
jurisdiction’s LOS standards.
1 Caltrans, 2002, Guide for the Preparation of Traffic Studies.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 103
(3) Existing Intersection Operations. As a recreational area, overall peak summer
traffic activity is substantially greater in the PM peak period than in the AM peak period. As
a result, traffic analyses conducted in the region (including this one) focus on the PM peak
period. For this analysis, existing (2008) traffic volumes were based upon traffic counts
conducted at SR 89 South/West River Street, West River Street/McIver Crossing, West River
Street/ Bridge Street, Donner Pass Road/Bridge Street, Donner Pass Road/Church Street,
Donner Pass Road/I-80 eastern interchange ramps, and SR 89 North/SR 267/I-80 ramps.
The other intersection traffic volumes were based on the most recent available counts. To
estimate 2008 volumes, observed volumes were factored upward (based conservatively on
recent trends), reflecting a 4 percent annual growth rate in the Martis Valley area, a
3 percent annual growth rate at the SR 267/SR 89/I-80 interchange, a 2 percent growth rate
at other locations in Truckee and along SR 89, and a 1 percent growth rate in the Tahoe
Basin. The resulting volumes were also adjusted to reflect the PM peak hour conditions on
the10th-highest summer day (per Town of Truckee standard analysis procedures) and on the
30th-highest winter peak hour (per Placer County standard analysis procedures), based upon
variation in daily traffic activity observed as part of the Truckee General Plan traffic analysis.
Finally, the 2008 volumes were balanced between intersections. The resulting 2008 no-
project volumes are presented in Table IV.C-3, and depicted graphically in Figure IV.C-3.
Existing Summer Level of Service for Study Intersections. Intersection level of
service conditions were largely evaluated using the methodologies documented in the 2000
Highway Capacity Manual (HCM), as applied in the Traffix Software package, developed by
Dowling Associates. The SIDRA software (Version 3.2) was used to analyze roundabout
capacity. In addition, as the HCM methodology cannot directly evaluate the unusual traffic
control at the Donner Pass Road/Bridge Street intersection (where three legs of a four-
legged intersections are controlled by stop signs) and also cannot reflect the interaction of
closely spaced intersections, the Synchro/Simtraffic Software Package (Version 6) was used
to simulate both the Donner Pass Road/Bridge and Donner Pass Road/West River Street/East
River Street intersections. Computer output of detailed level of service calculations for all
intersections is provided in Appendix C of this report.
Table IV.C-4 lists the existing summer level of service at each study intersection. Note that
this table presents the average delay per vehicle. As discussed above, the Town LOS
standard also has a criterion for total delay for all vehicles on a specific movement, which is
presented below for those intersections not attaining the average delay criteria. As the table
indicates, all study intersections attain pertinent level of service standards with the
exception of the following three:
At the Donner Pass Road/Bridge intersection, the eastbound left and eastbound through
movements are provided with LOS F conditions. The eastbound through delay totals 5.3
hours, exceeding the Town’s 4-hour delay criteria for individual unsignalized
intersection movements.
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
10
4
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
Ta
b
l
e
I
V
.
C
-
3
2
0
0
8
N
o
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
NB
S
B
E
B
W
B
I
n
t
e
r
s
e
c
t
i
o
n
Le
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
L
e
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
To
t
a
l
Su
m
m
e
r
1
S
R
8
9
S
o
u
t
h
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
0
63
7
16
9
23
6
52
2
0
0
0
0
12
0
0
28
5
1,
9
6
9
2
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
/
M
c
I
v
e
r
C
r
o
s
s
i
n
g
5
3
11
17
7
8
12
3
1
0
1
29
9
10
5
30
1
14
8
1,
1
9
1
3
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
M
c
I
v
e
r
C
r
o
s
s
i
n
g
8
6
63
9
0
0
66
1
22
2
1
5
2
0
10
0
0
0
0
1,
8
6
0
4
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
C
e
n
t
r
a
l
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
W
B
O
f
f
R
a
m
p
0
74
6
0
0
66
4
0
0
0
0
54
0
20
8
1,
6
7
2
5
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
C
e
n
t
r
a
l
Ra
m
p
s
E
B
O
f
f
R
a
m
p
/
H
i
g
h
S
t
0
77
1
20
21
75
2
0
1
0
0
12
6
6
0
19
1,
7
2
5
6
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
S
p
r
i
n
g
S
t
r
e
e
t
3
2
0
17
0
20
3
2
6
3
55
4
0
0
35
0
31
1,
4
2
3
7
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
B
r
i
d
g
e
S
t
r
e
e
t
2
4
1
11
9
24
4
13
96
22
3
7
23
9
27
1
21
3
11
0
5
1,
6
1
0
8
B
r
i
d
g
e
S
t
r
e
e
t
/
C
h
u
r
c
h
S
t
r
e
e
t
0
14
1
18
13
10
6
0
1
5
5
10
15
0
68
39
1
9
Br
i
d
g
e
S
t
/
J
i
b
b
o
o
m
S
t
r
e
e
t
-
H
i
g
h
St
r
e
e
t
1
8
9
11
23
11
12
4
1
11
2
10
0
12
44
8
52
7
10
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
C
h
u
r
c
h
S
t
r
e
e
t
1
7
49
1
7
26
32
0
37
2
5
5
8
42
38
64
1,
0
8
0
11
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
K
e
i
s
e
r
S
t
r
e
e
t
1
57
9
0
0
38
2
55
1
3
0
0
1
0
0
0
1,
1
4
8
12
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
G
l
e
n
s
h
i
r
e
D
r
i
v
e
17
6
0
18
1
0
0
0
0
32
4
38
5
23
8
26
1
0
1,
5
6
5
13
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
E
a
s
t
e
r
n
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
E
B
O
f
f
R
a
m
p
0
50
5
0
0
35
5
0
1
6
3
0
14
4
0
0
0
1,
1
6
7
14
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
E
a
s
t
e
r
n
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
W
B
O
n
R
a
m
p
1
0
2
56
6
0
0
35
5
18
5
0
0
0
0
0
0
1,
2
0
8
15
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
P
i
o
n
e
e
r
T
r
a
i
l
1
8
9
37
7
0
0
26
0
10
3
1
4
6
0
28
0
0
0
0
1,
3
5
5
16
S
R
8
9
N
o
r
t
h
/
D
o
n
n
e
r
P
a
s
s
R
o
a
d
1
4
5
31
4
22
3
19
1
21
3
2
8
4
9
23
0
16
5
2
1,
4
3
4
17
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I
-
8
0
R
a
m
p
s
EB
R
a
m
p
s
0
56
2
43
1
19
0
29
9
0
1
2
3
0
25
1
0
0
0
1,
8
5
6
18
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I
-
8
0
R
a
m
p
s
WB
R
a
m
p
s
2
9
3
39
2
0
0
38
3
54
0
0
0
16
2
1
10
6
1,
3
9
1
19
B
r
i
d
g
e
S
t
r
e
e
t
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
2
9
4
45
5
12
42
46
9
96
1
0
0
8
36
0
15
4
39
1,
8
9
4
20
B
r
o
c
k
w
a
y
R
o
a
d
/
P
a
l
i
s
a
d
e
s
D
r
i
v
e
2
3
6
0
12
6
0
0
0
0
53
3
31
0
22
0
47
5
0
1,
9
0
0
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
Ta
b
l
e
I
V
.
C
-
3
2
0
0
8
N
o
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
(c
o
n
t
i
n
u
e
d
)
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
10
5
NB
S
B
E
B
W
B
I
n
t
e
r
s
e
c
t
i
o
n
Le
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
L
e
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
To
t
a
l
21
B
r
o
c
k
w
a
y
R
o
a
d
/
M
a
r
t
i
s
V
a
l
l
e
y
R
o
a
d
9
1
5
16
0
20
5
18
5
37
2
11
5
14
2
35
1
5
1,
2
8
9
22
SR
2
6
7
/
B
r
o
c
k
w
a
y
R
o
a
d
/
S
o
a
r
i
n
g
Wa
y
2
9
1
80
7
12
55
37
4
12
0
1
4
8
48
35
6
18
76
12
0
2,
4
2
5
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
S
c
h
a
f
f
e
r
M
i
l
l
Ro
a
d
2
1
74
3
34
72
63
8
47
1
6
5
9
35
44
5
15
5
1,
9
6
8
24
S
R
2
6
7
/
N
o
r
t
h
s
t
a
r
D
r
i
v
e
5
6
56
1
0
0
62
4
93
2
3
7
0
75
0
0
0
1,
6
4
6
25
S
R
2
6
7
/
S
R
2
8
1
0
2
40
2
1
25
9
1
9
0
76
5
1
2
70
4
36
8
2,
6
9
5
28
S
R
8
9
S
o
u
t
h
/
D
P
R
/
F
r
a
t
e
s
L
a
n
e
4
2
8
76
19
3
82
19
1
86
1
0
7
41
2
48
2
28
9
57
4
10
5
3,
0
2
5
Wi
n
t
e
r
1
S
R
8
9
S
o
u
t
h
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
0
1
,
3
6
9
14
4
15
8
41
4
0
0
0
0
80
0
11
2
2,
2
7
7
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
S
c
h
a
f
f
e
r
M
i
l
l
Ro
a
d
1
5
1
,
0
0
6
37
10
6
44
5
27
1
1
0
4
45
34
4
13
4
1,
9
6
7
24
S
R
2
6
7
/
N
o
r
t
h
s
t
a
r
D
r
i
v
e
4
1
3
2
8
0
0
38
2
14
2
7
3
0
0
35
9
0
0
0
1,
9
8
2
25
S
R
2
6
7
/
S
R
2
8
0
0
0
53
9
0
30
4
2
4
5
66
8
1
18
50
7
27
1
2,
5
5
3
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
Tr
u
c
ke
e
R
ail
y
ar
d
M
a
ste
r
Pl
a
n
E
I
R
20
0
8
N
o
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
SO
URCE:
LSC Transporatio
n Inc.,
2008.
\\Sau1-sr\on-site\2007\1407542
Truckee
Railyard
Master
Plan EIR\
Documen
ts\Admin EIR\
Figures
F
I
G
U
R
E
I
V.
C
-
3
26
7
89
89
TR
U
C
K
E
E
NO
RTH
S
TAR
LA
K
E
TAH
O
E
28
KI
N
G
S
BE
A
C
H
80
80
26
7
89
DO
N
N
E
R
PAS
S
RD
.
T
R
A
I
L
PI
O
N
E
E
R
.T
S
R
E
VI
R
T
S
E
W
M
C
I
V
E
R
PALLISADE S DR.
BRO
C
K
WAYRD.
V
A
L
L
E
Y
R
.
D
MA
R
T
I
S
AIR
P
O
R
TR.D
S
O
A
R
I
N
G
W
Y.
S
C
H
A
F
F
E
R
M
I
L
L
R
.D
N
O
R
T
H
S
T
A
R
D
R
.
BRIDG E S T .
D
O
N
N
E
R
P
A
S
S
R
D
.
JIB
B
O
O
M
ST.
K
E
I
S
E
R
A
V
E
.
SCHOOL
GL
E
N
S
H
I
R
E
R
D
.
C
H
U
R
C
H
E
A
S
T
R
I
V
E
R
S
T
.
D
O
N
N
E
R
P
A
S
S
R
O
A
D
E
X
T
E
N
S
I
O
N
C
H
U
R
C
H
S
T
R
E
E
T
E
X
T
E
N
S
I
O
N
PROP
O
S
E
D
SI
T
E
PROP
O
S
E
D
SI
T
E
E
S
T.
T
R
O
U
T
C
R
E
E
K
TAH
O
E
&
NO
RTH
STAR
TO
TAH
O
E
&
NO
RTH
STAR
26
27
9
8 7
19
10
11
12
26
8 9
21
2724
6
25
22
28
10
2
MC
I
V
E
R
CR
O
S
S
I
N
G
/
WE
S
T
RI
V
E
R
ST.
DO
N
N
E
R
PAS
S
RD
.
/
SP
R
I
N
G
ST.
20
3
26
3
55
4
17
31
35
0
15 5 10
13
68
15
18
JI
B
B
O
O
M
ST./
B
R
I
D
G
E
ST./
HI
G
H
ST.
DO
N
N
E
R
PAS
S
RD
.
/
CH
U
R
C
H
ST.
26
32
0
37
25 5 8
64
38
42
7
49
1
17
12
0
76 18
12
55
37
4
80
7
12
0
14
8
48 35
6
29
1
BR
I
D
G
E
ST./
CH
U
R
C
H
ST.
10
6
14
1
BR
O
C
K
WAY
RD
.
/
MA
R
T
I
S
VAL
L
E
Y
RD
.
SR
26
7
/
BR
O
C
K
WAY
RD
.
/
SO
A
R
I
N
G
WAY
SR
26
7
/
NO
R
T
H
S
TAR
HI
G
H
L
A
N
D
S
DR
.
93 23
7 75
56
62
4
56
1
SR
26
7
/
SR
28
40
2
1
25
9
19
0
76
5
1
36
8
70
4
2
2
0
1
DO
N
N
E
R
PAS
S
RD
.
/
DO
N
N
E
R
PAS
S
EX
T
E
N
S
I
O
N
GL
E
N
S
H
I
R
E
RD
.
/
DO
N
N
E
R
PAS
S
RD
.
EX
T
E
N
S
I
O
N
FU
T
U
R
E
IN
T
E
R
S
E
C
T
I
O
N
FU
T
U
R
E
IN
T
E
R
S
E
C
T
I
O
N
115
37
2
5
91
18
5
20
5 35
1
14
2
16
0
5
1
SR
89
SO
U
T
H
/
WE
S
T
RI
V
E
R
ST.
16
9
28
5
63
7
12
0
23
6
52
2
17
7
8
12
3
10
1
29
9
10
14
8
30
1
5
11
3
5
4
5
I-
8
0
WE
S
T
BO
U
N
D
RA
M
P
S
/
DO
N
N
E
R
PAS
S
RD
.
(C
E
N
T
R
A
L
IN
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
PAS
S
RD
.
/
I-
8
0
EA
S
T
BO
U
N
D
RA
M
P
S
(C
E
N
T
R
A
L
IN
T
E
R
C
H
A
N
G
E
)
20
8
54
74
6
66
4
20
77
1
12
6
21
75
2
10
19
6
3
DO
N
N
E
R
PAS
S
RD
.
/
MC
I
V
E
R
CR
O
S
S
I
N
G
15
2
10
0
86
63
9
22
2
66
1
3
0
2
7
DO
N
N
E
R
PAS
S
RD
.
/
BR
I
D
G
E
ST.
13
96
22
37
23
9
27
1
5
110
21
3
24
4
119
24
1
412
1
112 10
0
18
9
11
8
44 12
11
23
11
23
DO
N
N
E
R
PAS
S
RD
.
/
KE
I
S
E
R
ST.
SR
26
7
/
SC
H
A
F
F
E
R
MI
L
L
RD
.
/
A
I
R
P
O
R
T
RD
.
1
1 57
9
55
38
2
13
0
13 1412 15
DO
N
N
E
R
PAS
S
RD
.
/
GL
E
N
S
H
I
R
E
DR
.
26
1
23
8
18
1
32
4
38
5
17
6
I-
8
0
EA
S
T
BO
U
N
D
RA
M
P
S
/
DO
N
N
E
R
PAS
S
RD
.
(E
A
S
T
E
R
N
IN
T
E
R
C
H
A
N
G
E
)
35
5
50
5
35
5
18
5
56
6
10
2
16
3
14
4
I-
8
0
WE
S
T
BO
U
N
D
RA
M
P
S
/
DO
N
N
E
R
PAS
S
RD
.
(E
A
S
T
E
R
N
IN
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
PAS
S
RD
.
/
PI
O
N
E
E
R
TR
A
I
L
0
26
0
10
3
14
6
0
28
0
0
0
0
0
37
7
18
9
16
DO
N
N
E
R
PAS
S
RD
.
/
SR
89
NO
R
T
H
1817
SR
26
7
/
I-
8
0
EA
S
T
B
O
U
N
D
RA
M
P
S
19
0
29
9
12
3
0
25
1
43
1
56
2
SR
26
7
/
I-
8
0
WE
S
T
B
O
U
N
D
RA
M
P
S
38
3
54
10
6
1
16
2
39
2
29
3
42
46
9
96
10
0
8
36
0
39
4
15
12
45
5
29
4
19
BR
I
D
G
E
ST./
WE
S
T
RI
V
E
R
ST./
EA
S
T
RI
V
E
R
ST.
53
3
31
0
23
6
47
5
22
0
12
6
20
PAL
I
S
A
D
E
S
DR
.
/
BR
O
C
K
WAY
RD
.
3
19
1
21
3
28
4
9
23
0
2
5
16
22
31
4
14
5
47
16
5
9 35
21
74
3
34
445
15
5
72
SR
89
SO
U
T
H
/
DO
N
N
E
R
PAS
S
RD
.
/
FR
ATE
S
RD
.
63
8
82
19
1
86
10
7
41
2 48
2
10
5
57
4
28
9
19
3
76
42
8
1
4 5
3
2
6
20
14
15
13
16
18
17
21
22
23
24
25
28
20
0
8
NO
PR
O
J
E
C
T
PM
PE
A
K
-
H
O
U
R
IN
T
E
R
S
E
C
T
I
O
N
VO
L
U
M
E
S
TR
A
N
S
P
O
RTA
TI
O
N
CO
N
S
U
LT
AN
T
S
,
IN
C
.
LIAREEKCURTLOVDRAY
SC
A
L
E
0
IN
MI
L
E
S
ST
R
E
E
T
S
PR
O
P
O
S
E
D
ST
R
E
E
T
S
HI
G
H
WAYS
CO
U
N
T
Y
BO
U
N
D
A
RY
WATE
R
/
L
A
K
E
ST
U
D
Y
IN
T
E
R
S
E
C
T
I
O
N
TR
A
F
F
I
C
MO
V
E
M
E
N
T
TR
A
F
F
I
C
VO
L
U
M
E
LE
G
E
N
D
.5
FI
G
U
R
E
IV.C
-
2
SC
A
L
E
0
IN
FE
E
T
50
0
’
25
0
’
1 11
SC
A
L
E
0
IN
MI
L
E
S
.5
1
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 107
Table IV.C-4 Truckee Railyard No Project 2008 PM Peak Hour Level of Service
Total
Intersection Worst Movement
Intersection Control Type
Delay
Sec/veh LOS
Delay
Sec/veh LOS
Summer
1 SR 89 South/West River Street Signal 12.9 B – –
2 West River Street/McIver Crossing Unsignalized 11.1 B 39.0 E
3 Donner Pass Road/McIver Crossing Roundabout 8.2 A 15.9 C
4 Donner Pass Road/I-80 Central
Interchange WB Off Ramp Unsignalized 4.6 A 29.5 D
5 Donner Pass Road/I-80 Central
Interchange EB Off Ramp/High St Unsignalized 2.9 A 37.2 E
6 Donner Pass Road/Spring Street Unsignalized 5.5 A 77.6 Fa
7 Donner Pass Road/Bridge Street Unsignalized 31.8 D 79.4 F
8 Bridge Street/Church Street Unsignalized 5.2 A 13.7 B
9 Bridge St/ Jibboom Street-High Street Unsignalized 4.6 A 12.3 B
10 Donner Pass Road/Church Street Unsignalized 4.9 A 27.2 D
11 Donner Pass Road/Keiser Street Unsignalized 3.9 A 34.0 D
12 Donner Pass Road/Glenshire Drive Unsignalized 9.9 A 59.0 Fa
13 Donner Pass Road/I-80 Eastern
Interchange EB Off Ramp Unsignalized 6.5 A 24.8 C
14 Donner Pass Road/I-80 Eastern
Interchange WB On Ramp Unsignalized 0.8 A 9.3 A
15 Donner Pass Road/Pioneer Trail Unsignalized 9.7 A 27.0 D
16 SR 89 North/Donner Pass Road Roundabout 5.3 A 12.9 B
17 SR 89 North/SR 267/I-80 Ramps EB Ramps Signal 20.3 C – –
18 SR 89 North/SR 267/I-80 Ramps WB
Ramps Signal 16.8 B – –
19 Bridge Street/West River Street Unsignalized 68.4 F OVFLb F
20 Brockway Road/Palisades Drive Signal 27.9 C – –
21 Brockway Road/Martis Valley Road Roundabout 7.0 A 12.7 B
22 SR 267/Brockway Road/Soaring Way Signal 43.4 D – –
23 SR 267/Airport Road/Schaffer Mill Road Signal 34.3 C – –
24 SR 267/Northstar Drive Signal 10.9 B – –
25 SR 267/SR 28 Signal 31.2 C – –
28 89 South/Donner Pass Road/Frates Lane Signal 59.9 E – –
Winter
1 SR 89 South/West River Street Signal 11.0 B – –
23 SR 267/Airport Road/Schaffer Mill Road Signal 40.5 D – –
24 SR 267/Northstar Drive Signal 15.4 C – –
25 SR 267/SR 28 Signal 38.1 D – –
Bold indicates level of service standard exceeded.
a As no more than 4 vehicle-hours of delay were found on any traffic movement, this intersection still attains level
of service standard.
b OVFL represents overflow conditions where delays per vehicles exceed 200 sec/veh and cannot be accurately
estimated.
Source: LSC Transportation Consultants, Inc., 2008.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
108 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
At the Bridge Street/West River Street intersection, the eastbound and westbound
left/through movements are at LOS F. The greatest delay on any one movement exceeds
the Town’s 4 hour criteria.
At the SR 89 South/Donner Pass Road/Frates Lane intersection, level of service was
found to be LOS E, exceeding the Town’s LOS D standards outside of the Downtown
area.
As shown in Table IV.C-5, providing adequate level of service at these intersections requires
the following improvements:
Signalization of the Donner Pass Road/Bridge intersection, along with the conversion of
the existing single northbound approach lane to separate left and through/right lanes,
and conversion of the existing southbound single lane approach to separate
southbound left and southbound through/right lanes.
Signalization of the Bridge Street/West River Street/East River Street intersection. No
additional turn lanes are necessary.
At the SR 89 South/Donner Pass Road/Frates Lane intersection, provision of a right-turn
overlap phasing on the eastbound approach (or other improvement to be identified in
separate study). This is consistent with the findings of the Royal Ridge Traffic Impact
Study.
Existing Winter Level of Service for Study Intersections. Winter intersection level of
service was also evaluated for the study intersections in Placer County, as the Placer County
standards apply to both winter and summer conditions. As shown in Table IV.C-4, all study
intersections were found to meet applicable standards.
(4) Existing Roadway Capacity. Roadway capacity is evaluated in order to
determine whether a specific roadway segment should be widened to accommodate existing
or future traffic volumes. The Town of Truckee and Placer County have adopted different
methodologies for determining roadway capacity: the Town of Truckee roadway capacity
standards are based upon hourly traffic volumes, while Placer County’s roadway capacity
standards are based upon daily traffic volumes. Accordingly, the methodologies used by the
Town of Truckee and Placer County, and the resulting capacities applicable to the 25 study
roadway segments are described below.
Town of Truckee Roadway Capacity Standards. It is the policy of the Town of
Truckee that the methodology used to determine roadway capacity for the Town follow the
guidance in the Level of Service Criteria Study, completed by Prism Engineering for the
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
10
9
Ta
b
l
e
I
V
.
C
-
5
T
r
u
c
k
e
e
R
a
i
l
y
a
r
d
N
o
P
r
o
j
e
c
t
2
0
0
8
P
M
P
e
a
k
H
o
u
r
M
i
t
i
g
a
t
e
d
L
e
v
e
l
o
f
S
e
r
v
i
c
e
20
0
8
E
x
i
s
t
i
n
g
20
0
8
I
m
p
r
o
v
e
d
To
t
a
l
In
t
e
r
s
e
c
t
i
o
n
Wo
r
s
t
Mo
v
e
m
e
n
t
To
t
a
l
In
t
e
r
s
e
c
t
i
o
n
Wo
r
s
t
Mo
v
e
m
e
n
t
In
t
e
r
s
e
c
t
i
o
n
Co
n
t
r
o
l
Ty
p
e
De
l
a
y
se
c
/
v
e
h
LO
S
De
l
a
y
se
c
/
v
e
h
LO
S
Re
q
u
i
r
e
d
I
m
p
r
o
v
e
m
e
n
t
Co
n
t
r
o
l
Ty
p
e
De
l
a
y
se
c
/
v
e
h
LO
S
De
l
a
y
se
c
/
v
e
h
LO
S
7
Do
n
n
e
r
P
a
s
s
Ro
a
d
/
B
r
i
d
g
e
S
t
r
e
e
t
Un
s
i
g
n
a
l
i
z
e
d
3
1
.
8
D
79
.
4
F
Si
g
n
a
l
i
z
e
,
a
d
d
N
B
L
a
n
d
SB
R
Si
g
n
a
l
3
6
.
2
D
–
–
19
Br
i
d
g
e
S
t
r
e
e
t
/
W
e
s
t
Ri
v
e
r
S
t
r
e
e
t
Un
s
i
g
n
a
l
i
z
e
d
6
8
.
4
F
OV
F
L
a
F
Si
g
n
a
l
i
z
e
S
i
g
n
a
l
2
7
.
4
C
–
–
26
8
9
S
o
u
t
h
/
D
P
R
/
F
r
a
t
e
s
S
i
g
n
a
l
5
9
.
9
E
–
–
EB
R
t
i
m
i
n
g
o
v
e
r
l
a
p
(
o
r
ot
h
e
r
i
m
p
r
o
v
e
m
e
n
t
t
o
b
e
id
e
n
t
i
f
i
e
d
i
n
s
e
p
a
r
a
t
e
st
u
d
y
)
Si
g
n
a
l
4
4
.
8
D
–
–
Bo
l
d
in
d
i
c
a
t
e
s
l
e
v
e
l
o
f
s
e
r
v
i
c
e
s
t
a
n
d
a
r
d
e
x
c
e
e
d
e
d
a O
V
F
L
r
e
p
r
e
s
e
n
t
s
o
v
e
r
f
l
o
w
c
o
n
d
i
t
i
o
n
s
w
h
e
r
e
d
e
l
a
y
s
p
e
r
v
e
h
i
cl
e
s
e
x
c
e
e
d
2
0
0
s
e
c
/
v
e
h
a
n
d
c
a
n
n
o
t
b
e
a
c
c
u
r
a
t
e
l
y
e
s
t
i
m
a
t
e
d
.
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
110 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
Nevada County Transportation Commission in 2000.2 Please note that although the Nevada
County Transportation Commission generally agrees with the approach and conclusions of
the Prism study, the document was never formally adopted. The level of service criteria
relies upon factors described in the 1997 Highway Capacity Manual (HCM), published by the
Transportation Research Board. Since publication of the study, a revised edition of the
Highway Capacity Manual has been published, which updated the factors applied in the
NCTC study. Application of HCM 2000 standards resulted in revised capacity standards for
Truckee roadways, which were previously determined under HCM 1997.
In addition, a lower capacity is identified for
the Commercial Row segment of Donner
Pass Road between Bridge Street and Spring
Street. This characterization reflects the
special conditions present along this
roadway, including the capacity reduction
effects of the on-street angled parking and
high levels of pedestrian crossing activity. It
was estimated that these conditions result
in a capacity along Commercial Row that is
approximately 70 percent of the roadway
capacity along the remainder of Donner
Pass Road. The resulting roadway capacities
are presented in Table IV.C-6.
Placer County Roadway Capacity
Standards. Capacity standards for roadway segments located within Placer County are
based on criteria established in the Placer County General Plan. The applicable standards for
the two roadway types, as set forth in the Placer County General Plan and Background
Report (prepared by Placer County in 1994), are 12,500 daily vehicles per lane for highways,
and 8,100 daily vehicles per lane for arterial roadways. For highways, the capacity reflects a
two-lane rural facility, with flat terrain, operating at LOS E or better. A lower capacity is
applied to the portion of SR 267 over Brockway Summit.
The ADT along each study roadway segment was estimated by applying a factor to the peak-
hour volume recorded in Summer 2003 for each roadway. This factor was determined by
reviewing daily traffic count data along various roadways in the Town of Truckee and in
portions of the traffic study area located in Martis Valley. If ADT and peak-hour data were
not available for a specific roadway, the ADT factor of a roadway with similar characteristics
was applied. While peak-hour volumes at some intersections in Placer County are as high or
higher in winter than in summer, total daily traffic activity is generally substantially greater
2 Prism Engineering, 2000. Level of Service Criteria Study prepared for Nevada County
Transportation Commission.
Table IV.C-6 Town of Truckee Peak Hour
Roadway Capacity (per lane) by
Type
Hourly Capacity
per Lane per
Direction
Roadway Type LOS D LOS E
Highway 1,890 2,080
Arterial 1,420 1,600
Commercial Row 1,070 1,200
Collector 890 1,000
Local Road 500 530
Source: Town of Truckee General Plan, 2005.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 111
in summer than winter. The roadway level of service analysis in Placer County is therefore
limited to an evaluation of summer conditions.
(5) Existing Roadway Adequacy. Table IV.C-7 presents the comparison of existing
peak-hour and daily traffic volumes with the applicable jurisdiction’s (i.e., Town of Truckee
or Placer County) acceptable pertinent standard. As shown, all study roadway segments are
currently within the allowable maximum capacity.
(6) Parking Requirements. Public parking in Downtown Truckee is actively managed
by the Town, including a “pay and display” paid parking program. Parking requirements for
both on- and off-street parking are addressed in Chapter 18.48 (Parking and Loading
Standards) of the Town of Truckee Development Code. Parking standards for development
within the Master Plan will be implemented using the Towns’ parking code and the
methodology in Appendix C.
(f) Relevant General Plan Policies. The Town of Truckee General Plan includes several
principles and policies related to transportation and circulation. The General Plan principle
related to transportation and circulation are listed below. The relationship of the Master
Plan to relevant transportation goals and policies is included in Table IV.A-1 in Appendix B.
Principle 1: Coordinate land use and transportation planning in Truckee to provide for the long-
range development of the Town’s roadway system consistent with the existing and future land
use patterns described in the Land Use Element.
Principle 2: Maintain acceptable traffic operations on the Town’s roads through application of
Level of Service thresholds, and by conditioning new development on the ability of local roads
and intersections to accommodate projected traffic impacts.
Principle 3: Minimize the negative impacts of transportation infrastructure upon Truckee’s
community character, local neighborhoods, and the environment.
Principle 4: Ensure that new development minimizes impacts on the road-way network, is
integrated into the existing transportation system and provides opportunities for use of
alternate modes.
Principle 5: Reduce automobile travel demand to reduce impacts on the Town’s roadway
system, lessen the need for new or expanded road facilities to accommodate increased
demand, and decrease pollutants emissions from automobiles.
Principle 6: Provide a safe, comprehensive, and integrated system of trails and bikeways as a
key component of the circulation system.
Principle 7: Promote a safe and efficient transit system, including both bus and rail, to reduce
congestion, improve the environment, and provide viable alternatives to the automobile.
Principle 8: Provide for the safe and efficient movement of commercial goods through Truckee
by road and rail.
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
11
2
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
Ta
b
l
e
I
V
.
C
-
7
2
0
0
8
S
u
m
m
e
r
N
o
P
r
o
j
e
c
t
R
o
a
d
w
a
y
L
e
v
e
l
o
f
S
e
r
v
i
c
e
Ro
a
d
w
a
y
S
e
g
m
e
n
t
s
J
u
r
i
s
d
i
c
t
i
o
n
C
l
a
s
s
i
f
i
c
a
t
i
o
n
LO
S
Th
r
e
s
h
o
l
d
Ma
x
Al
l
o
w
a
b
l
e
Pe
a
k
-
H
o
u
r
Vo
l
u
m
e
p
e
r
La
n
e
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
Pe
a
k
H
o
u
r
Tw
o
-
W
a
y
Vo
l
u
m
e
Pe
a
k
-
H
o
u
r
Pe
a
k
-
Di
r
e
c
t
i
o
n
Vo
l
u
m
e
AD
T
Fa
c
t
o
r
A
D
T
Ma
x
i
m
u
m
Al
l
o
w
a
b
l
e
Tw
o
-
w
a
y
AD
T
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
LO
S
Th
r
e
s
h
o
l
d
Ex
c
e
e
d
e
d
?
DP
R
j
u
s
t
W
e
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
2,
0
8
9
1
,
0
8
8
1
1
.
4
5
2
3
,
9
2
0
n/
a
N
o
We
s
t
R
i
v
e
r
S
t
E
a
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
81
0
4
0
5
1
1
.
4
5
9
,
2
7
0
n/
a
N
o
SR
8
9
S
o
u
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
4
4
8
8
0
6
1
0
.
0
6
1
4
,
5
7
0
25
,
0
0
0
N
o
SR
8
9
N
o
r
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
Pl
a
c
e
r
C
o
u
n
t
y
/
T
o
w
n
o
f
Tr
u
c
k
e
e
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
6
8
0
9
2
2
1
1
.
7
7
1
9
,
7
7
0
25
,
0
0
0
N
o
DP
R
W
e
s
t
/
N
o
r
t
h
o
f
C
e
n
t
r
a
l
I
-
8
0
In
t
e
r
c
h
a
n
g
e
To
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
6
1
8
9
5
4
1
1
.
4
5
1
8
,
5
3
0
n/
a
N
o
Mc
I
v
e
r
U
n
d
e
r
c
r
o
s
s
i
n
g
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
56
0
3
0
8
1
1
.
4
5
6
,
4
1
0
n/
a
N
o
Br
i
d
g
e
S
t
N
o
r
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
29
2
1
6
1
1
1
.
4
5
3
,
3
4
0
n/
a
N
o
DP
R
W
e
s
t
o
f
B
r
i
d
g
e
S
t
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
2
0
0
92
0
5
4
7
1
1
.
4
5
1
0
,
5
3
0
n/
a
N
o
We
s
t
R
i
v
e
r
S
t
w
e
s
t
o
f
B
r
i
d
g
e
S
t
.
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
2
0
0
86
2
4
6
8
1
1
.
4
5
9
,
8
7
0
n/
a
N
o
Br
i
d
g
e
S
t
S
o
u
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
1,
1
8
4
6
0
4
1
1
.
7
6
1
3
,
9
2
0
n/
a
N
o
Br
o
c
k
w
a
y
R
d
E
a
s
t
o
f
P
a
l
i
s
a
d
e
s
R
d
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
3
5
4
6
9
5
1
1
.
7
6
1
5
,
9
2
0
n/
a
N
o
Gl
e
n
s
h
i
r
e
D
r
E
a
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
98
0
6
2
3
1
0
.
6
5
1
0
,
4
4
0
n/
a
N
o
DP
R
N
o
r
t
h
o
f
P
i
o
n
e
e
r
T
r
a
i
l
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
88
6
5
2
3
1
1
.
4
5
1
0
,
1
4
0
n/
a
N
o
Pi
o
n
e
e
r
T
r
a
i
l
W
e
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
C
o
l
l
e
c
t
o
r
D
8
9
0
71
8
4
2
6
1
1
.
4
5
8
,
2
2
0
n/
a
N
o
SR
8
9
N
o
r
t
h
,
N
o
r
t
h
o
f
D
P
R
To
w
n
o
f
Tr
u
c
k
e
e
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
0
0
7
6
0
0
8
.
9
9
9
,
0
5
0
n/
a
N
o
SR
2
6
7
S
o
u
t
h
o
f
I
-
8
0
To
w
n
o
f
Tr
u
c
k
e
e
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
5
4
3
9
9
3
1
1
.
8
1
1
8
,
2
2
0
n/
a
N
o
Br
o
c
k
w
a
y
R
d
W
e
s
t
o
f
S
R
2
6
7
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
0
3
9
5
5
2
1
1
.
4
5
1
1
,
9
0
0
n/
a
N
o
SR
2
6
7
a
t
N
e
v
a
d
a
/
P
l
a
c
e
r
C
o
u
n
t
y
L
i
n
e
To
w
n
o
f
T
r
u
c
k
e
e
/
P
l
a
c
e
r
Co
u
n
t
y
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
8
5
8
1
,
1
1
0
1
1
.
8
1
2
1
,
9
4
0
25
,
0
0
0
N
o
Ai
r
p
o
r
t
R
d
E
a
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
M
i
n
o
r
A
r
t
e
r
i
a
l
D
n
/
a
31
9
2
0
4
8
.
1
0
2
,
5
8
0
16
,
2
0
0
N
o
Sc
h
a
f
f
e
r
M
i
l
l
R
d
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
n
/
a
28
2
2
0
9
1
2
.
0
0
3
,
3
8
0
16
,
2
0
0
N
o
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
Ta
b
l
e
I
V
.
C
-
7
2
0
0
8
S
u
m
m
e
r
N
o
P
r
o
j
e
c
t
R
o
a
d
w
a
y
L
e
v
e
l
o
f
S
e
r
v
i
c
e
(c
o
n
t
i
n
u
e
d
)
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
11
3
Ro
a
d
w
a
y
S
e
g
m
e
n
t
s
J
u
r
i
s
d
i
c
t
i
o
n
C
l
a
s
s
i
f
i
c
a
t
i
o
n
LO
S
Th
r
e
s
h
o
l
d
Ma
x
Al
l
o
w
a
b
l
e
Pe
a
k
-
H
o
u
r
Vo
l
u
m
e
p
e
r
La
n
e
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
Pe
a
k
H
o
u
r
Tw
o
-
W
a
y
Vo
l
u
m
e
Pe
a
k
-
H
o
u
r
Pe
a
k
-
Di
r
e
c
t
i
o
n
Vo
l
u
m
e
AD
T
Fa
c
t
o
r
AD
T
Ma
x
i
m
u
m
Al
l
o
w
a
b
l
e
Tw
o
-
w
a
y
AD
T
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
LO
S
Th
r
e
s
h
o
l
d
Ex
c
e
e
d
e
d
?
SR
2
6
7
b
e
t
w
e
e
n
A
i
r
p
o
r
t
R
d
a
n
d
No
r
t
h
s
t
a
r
D
r
Pl
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
5
1
5
7
9
8
1
1
.
8
1
1
7
,
8
9
0
25
,
0
0
0
N
o
No
r
t
h
s
t
a
r
D
r
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
n
/
a
46
1
3
1
2
9
.
6
6
4
,
4
6
0
16
,
2
0
0
N
o
SR
2
6
7
o
v
e
r
B
r
o
c
k
w
a
y
S
u
m
m
i
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
2
2
0
6
6
2
1
1
.
8
1
1
4
,
4
1
0
21
,
0
0
0
N
o
SR
2
8
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
9
2
0
9
6
4
1
1
.
0
4
2
1
,
2
0
0
50
,
0
0
0
N
o
SR
2
8
E
a
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
2,
2
4
3
1
,
1
6
9
1
1
.
0
4
2
4
,
7
6
0
50
,
0
0
0
N
o
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
114 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
2. Relevant Draft Railyard Master Plan Policies
The Draft Master Plan includes specific polices related to transportation, circulation and
parking. New development within the Master Plan Area would be subject to the following
transportation, circulation and parking policies within the Draft Railyard Master Plan:
1.e: Accommodate higher density housing than currently exists Downtown to support local
businesses and balance office uses, which generate activity during the day, with residential
activity in the evening and on weekends.
2.b: Develop the Railyard Master Plan Area at a pedestrian scale, at a higher intensity than the
existing Downtown Core, and with a mix of uses that supports walking and biking as the
primary means of transportation.
2.c: Provide for snow removal on sidewalks to support walking as a primary mode of
transportation year-round.
2.d: Incorporate traffic calming designs into roadways to reduce vehicle speeds.
2.e: Provide parking facilities that do not disrupt the integrity of the urban fabric and that are
visually appropriate for the street.
2.f: Facilitate transitions between different modes of transit by siting bicycle storage
lockers/racks, parking, and expanded transit in close proximity and providing safe and
comfortable transition areas between modes.
2.g: Provide adequate, but not excessive parking to accommodate visitors, employees and
residents and allow for shared use of parking facilities to maximize the use of facilities during
all hours of the day and support the “park once” concept.
2.h: Require safe and convenient bicycle parking lockers or racks for mixed use, commercial,
and multi-family development.
2.i: Design streets for the mountain winter snow conditions that facilitate snow plowing and
storage, while maintaining an appropriate pedestrian scale.
2.j: Build ADA compliant trials and walkways to connect public open spaces.
2.k: Support pedestrian and bicycle linkages to Trout Creek and, eventually Truckee River.
3.k: Create a pleasant pedestrian environment by buffering pedestrians from vehicular traffic
with street trees landscaping, where appropriate and consistent with Truckee’s character.
3. Impacts and Mitigation Measures
This section includes an analysis of potential impacts related to transportation that could
result from implementation of the Master Plan. Presented below are criteria of significance,
which establish the thresholds for determining whether a project impact is significant,
followed by a brief description of the analytical methodology. The section concludes with a
discussion of the potential impacts and includes recommendations for mitigation measures
as appropriate.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 115
a. Criteria of Significance. The CEQA Guidelines generally state that a project will be
expected to result in a significant transportation and circulation impact if it causes an
increase in traffic that is substantial in relation to the existing traffic load and capacity of
the street system. For the purpose of this EIR, impacts are considered to be significant if:
Implementation of the proposed project, either to an existing no-project or future no-
project conditions, results in exceeding an applicable level of service standard. The level
of service thresholds applicable to each intersection and roadway segment analyzed in
this section are shown in Tables IV.C-1 and IV.C-2, above.
In the case that an intersection or roadway segment is operating at unsatisfactory levels
under existing or future no-project conditions, the project causes any increase in traffic
volume.
Per the Town General Plan Circulation Element, the project increases traffic on a local
road more than 1,000 average daily trips, except that an increase greater than 1,000
average daily trips is acceptable so long as the increase in traffic does not exceed 50
percent or more and the provisions of Circulation Element Policy P2.4 can be met.
Implementation of the proposed project substantially increases hazards due to a design
feature or incompatible land uses.
Implementation of the proposed project results in inadequate emergency access.
Project implementation would result in substantial conflicts between motor vehicles and
pedestrians/bicyclists, or conflicts with the Truckee Trails and Bikeway Master Plan.
The significance criteria identified above are based on Section 15065 and Appendix G of the
CEQA Guidelines and the Town of Truckee General Plan.
b. Analysis Approach
Traffic impacts that could result from implementation and buildout of the Master Plan were
assessed at the 28 study intersections under Existing (2008) and Cumulative Year 2025
conditions. The 2025 analysis year was chosen to be consistent with the current Town
General Plan’s assumed buildout year. Traffic generated by implementation of the Master
Plan was added to the baseline no project conditions for each scenario to determine the
potential impacts of the project. The assumptions for the proposed project are described
below.
(1) Traffic Generation. Appendix C presents a detailed evaluation of the traffic
generation associated with the proposed Railyard project. At buildout, trip generation is
estimated to equal 13,139 vehicle-trips per day at the site driveways and parking areas, of
which 1,046 occur in the PM peak hour (505 inbound plus 541 outbound). Some of these
trips, however, are made by motorists already on adjacent roadways who would stop by the
site as part of a longer trip, and therefore add to the traffic at the site driveways but do not
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
116 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
add to the traffic on adjacent roadways. Adjusting for these “pass-by trips,” the proposed
project land uses would add 11,012 vehicle-trips per day on adjacent roadways, with 878
occurring in the PM peak hour (427 inbound plus 451 outbound). Existing uses on the site3
that would be removed at full buildout of the Master Plan currently generate 1,432 ADT on
adjacent roadways, of which 138 vehicle-trips (65 inbound plus 73 outbound) occur in the
PM peak hour. Subtracting these volumes, the net impact of the proposed project would be
to increase total traffic on adjacent roadways by 9,580 vehicle-trips per day, including 740
vehicle-trips in the PM peak hour (362 inbound and 378 outbound). In addition to the
reduction for pass-by trips, these figures reflect appropriate reductions associated with
pedestrian, bicycle and transit usage (both external to and internal to the site).
The land uses included in the existing Town Traffic Model representing the railyard site
generate a total of 978 PM peak-hour vehicle-trips at the site driveways. Comparing this
figure with the corresponding trip generation figure for the proposed railyard project
(1,046), the proposed project would result in an increase in buildout traffic generation of 68
vehicle trips, or 7 percent.
(2) Distribution of Site-Generated Traffic. The distribution pattern for site-
generated external traffic was developed based upon trip origin/destination estimates
contained in the Truckee Town Traffic Model. Minor adjustments were applied to reflect
differences in travel mode for the proposed project (such as the relatively high proportion of
short nearby trips via non-motorized modes compared to longer trips) as well as observed
travel patterns. The resulting distributions are shown in Appendix C, for both 2008 and
2025 conditions. Note that the distribution of site-generated traffic changes between these
two analysis years, due to changes in other land uses in the Truckee area. For instance, the
development of a new commercial center in the PC-3 area (around the SR 267/Brockway
Road intersection), as included in the Truckee General Plan, will tend to shift trip distribu-
tion away from the existing Gateway commercial area to the new PC-3 commercial area.
(3) Diversion of Existing Traffic. Under existing plus project conditions, there are
two factors that could potentially divert existing non-project-generated traffic.
New Roadways. As part of the Railyard Master Plan, an eastward extension of Donner
Pass Road would be constructed east of Bridge Street, tying into a new T-intersection on
Glenshire Drive near the relocated Balloon Track. Entering the Downtown area from the east,
Donner Pass Road would be curved to the south to form a T-intersection with this new
“Donner Pass Road Extension”. In addition, Church Street would be extended eastward
across relocated Donner Pass Road to terminate at a new T-intersection with Donner Pass
Road Extension. The Town of Truckee will have jurisdiction of these two new roadways.
3 Tahoe Truckee Lumber, Truckee River Glass, and cardlock facility; these uses will be
removed overtime as the plan is implemented.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 117
These new roadways would provide new route options for existing drivers and are included
in this traffic analysis. In particular, drivers traveling from Glenshire to Downtown (and
beyond) could avoid the long delays currently occurring for northbound left turning drivers
on Glenshire Drive at Donner Pass Road by making a relatively easy left from Glenshire Drive
westbound to Donner Pass Road Extension. Although travel speeds along Donner Pass Road
Extension would be relatively low, drivers avoiding the long delays at the existing
intersection would result in the diversion of a majority of the existing volume on this
northbound left-turn movement. In the opposite direction, the use of the two alternative
routes is expected to be balanced.
Congestion Generated by the Proposed Project. In addition, there is a potential that
the traffic generated by development that would result from implementation of the
proposed Railyard Master Plan would create traffic delays sufficient to cause existing drivers
to divert around key congestion points in Downtown Truckee, either by nearby roadways
(such as Jibboom Street) or by more distant alternative routes (such as the SR 267 Bypass).
To assess whether this diversion would impact traffic volumes, the following analysis steps
were conducted:
Site generated trips were assigned to the study roadway network based on the distribu-
tion pattern, using the Traffix software package.
These volumes were entered into the Synchro/Simtraffic software package, and used to
model the key “choke points” in the Downtown street network, which are the Bridge/
Donner Pass Road and Bridge/West River Street intersections. This software package
allows evaluation of the interaction between closely spaced intersections, where the
traffic queue from one intersection could block movements at another intersection.
An initial evaluation of the 2008 Plus Project traffic volumes, assuming the existing
unsignalized configuration of the two key intersections along Bridge Street, indicated
that level of service standards would be exceeded, triggering the need for mitigation.
Based upon previous traffic analysis conducted in the area (as documented in a memor-
andum regarding the Truckee Downtown Constrained Traffic Capacity Study from LSC to
the Town of Truckee, dated August 4, 2006, and input from Town Staff), the following
was found to represent the maximum feasible expansion of these two key intersections
(if necessary to mitigate traffic impacts), while avoiding unnecessary impacts:
No expansion of roadways outside of existing right-of-way is possible. This
effectively precludes provision of roundabouts. Traffic signals, however, are feasible.
At Bridge Street/Donner Pass Road:
One additional northbound lane can be provided across the railroad tracks
between West River Street and Donner Pass Road. This would be striped to
provide a northbound left-turn lane at Donner Pass Road, with a separate
northbound through/right lane.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
118 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
The southbound approach of Donner Pass Road/Bridge Street intersection has a
shared left-through-right lane, which could be changed to a shared left/through
and a separate right lane, or a separate left and shared through right lane.
The short section of diagonal parking along the west side of Bridge Street,
between Donner Pass Road and the alley connecting Bridge Street with Jibboom
Street, can be converted to parallel spaces to allow for two southbound lanes
approaching Donner Pass Road.
Donner Pass Road, between Bridge Street and Church Street, could be widened to
provide westbound left-turn and right-turn lanes over that entire expanse of
roadway. This might require some of the existing diagonal parking on the north
side of Donner Pass, just east of Bridge Street, to be converted to parallel
parking.
Approaching the intersection on Donner Pass Road from the west, a shorter
transition can be provided, starting at the easternmost diagonal parking space
on the south side of the roadway (near the fire station) and extending beyond
the existing eastbound left- and eastbound right-turn lanes by roughly 50 feet.
At Bridge Street/West River Street/East River Street:
The transition for the northbound left-turn lane could be expanded to begin
south of South River Street, providing a full northbound left-turn lane along
Bridge Street, between South River Street and West River Street.
A shorter transition for the eastbound right-turn lane could be provided,
beginning at the easternmost angle parking space on the south side of West
River Street, extending beyond the eastbound right-turn lane by roughly 100
feet.
Full left-turn and through/right turn lanes could be provided on the westbound
approach.
This list excludes any expansion that reduces parking along Commercial Row (Donner
Pass Road between Bridge Street and Spring Street), widening Bridge Street over the
railroad tracks beyond three lanes, a northbound right-turn lane from Bridge Street to
East River Street, a second northbound through lane at Bridge/West River Street, or
expanding West River Street to a total of four travel lanes. These constraints also
effectively preclude provision of double turn lanes on any approach at either
intersection.
These “maximum feasible” intersection improvements were evaluated using the
Synchro/Simtraffic software and found to provide an adequate level of service (LOS D) at
both intersections (each with signals). For some movements, the “existing plus project
with mitigation” delays were found to be less than the existing delays. Based upon an
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 119
analysis of travel times for direct routes versus potential alternative routes, it was
determined that no significant additional traffic volumes would be diverted away from
the key Bridge/Donner Pass Road and Bridge/West River Street/East River Street
intersections under the “existing plus project condition.” The existing Town Traffic
Model was used to identify overall travel demand patterns, but was not used to assess
this issue of diversion of traffic in the Downtown area, as (1) it is not sufficiently
detailed to include all Downtown streets, and (2) it cannot reflect the queue blocking
factors that are reflected in the Synchro/Simtraffic analysis.
c. Intersection Traffic Volume and Capacity Analysis. The proposed project would
both add new vehicle-trips to the roadway system, and divert non-project trips through
construction of new roadway facilities. Figure IV.C-4 presents the peak-hour volume changes
resulting from the net increase in project land use activity at full buildout (without reflecting
diversion of non-project traffic). The resulting existing plus project traffic volumes are
presented in Table IV.C-8 and Figure IV.C-5. These traffic volume estimates were then
analyzed to identify the impact that they would have on roadway and intersection level of
service. Table IV.C-9 presents the existing plus project intersection level of service
forecasts, while Table IV.C-10 present existing plus project roadway level of service
forecasts.
d. Significant Project Transportation, Circulation and Parking Impacts. This section
analyzes the impacts of the proposed Railyard project on roadway and intersection
operations in and around the Town of Truckee and nearby key roadways in Placer County.
(1) Intersection Operations. Implementation of the proposed Master Plan would
significantly impact five intersections on level of service, as described below. The roadway
improvements needed to attain level of service standards at deficient intersections under
existing plus project conditions are shown in Table IV.C-11.
Impact TRAF-1: Assuming no change from the existing intersection configuration,
buildout of the Master Plan would cause select movements at the West River
Street/McIver Crossing intersection to degrade from LOS E to LOS F. (S)
Mitigation Measure TRAF-1: At the West River Street/McIver Crossing intersection, the
existing westbound left-turn lane shall be restriped as a two-way left-turn lane in order
to improve the level of service from LOS F to LOS D by allowing two-stage, left-turn
movements from McIver Crossing to West River Street eastbound. This strategy is
appropriate given the low posted speed limit (25 mph) and the relatively low
westbound left turn volume. The improvements required in this measure shall be
completed prior to issuance of the first Certificate of Occupancy for the any project in
the Master Plan Area. (LTS)
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
12
0
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
Ta
b
l
e
I
V
.
C
-
8
2
0
0
8
P
l
u
s
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
NB
S
B
E
B
W
B
I
n
t
e
r
s
e
c
t
i
o
n
Le
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
L
e
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
To
t
a
l
Su
m
m
e
r
1
S
R
8
9
S
o
u
t
h
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
0
63
7
18
8
27
8
52
2
0
0
0
0
14
1
0
33
0
2.
0
9
6
2
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
/
M
c
I
v
e
r
C
r
o
s
s
i
n
g
5
3
11
17
7
8
13
6
1
1
6
35
4
10
5
36
3
14
8
1.
3
3
6
3
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
M
c
I
v
e
r
C
r
o
s
s
i
n
g
99
69
6
0
0
71
7
22
2
1
5
2
0
11
5
0
0
0
2.
0
0
1
4
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
C
e
n
t
r
a
l
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
W
B
O
f
f
R
a
m
p
0
79
0
0
0
70
6
0
0
0
0
55
0
22
2
1.
7
7
3
5
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
C
e
n
t
r
a
l
Ra
m
p
s
E
B
O
f
f
R
a
m
p
/
H
i
g
h
S
t
0
82
8
20
21
79
5
0
1
0
0
13
9
6
0
19
1.
8
3
8
6
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
S
p
r
i
n
g
S
t
r
e
e
t
3
2
0
18
0
20
3
2
6
3
62
5
0
0
42
1
32
1.
5
6
7
7
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
B
r
i
d
g
e
S
t
r
e
e
t
24
1
16
9
31
0
13
15
7
51
5
6
29
8
27
1
27
8
15
8
5
2.
0
0
7
8
B
r
i
d
g
e
S
t
r
e
e
t
/
C
h
u
r
c
h
S
t
r
e
e
t
0
14
1
86
15
10
6
0
1
5
5
10
10
5
0
70
55
3
9
Br
i
d
g
e
S
t
/
J
i
b
b
o
o
m
S
t
r
e
e
t
-
H
i
g
h
St
r
e
e
t
19
1
11
23
11
12
4
1
11
2
10
2
12
44
8
53
1
10
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
C
h
u
r
c
h
S
t
r
e
e
t
17
31
9
7
91
18
1
37
2
5
75
8
46
13
0
15
1
1.
0
8
7
11
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
K
e
i
s
e
r
S
t
r
e
e
t
1
49
4
0
0
30
8
55
1
3
0
0
1
0
0
0
98
9
12
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
G
l
e
n
s
h
i
r
e
D
r
i
v
e
11
0
22
1
0
0
0
0
42
5
20
1
27
9
35
2
0
1.
4
8
9
13
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
E
a
s
t
e
r
n
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
E
B
O
f
f
R
a
m
p
0
64
5
0
0
42
1
0
1
6
3
0
21
0
0
0
0
1.
4
3
9
14
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
E
a
s
t
e
r
n
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
W
B
O
n
R
a
m
p
17
5
63
3
0
0
42
1
18
5
0
0
0
0
0
0
1.
4
1
4
15
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
P
i
o
n
e
e
r
T
r
a
i
l
20
3
43
0
21
25
31
2
10
3
1
4
6
3
29
3
16
2
19
1.
5
7
3
16
S
R
8
9
N
o
r
t
h
/
D
o
n
n
e
r
P
a
s
s
R
o
a
d
17
9
31
4
22
3
19
1
23
1
3
0
3
10
26
4
16
6
2
1.
5
4
1
17
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I
-
8
0
R
a
m
p
s
EB
R
a
m
p
s
0
56
2
43
1
22
4
29
9
0
1
2
3
0
25
1
0
0
0
1.
8
9
0
18
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I
-
8
0
R
a
m
p
s
WB
R
a
m
p
s
29
3
39
2
0
0
41
7
54
0
0
0
16
2
3
14
0
1.
4
6
1
19
B
r
i
d
g
e
S
t
r
e
e
t
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
29
4
51
4
12
43
53
1
15
9
1
5
6
8
36
0
15
4
40
2.
1
3
6
20
B
r
o
c
k
w
a
y
R
o
a
d
/
P
a
l
i
s
a
d
e
s
D
r
i
v
e
23
9
0
12
6
0
0
0
0
59
1
31
3
22
0
53
0
0
2.
0
1
9
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
Ta
b
l
e
I
V
.
C
-
8
2
0
0
8
P
l
u
s
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
(c
o
n
t
i
n
u
e
d
)
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
12
1
NB
S
B
E
B
W
B
I
n
t
e
r
s
e
c
t
i
o
n
Le
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
L
e
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
To
t
a
l
21
B
r
o
c
k
w
a
y
R
o
a
d
/
M
a
r
t
i
s
V
a
l
l
e
y
R
o
a
d
96
5
16
0
20
5
18
5
42
0
12
0
14
2
39
7
5
1.
3
9
3
22
SR
2
6
7
/
B
r
o
c
k
w
a
y
R
o
a
d
/
S
o
a
r
i
n
g
Wa
y
33
2
80
7
12
55
37
4
12
0
1
4
8
53
39
9
18
80
12
0
2.
5
1
8
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
S
c
h
a
f
f
e
r
M
i
l
l
Ro
a
d
21
77
3
34
81
67
0
48
1
6
6
9
35
44
5
16
3
2.
0
4
9
24
S
R
2
6
7
/
N
o
r
t
h
s
t
a
r
D
r
i
v
e
56
57
3
0
0
63
7
11
1
2
5
4
0
75
0
0
0
1.
7
0
6
25
S
R
2
6
7
/
S
R
2
8
1
0
2
40
9
1
26
4
1
9
5
76
5
1
2
70
4
37
5
2.
7
1
9
26
DP
R
/
D
P
R
E
x
t
e
n
s
i
o
n
1
5
12
1
0
17
21
7
3
1
3
26
8
19
1
22
6
0
1.
0
8
9
27
DP
R
E
x
t
e
n
s
i
o
n
/
G
l
e
n
s
h
i
r
e
4
0
0
21
8
0
0
0
0
43
9
41
19
7
19
2
0
1.
1
2
7
28
S
R
8
9
S
o
u
t
h
/
D
P
R
/
F
r
a
t
e
s
46
8
77
19
3
83
19
2
86
1
0
7
43
8
51
7
30
3
60
1
10
6
3.
1
7
1
Wi
n
t
e
r
1
S
R
8
9
S
o
u
t
h
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
0
13
6
9
16
3
20
0
41
4
0
0
0
0
10
1
0
15
7
2.
4
0
4
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
S
c
h
a
f
f
e
r
M
i
l
l
Ro
a
d
15
10
3
6
37
11
5
47
7
28
1
1
1
4
45
34
4
14
2
2.
0
4
8
24
S
R
2
6
7
/
N
o
r
t
h
s
t
a
r
D
r
i
v
e
41
34
0
0
0
39
5
16
0
7
4
7
0
35
9
0
0
0
2.
0
4
2
25
S
R
2
6
7
/
S
R
2
8
0
0
0
54
6
0
30
9
2
5
0
66
8
1
18
50
7
27
8
2.
5
7
7
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
26
7
89
89
TR
U
C
K
E
E
NO
R
T
H
S
T
A
R
LA
K
E
T
A
H
O
E
28
KI
N
G
S
BE
A
C
H
80
80
26
7
89
DO
N
N
E
R
P
A
S
S
R
D
.
T
R
A
I
L
PI
O
N
E
E
R
W
E
S
T
R
I
V
E
R
S
T
.
M
C
I
V
E
R
PALLISADES
D
R
.
BR
O
C
K
W
A
Y
R
D
.
V
A
L
L
E
Y
R
.
D
MA
R
T
I
S
AI
R
P
O
R
T
R
.
D
SO
A
R
I
N
G
W
Y
.
S
C
H
A
F
F
E
R
R
.
D
N
O
R
T
H
S
T
A
R
D
R
.
BRIDGE
S
T
.
D
O
N
N
E
R
P
A
S
S
R
D
.
JI
B
B
O
O
M
S
T
.
K
E
I
S
E
R
A
V
E
.
SCHOO
L
GL
E
N
S
H
I
R
E
R
D
.
C
H
U
R
C
H
E
A
S
T
R
I
V
E
R
S
T
.
D
O
N
N
E
R
P
A
S
S
R
O
A
D
E
X
T
E
N
S
I
O
N
C
H
U
R
C
H
S
T
R
E
E
T
E
X
T
E
N
S
I
O
N
PR
O
P
O
S
E
D
S
I
T
E
PR
O
P
O
S
E
D
SI
T
E
E
S
T
.
T
R
O
U
T
C
R
E
E
K
TA
H
O
E
&
N
O
R
T
H
S
T
A
R
TO
T
A
H
O
E
&
NO
R
T
H
S
T
A
R
26
27
9
8 7
19
10
11
12
26
8 9
21
2724
6
25
22
28
10
2
MC
I
V
E
R
C
R
O
S
S
I
N
G
/
WE
S
T
R
I
V
E
R
S
T
.
DO
N
N
E
R
P
A
S
S
R
D
.
/
SP
R
I
N
G
S
T
.
0
0
711
1
70
0 0
0
2
2
89
68
JI
B
B
O
O
M
S
T
.
/
B
R
I
D
G
E
S
T
.
/
HI
G
H
S
T
.
DO
N
N
E
R
P
A
S
S
R
D
.
/
CH
U
R
C
H
S
T
.
69
23
0
0
70
0
92
91
4
0
11
0
0
4 0
0
0
0
0
0
0 5 42
41
BR
I
D
G
E
S
T
.
/
CH
U
R
C
H
S
T
.
0
0
BR
O
C
K
W
A
Y
R
D
.
/
MA
R
T
I
S
V
A
L
L
E
Y
R
D
.
SR
2
6
7
/
BR
O
C
K
W
A
Y
R
D
.
/
S
O
A
R
I
N
G
W
A
Y
SR
2
6
7
/
NO
R
T
H
S
T
A
R
H
I
G
H
L
A
N
D
S
D
R
.
17
17 0
0
12
12
SR
2
6
7
/
SR
2
8
7
0
5
5 0 0
7 0
0
0
0
0
DO
N
N
E
R
P
A
S
S
R
D
.
/
DO
N
N
E
R
P
A
S
S
E
X
T
E
N
S
I
O
N
GL
E
N
S
H
I
R
E
R
D
.
/
DO
N
N
E
R
P
A
S
S
R
D
.
E
X
T
E
N
S
I
O
N
547
0
5
0
0
0
0 45
0
0
0
1
SR
8
9
S
O
U
T
H
/
WE
S
T
R
I
V
E
R
S
T
.
19
44
020
41
0
0
0
14
16
53
0
0 59
0
0
0
0
4
5
I-
8
0
W
E
S
T
B
O
U
N
D
R
A
M
P
S
/
DO
N
N
E
R
P
A
S
S
R
D
.
(C
E
N
T
R
A
L
I
N
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
P
A
S
S
R
D
.
/
I-
8
0
E
A
S
T
B
O
U
N
D
R
A
M
P
S
(C
E
N
T
R
A
L
I
N
T
E
R
C
H
A
N
G
E
)
14 1
43
41
0
55
0
0
42
0
0
0
3
DO
N
N
E
R
P
A
S
S
R
D
.
/
MC
I
V
E
R
C
R
O
S
S
I
N
G
0
0
0
7
DO
N
N
E
R
P
A
S
S
R
D
.
/
BR
I
D
G
E
S
T
.
0
60
29
19
59
0
0
48
61
63
50
0
0
0
0 0
2
2
0
0
0 0
0
0
11
23
DO
N
N
E
R
P
A
S
S
R
D
.
/
KE
I
S
E
R
S
T
.
SR
2
6
7
/
SC
H
A
F
F
E
R
M
I
L
L
R
D
.
/
A
I
R
P
O
R
T
R
D
.
0
1 10
3
0
93
0
13 1412 15
DO
N
N
E
R
P
A
S
S
R
D
.
/
GL
E
N
S
H
I
R
E
D
R
.
92 39
37
10
1
2
1
I-
8
0
E
A
S
T
B
O
U
N
D
R
A
M
P
S
/
DO
N
N
E
R
P
A
S
S
R
D
.
(E
A
S
T
E
R
N
I
N
T
E
R
C
H
A
N
G
E
)
66
13
8
66
0
66
72
0 66
I-
8
0
W
E
S
T
B
O
U
N
D
R
A
M
P
S
/
DO
N
N
E
R
P
A
S
S
R
D
.
(E
A
S
T
E
R
N
I
N
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
P
A
S
S
R
D
.
/
PI
O
N
E
E
R
T
R
A
I
L
0
52
0
0 0 13
0 0
0
0
53
14
16
DO
N
N
E
R
P
A
S
S
R
D
.
/
SR
8
9
N
O
R
T
H
1817
SR
2
6
7
/
I-
8
0
E
A
S
T
B
O
U
N
D
R
A
M
P
S
33
0
0 0 0
0
0
SR
2
6
7
/
I-
8
0
W
E
S
T
B
O
U
N
D
R
A
M
P
S
33
0
34 2
0 0
0
1
61
60
54 0 0
1 0
0
0
58
0
19
BR
I
D
G
E
S
T
.
/
W
E
S
T
R
I
V
E
R
S
T
.
/
EA
S
T
R
I
V
E
R
S
T
.
56
3
3
54
0
0
20
PA
L
I
S
A
D
E
S
D
R
.
/
BR
O
C
K
W
A
Y
R
D
.
0
0
18
19 1 33
0 1
0
0
0
34
1
1 0
0
0
30
0
00
8
8
SR
8
9
S
O
U
T
H
/
DO
N
N
E
R
P
A
S
S
R
D
.
/
F
R
A
T
E
S
R
D
.
31
1
1
0
0
26 36
1 26
14
0
1
39
9
1 85
20
9
100
199
0
0
19
2 39
37
1 31
31
0
16
55
14
55
0
13
1
4 5
3
2
6
20
14
15
13
16
18
17
21
22
23
24
25
28
SC
A
L
E
0
IN
M
I
L
E
S
ST
R
E
E
T
S
PR
O
P
O
S
E
D
S
T
R
E
E
T
S
HI
G
H
W
A
Y
S
CO
U
N
T
Y
B
O
U
N
D
A
R
Y
WA
T
E
R
/
L
A
K
E
ST
U
D
Y
I
N
T
E
R
S
E
C
T
I
O
N
TR
A
F
F
I
C
M
O
V
E
M
E
N
T
TR
A
F
F
I
C
V
O
L
U
M
E
TR
A
F
F
I
C
S
I
G
N
A
L
RO
U
N
D
A
B
O
U
T
LE
G
E
N
D
.5
SC
A
L
E
0
IN
F
E
E
T
50
0
’
25
0
’
1 11
SC
A
L
E
0
IN
M
I
L
E
S
.5
1
CH
A
N
G
E
I
N
P
E
A
K
-
H
O
U
R
V
O
L
U
M
E
S
G
E
N
E
R
A
T
E
D
B
Y
R
A
I
L
Y
A
R
D
L
A
N
D
U
S
E
S
A
T
F
U
L
L
B
U
I
L
D
O
U
T
TR
A
N
S
P
O
R
T
A
T
I
O
N
CO
N
S
U
L
T
A
N
T
S
,
I
N
C
.
TTRUCKEERAILYARDPROGEN
FI
G
U
R
E
I
V
.
C
-
4
*N
O
T
E
:
D
O
E
S
N
O
T
R
E
F
L
E
C
T
DI
V
E
R
S
I
O
N
O
F
N
O
N
-
P
R
O
J
E
C
T
TR
A
F
F
I
C
R
E
S
U
L
T
I
N
G
F
R
O
M
PR
O
J
E
C
T
R
O
A
D
W
A
Y
S
Tr
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
Ch
a
n
g
e
i
n
P
e
a
k
-
H
o
u
r
V
o
l
u
m
e
s
G
e
n
e
r
a
t
e
d
b
y
R
a
i
l
y
a
r
d
L
a
n
d
U
s
e
s
a
t
F
u
l
l
B
u
i
l
d
o
u
t
SO
U
R
C
E
:
L
S
C
T
r
a
n
s
p
o
r
a
t
i
o
n
I
n
c
.
,
2
0
0
8
.
\\
S
a
u
1
-
s
r
\
o
n
-
s
i
t
e
\
2
0
0
7
\
1
4
0
7
5
4
2
T
r
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
\
D
o
c
u
m
e
n
t
s
\
A
d
m
i
n
E
I
R
\
F
i
g
u
r
e
s
F
I
G
U
R
E
I
V
.
C
-
4
Tr
u
c
ke
e
R
ail
y
ar
d
M
a
ste
r
Pl
a
n
E
I
R
20
08
P
l
us
P
r
oj
e
c
t
P
M
P
e
a
k-
H
o
ur
I
n
te
r
se
c
t
i
o
n
Vo
lu
m
es
SO
URCE:
LSC Transporatio
n Inc.,
2008.
\\Sau1-sr\on-site\2007\1407542
Truckee
Railyard
Master
Plan EIR\
Documen
ts\Admin EIR\
Figures
F
I
G
U
R
E
I
V.
C
-
5
26
7
89
89
TR
U
C
K
E
E
NO
RTH
S
TAR
LA
K
E
TAH
O
E
28
KI
N
G
S
BE
A
C
H
80
80
26
7
89
DO
N
N
E
R
PAS
S
RD
.
T
R
A
I
L
PI
O
N
E
E
R
.T
S
R
E
VI
R
T
S
E
W
M
C
I
V
E
R
PALLISADE S DR.
BRO
C
K
WAYRD.
V
A
L
L
E
Y
R
.
D
MA
R
T
I
S
AIR
P
O
R
TR.D
S
O
A
R
I
N
G
W
Y.
S
C
H
A
F
F
E
R
M
I
L
L
R
.D
N
O
R
T
H
S
T
A
R
D
R
.
BRIDG E S T.
D
O
N
N
E
R
P
A
S
S
R
D
.
JIB
B
O
O
M
ST.
K
E
I
S
E
R
A
V
E
.
SCHOOL
GL
E
N
S
H
I
R
E
R
D
.
C
H
U
R
C
H
E
A
S
T
R
I
V
E
R
S
T
.
D
O
N
N
E
R
P
A
S
S
R
O
A
D
E
X
T
E
N
S
I
O
N
C
H
U
R
C
H
S
T
R
E
E
T
E
X
T
E
N
S
I
O
N
PROP
O
S
E
D
SI
T
E
PROP
O
S
E
D
SI
T
E
E
S
T.
T
R
O
U
T
C
R
E
E
K
TAH
O
E
&
NO
RTH
STAR
TO
TAH
O
E
&
NO
RTH
STAR
26
27
9
8 7
19
10
11
12
26
8 9
21
2724
6
25
22
28
10
2
MC
I
V
E
R
CR
O
S
S
I
N
G
/
WE
S
T
RI
V
E
R
ST.
DO
N
N
E
R
PAS
S
RD
.
/
SP
R
I
N
G
ST.
20
3
26
3
62
2
18
32
41
8
15 5 10
44
10
4
10
3
85
JI
B
B
O
O
M
ST./
B
R
I
D
G
E
ST./
HI
G
H
ST.
DO
N
N
E
R
PAS
S
RD
.
/
CH
U
R
C
H
ST.
81
17
2
37
25
10
2
9
13
9
16
2
46
7
31
0
17
12
0
80 18
12
55
37
4
80
7
12
0
14
8
53 40
0
33
2
BR
I
D
G
E
ST./
CH
U
R
C
H
ST.
112
14
3
BR
O
C
K
WAY
RD
.
/
MA
R
T
I
S
VAL
L
E
Y
RD
.
SR
26
7
/
BR
O
C
K
WAY
RD
.
/
SO
A
R
I
N
G
WAY
SR
26
7
/
NO
R
T
H
S
TAR
HI
G
H
L
A
N
D
S
DR
.
11
1 25
4 75
56
63
7
57
3
SR
26
7
/
SR
28
40
9
1
26
4
19
5
76
5
1
37
5
70
4
2
2
0
1
DO
N
N
E
R
PAS
S
RD
.
/
DO
N
N
E
R
PAS
S
EX
T
E
N
S
I
O
N
GL
E
N
S
H
I
R
E
RD
.
/
DO
N
N
E
R
PAS
S
RD
.
EX
T
E
N
S
I
O
N
12
0
42
1
5
96
18
5
20
5 39
7
14
2
16
0
5
1
SR
89
SO
U
T
H
/
WE
S
T
RI
V
E
R
ST.
18
9
32
5
63
7
14
1
27
2
52
2
17
7
8
13
6
116
35
0
10
14
8
35
8
5
11
3
5
4
5
I-
8
0
WE
S
T
BO
U
N
D
RA
M
P
S
/
DO
N
N
E
R
PAS
S
RD
.
(C
E
N
T
R
A
L
IN
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
PAS
S
RD
.
/
I-
8
0
EA
S
T
BO
U
N
D
RA
M
P
S
(C
E
N
T
R
A
L
IN
T
E
R
C
H
A
N
G
E
)
22
2
55
78
7
70
3
20
82
5
13
9
21
79
2
10
19
6
3
DO
N
N
E
R
PAS
S
RD
.
/
MC
I
V
E
R
CR
O
S
S
I
N
G
15
2
115
99
6
39
22
2
71
4
3
0
2
7
DO
N
N
E
R
PAS
S
RD
.
/
BR
I
D
G
E
ST.
19
15
8
48
53
29
7
27
1
7
15
8
27
3
30
5
16
9
24
1
4
47
1
112 10
2
19
1
11
8
44 12
47
23
11
23
DO
N
N
E
R
PAS
S
RD
.
/
KE
I
S
E
R
ST.
SR
26
7
/
SC
H
A
F
F
E
R
MI
L
L
RD
.
/
A
I
R
P
O
R
T
RD
.
1
1 47
2
55
28
9
13
0
13 1412 15
DO
N
N
E
R
PAS
S
RD
.
/
GL
E
N
S
H
I
R
E
DR
.
33
3
27
3
21
8
40
2
20
1
11
I-
8
0
EA
S
T
BO
U
N
D
RA
M
P
S
/
DO
N
N
E
R
PAS
S
RD
.
(E
A
S
T
E
R
N
IN
T
E
R
C
H
A
N
G
E
)
41
0
62
0
41
0
18
5
62
3
16
0
16
3
19
6
I-
8
0
WE
S
T
BO
U
N
D
RA
M
P
S
/
DO
N
N
E
R
PAS
S
RD
.
(E
A
S
T
E
R
N
IN
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
PAS
S
RD
.
/
PI
O
N
E
E
R
TR
A
I
L
25
31
0
10
3
14
6
3
28
5
19
2
16
21
42
7
19
6
16
DO
N
N
E
R
PAS
S
RD
.
/
SR
89
NO
R
T
H
1817
SR
26
7
/
I-
8
0
EA
S
T
B
O
U
N
D
RA
M
P
S
22
4
29
9
12
3
0
25
1
43
1
56
2
SR
26
7
/
I-
8
0
WE
S
T
B
O
U
N
D
RA
M
P
S
41
7
54
14
0
3
16
2
39
2
29
3
43
53
2
15
4
15
1
8
36
0
40
4
15
12
51
5
29
4
19
BR
I
D
G
E
ST./
WE
S
T
RI
V
E
R
ST./
EA
S
T
RI
V
E
R
ST.
59
2
31
4
23
9
53
0
22
0
12
6
20
PAL
I
S
A
D
E
S
DR
.
/
BR
O
C
K
WAY
RD
.
3
19
1
22
8
29
9
10
26
4
2
6
16
22
31
4
17
9
48
16
6
9 35
21
77
4
34
445
16
3
81
SR
89
SO
U
T
H
/
DO
N
N
E
R
PAS
S
RD
.
/
FR
ATE
S
RD
.
67
0
83
19
2
86
10
7
43
5 49
9
10
6
59
8
30
3
19
3
77
44
7
211
31
2
26
8
18
9
31
122
8
0
0
15 43
9
35
37
19
2
19
7
21
9
1
4 5
3
2
6
20
14
15
13
16
18
17
21
22
23
24
25
28
SC
A
L
E
0
IN
MI
L
E
S
ST
R
E
E
T
S
PR
O
P
O
S
E
D
ST
R
E
E
T
S
HI
G
H
WAYS
CO
U
N
T
Y
BO
U
N
D
A
RY
WATE
R
/
L
A
K
E
ST
U
D
Y
IN
T
E
R
S
E
C
T
I
O
N
TR
A
F
F
I
C
MO
V
E
M
E
N
T
TR
A
F
F
I
C
VO
L
U
M
E
LE
G
E
N
D
.5
SC
A
L
E
0
IN
FE
E
T
50
0
’
25
0
’
1 11
SC
A
L
E
0
IN
MI
L
E
S
.5
1
LIAREEKCURTORPSULPDRAY
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
124 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
Table IV.C-9 Truckee Railyard Plus Project 2008 PM Peak Hour Level of Service
Total
Intersection Worst Movement
Intersection Control Type
Delay
Sec/veh LOS
Delay
Sec/veh LOS
Summer
1 SR 89 South/West River Street Signal 13.7 B – –
2 West River Street/McIver Crossing Unsignalized 19.1 C 121.7 F
3 Donner Pass Road/McIver Crossing Roundabout 8.8 A 18.2 C
4 Donner Pass Road/I-80 Central
Interchange WB Off Ramp Unsignalized 5.5 A 35.4 E
5 Donner Pass Road/I-80 Central
Interchange EB Off Ramp/High St Unsignalized 3.5 A 47.4 E
6 Donner Pass Road/Spring Street Unsignalized 6.6 A 105.5 Fa
7 Donner Pass Road/Bridge Street Unsignalized 94.7 F OVFLb F
8 Bridge Street/Church Street Unsignalized 4.7 A 12.3 B
9 Bridge St/ Jibboom Street-High Street Unsignalized 6.2 A 12.8 B
10 Donner Pass Road/Church Street Unsignalized 22.9 C 61.6 F
11 Donner Pass Road/Keiser Street Unsignalized 3.2 A 24.2 C
12 Donner Pass Road/Glenshire Drive Unsignalized 4.6 A 20.1 C
13 Donner Pass Road/I-80 Eastern
Interchange EB Off Ramp Unsignalized 8.4 A 32.3 D
14 Donner Pass Road/I-80 Eastern
Interchange WB On Ramp Unsignalized 1.2 A 9.7 A
15 Donner Pass Road/Pioneer Trail Unsignalized 13.1 B 93.2 Fa
16 SR 89 North/Donner Pass Road Roundabout 5.8 A 13.6 B
17 SR 89 North/SR 267/I-80 Ramps EB Ramps Signal 20.2 C – –
18 SR 89 North/SR 267/I-80 Ramps WB
Ramps Signal 16.8 B – –
19 Bridge Street/West River Street Unsignalized OVFL F OVFL F
20 Brockway Road/Palisades Drive Signal 17.6 C – –
21 Brockway Road/Martis Valley Road Roundabout 7.1 A 13.1 B
22 SR 267/Brockway Road/Soaring Way Signal 57.0 E – –
23 SR 267/Airport Road/Schaffer Mill Road Signal 32.4 C – –
24 SR 267/Northstar Drive Signal 11.1 B – –
25 SR 267/SR 28 Signal 31.8 C – –
26 DPR/DPR Extension Unsignalized 13.8 B 16.5 C
27 Glenshire Dr/DPR Extension Unsignalized 6.9 A 23.0 C
28 89 South/DPR/Frates Lane Signal 71.1 E – –
Winter
1 SR 89 South/West River Street Signal 13.1 B – –
23 SR 267/Airport Road/Schaffer Mill Road Signal 44.9 D – –
24 SR 267/Northstar Drive Signal 15.6 C – –
25 SR 267/SR 28 Signal 31.0 C – –
Bold indicates level of service standard exceeded.
a As no more than four vehicle-hours of delay were found on any traffic movement, this intersection still attains
level of service standard.
b OVFL represents overflow conditions where delays per vehicles exceed 200 sec/veh and cannot be accurately
estimated.
Source: LSC Transportation Consultants, Inc., 2008.
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
12
5
Ta
b
l
e
I
V
.
C
-
1
0
2
0
0
8
P
l
u
s
P
r
o
j
e
c
t
R
o
a
d
w
a
y
L
e
v
e
l
o
f
S
e
r
v
i
c
e
Ro
a
d
w
a
y
S
e
g
m
e
n
t
s
J
u
r
i
s
d
i
c
t
i
o
n
C
l
a
s
s
i
f
i
c
a
t
i
o
n
LO
S
Th
r
e
s
h
o
l
d
Ma
x
Al
l
o
w
a
b
l
e
Pe
a
k
-
H
o
u
r
Vo
l
u
m
e
p
e
r
La
n
e
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
Pe
a
k
H
o
u
r
Tw
o
-
W
a
y
Vo
l
u
m
e
Pe
a
k
-
H
o
u
r
Pe
a
k
-
Di
r
e
c
t
i
o
n
Vo
l
u
m
e
AD
T
Fa
c
t
o
r
A
D
T
Ma
x
i
m
u
m
Al
l
o
w
a
b
l
e
Tw
o
-
w
a
y
AD
T
to
O
b
t
a
i
n
LO
S
Th
r
e
s
h
o
l
d
LO
S
Th
r
e
s
h
o
l
d
Ex
c
e
e
d
e
d
?
DP
R
j
u
s
t
W
e
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
2,
2
1
7
1
,
1
5
5
1
1
.
4
5
2
5
,
3
8
0
n/
a
N
o
We
s
t
R
i
v
e
r
S
t
E
a
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
93
7
4
7
1
1
1
.
4
5
1
0
,
7
3
0
n/
a
N
o
SR
8
9
S
o
u
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
4
8
8
8
2
5
1
0
.
0
6
1
4
,
9
7
0
25
,
0
0
0
N
o
SR
8
9
N
o
r
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
To
w
n
o
f
T
r
u
c
k
e
e
/
P
l
a
c
e
r
Co
u
n
t
y
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
7
6
7
9
6
7
1
1
.
7
7
2
0
,
8
0
0
25
,
0
0
0
N
o
DP
R
W
e
s
t
/
N
o
r
t
h
o
f
C
e
n
t
r
a
l
I
-
8
0
In
t
e
r
c
h
a
n
g
e
To
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
7
1
8
1
,
0
1
2
1
1
.
4
5
1
9
,
6
7
0
n/
a
N
o
Mc
I
v
e
r
U
n
d
e
r
c
r
o
s
s
i
n
g
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
58
8
3
2
1
1
1
.
4
5
6
,
7
3
0
n/
a
N
o
Br
i
d
g
e
S
t
N
o
r
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
45
1
2
3
0
1
1
.
4
5
5
,
1
6
0
n/
a
N
o
DP
R
W
e
s
t
o
f
B
r
i
d
g
e
S
t
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
2
0
0
1,
0
7
5
6
2
5
1
1
.
4
5
1
2
,
3
1
0
n/
a
N
o
We
s
t
R
i
v
e
r
S
t
w
e
s
t
o
f
B
r
i
d
g
e
S
t
.
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
2
0
0
98
1
5
2
4
1
1
.
4
5
1
1
,
2
3
0
n/
a
N
o
Br
i
d
g
e
S
t
S
o
u
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
1,
4
2
6
7
2
0
1
1
.
7
6
1
6
,
7
7
0
n/
a
N
o
Br
o
c
k
w
a
y
R
d
E
a
s
t
o
f
P
a
l
i
s
a
d
e
s
R
d
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
4
6
7
7
5
0
1
1
.
7
6
1
7
,
2
5
0
n/
a
N
o
Gl
e
n
s
h
i
r
e
D
r
E
a
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
0
4
6
6
5
7
1
0
.
6
5
1
1
,
1
4
0
n/
a
N
o
DP
R
N
o
r
t
h
o
f
P
i
o
n
e
e
r
T
r
a
i
l
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
0
3
5
5
9
5
1
1
.
4
5
1
1
,
8
5
0
n/
a
N
o
Pi
o
n
e
e
r
T
r
a
i
l
W
e
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
C
o
l
l
e
c
t
o
r
D
8
9
0
75
0
4
4
2
1
1
.
4
5
8
,
5
9
0
n/
a
N
o
SR
8
9
N
o
r
t
h
,
N
o
r
t
h
o
f
D
P
R
To
w
n
o
f
Tr
u
c
k
e
e
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
0
4
4
6
1
9
8
.
9
9
9
,
3
9
0
n/
a
N
o
SR
2
6
7
S
o
u
t
h
o
f
I
-
8
0
To
w
n
o
f
Tr
u
c
k
e
e
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
5
4
3
9
9
3
1
1
.
8
1
1
8
,
2
2
0
n/
a
N
o
Br
o
c
k
w
a
y
R
d
W
e
s
t
o
f
S
R
2
6
7
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
1
3
2
6
0
0
1
1
.
4
5
1
2
,
9
6
0
n/
a
N
o
SR
2
6
7
a
t
N
e
v
a
d
a
/
P
l
a
c
e
r
C
o
u
n
t
y
L
i
n
e
To
w
n
o
f
T
r
u
c
k
e
e
/
P
l
a
c
e
r
Co
u
n
t
y
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
9
4
2
1
,
1
5
1
1
1
.
8
1
2
2
,
9
4
0
25
,
0
0
0
N
o
Ai
r
p
o
r
t
R
d
E
a
s
t
o
f
S
R
2
6
7
Pl
a
c
e
r
C
o
u
n
t
y
/
T
o
w
n
o
f
Tr
u
c
k
e
e
Mi
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
33
6
2
1
2
8
.
1
0
2
,
7
2
0
16
,
2
0
0
N
o
Sc
h
a
f
f
e
r
M
i
l
l
R
d
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
n
/
a
28
4
2
1
0
1
2
.
0
0
3
,
4
1
0
16
,
2
0
0
N
o
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
Ta
b
l
e
I
V
.
C
-
1
0
2
0
0
8
P
l
u
s
P
r
o
j
e
c
t
R
o
a
d
w
a
y
L
e
v
e
l
o
f
S
e
r
v
i
c
e
(c
o
n
t
i
n
u
e
d
)
12
6
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
Ro
a
d
w
a
y
S
e
g
m
e
n
t
s
J
u
r
i
s
d
i
c
t
i
o
n
C
l
a
s
s
i
f
i
c
a
t
i
o
n
LO
S
Th
r
e
s
h
o
l
d
Ma
x
Al
l
o
w
a
b
l
e
Pe
a
k
-
H
o
u
r
Vo
l
u
m
e
p
e
r
La
n
e
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
Pe
a
k
H
o
u
r
Tw
o
-
W
a
y
Vo
l
u
m
e
Pe
a
k
-
H
o
u
r
Pe
a
k
-
Di
r
e
c
t
i
o
n
Vo
l
u
m
e
AD
T
Fa
c
t
o
r
AD
T
Ma
x
i
m
u
m
Al
l
o
w
a
b
l
e
Tw
o
-
w
a
y
AD
T
to
O
b
t
a
i
n
LO
S
Th
r
e
s
h
o
l
d
LO
S
Th
r
e
s
h
o
l
d
Ex
c
e
e
d
e
d
?
SR
2
6
7
b
e
t
w
e
e
n
A
i
r
p
o
r
t
R
d
a
n
d
No
r
t
h
s
t
a
r
D
r
Pl
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
5
7
7
8
2
8
1
1
.
8
1
1
8
,
6
2
0
25
,
0
0
0
N
o
No
r
t
h
s
t
a
r
D
r
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
n
/
a
49
6
3
2
9
9
.
6
6
4
,
7
9
0
16
,
2
0
0
N
o
SR
2
6
7
o
v
e
r
B
r
o
c
k
w
a
y
S
u
m
m
i
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
2
4
4
6
7
4
1
1
.
8
1
1
4
,
6
9
0
21
,
0
0
0
N
o
SR
2
8
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
9
3
0
9
6
9
1
1
.
0
4
2
1
,
3
1
0
50
,
0
0
0
N
o
SR
2
8
E
a
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
2,
2
5
7
1
,
1
7
6
1
1
.
0
4
2
4
,
9
2
0
50
,
0
0
0
N
o
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
12
7
Ta
b
l
e
I
V
.
C
-
1
1
T
r
u
c
k
e
e
R
a
i
l
y
a
r
d
P
l
u
s
P
r
o
j
e
c
t
2
0
0
8
P
M
P
e
a
k
H
o
u
r
M
i
t
i
g
a
t
e
d
L
e
v
e
l
o
f
S
e
r
v
i
c
e
20
0
8
P
l
u
s
P
r
o
j
e
c
t
(
W
i
t
h
o
u
t
M
i
t
i
g
a
t
i
o
n
)
20
0
8
P
l
u
s
P
r
o
j
e
c
t
(
W
i
t
h
M
i
t
i
g
a
t
i
o
n
)
To
t
a
l
In
t
e
r
s
e
c
t
i
o
n
Wo
r
s
t
Mo
v
e
m
e
n
t
To
t
a
l
In
t
e
r
s
e
c
t
i
o
n
Wo
r
s
t
Mo
v
e
m
e
n
t
In
t
e
r
s
e
c
t
i
o
n
Co
n
t
r
o
l
Ty
p
e
De
l
a
y
se
c
/
v
e
h
LO
S
De
l
a
y
se
c
/
v
e
h
LO
S
Re
q
u
i
r
e
d
Im
p
r
o
v
e
m
e
n
t
Co
n
t
r
o
l
Ty
p
e
De
l
a
y
se
c
/
v
e
h
LO
S
De
l
a
y
se
c
/
v
e
h
LO
S
2
We
s
t
R
i
v
e
r
St
r
e
e
t
/
M
c
I
v
e
r
C
r
o
s
s
i
n
g
Un
s
i
g
n
a
l
i
z
e
d
1
9
.
1
C
O
V
F
L
a
F
WB
L
e
f
t
T
u
r
n
p
o
c
k
e
t
re
p
l
a
c
e
d
w
i
t
h
T
w
o
W
a
y
LT
L
a
n
e
Un
s
i
g
n
a
l
i
z
e
d
5.
9
A
2
6
.
8
D
7
Do
n
n
e
r
P
a
s
s
Ro
a
d
/
B
r
i
d
g
e
S
t
r
e
e
t
Un
s
i
g
n
a
l
i
z
e
d
9
4
.
7
F
OV
F
L
F
Si
g
n
a
l
i
z
e
,
a
d
d
N
B
L
a
n
d
SB
L
l
a
n
e
s
Si
g
n
a
l
4
7
.
4
D
–
–
10
Do
n
n
e
r
P
a
s
s
Ro
a
d
/
C
h
u
r
c
h
S
t
r
e
e
t
Un
s
i
g
n
a
l
i
z
e
d
2
2
.
9
C
6
1
.
6
F
Pr
o
v
i
d
e
S
e
p
a
r
a
t
e
W
B
L
an
d
W
B
R
T
l
a
n
e
s
Un
s
i
g
n
a
l
i
z
e
d
16
.
2
C
3
8
.
5
E
19
Br
i
d
g
e
S
t
r
e
e
t
/
W
e
s
t
Ri
v
e
r
S
t
r
e
e
t
Un
s
i
g
n
a
l
i
z
e
d
O
V
F
L
F
OV
F
L
F
Si
g
n
a
l
i
z
e
S
i
g
n
a
l
7
9
.
4
E
–
–
28
89
S
o
u
t
h
/
D
o
n
n
e
r
P
a
s
s
Ro
a
d
/
F
r
a
t
e
s
L
a
n
e
Si
g
n
a
l
7
1
.
1
E
–
–
EB
R
t
i
m
i
n
g
o
v
e
r
l
a
p
(
o
r
ot
h
e
r
i
m
p
r
o
v
e
m
e
n
t
t
o
be
i
d
e
n
t
i
f
i
e
d
i
n
se
p
a
r
a
t
e
s
t
u
d
y
)
Si
g
n
a
l
5
2
.
5
D
–
–
Bo
l
d
in
d
i
c
a
t
e
s
l
e
v
e
l
o
f
s
e
r
v
i
c
e
s
t
a
n
d
a
r
d
e
x
c
e
e
d
e
d
a O
V
F
L
r
e
p
r
e
s
e
n
t
s
o
v
e
r
f
l
o
w
c
o
n
d
i
t
i
o
n
s
w
h
e
r
e
d
e
l
a
y
s
p
e
r
v
e
h
i
cl
e
s
e
x
c
e
e
d
2
0
0
s
e
c
/
v
e
h
a
n
d
c
a
n
n
o
t
b
e
a
c
c
u
r
a
t
e
l
y
e
s
t
i
m
a
t
e
d
.
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
128 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
Impact TRAF-2: Buildout of the Master Plan would significantly contribute to existing
2008 No Project conditions deficient level of service operations at the intersection of
Donner Pass Road/Bridge Street. (S)
Mitigation Measure TRAF-2: At the Donner Pass Road/Bridge Street intersection install
a traffic signal to improve the level of service operation from LOS F to LOS D.
Installation of a signal at this intersection is included in the Town’s traffic impact fee
program. The project proponent shall pay Town of Truckee impact fees contributing to
this improvement. If the installation of the traffic signal is not completed by the Town
prior to issuance of the first Certificate of Occupancy for any project in the Master Plan
Area, the project applicant shall construct said improvement using traffic impact fees
collected by the traffic impact fee program through a reimbursement agreement with
the Town. (LTS)
Projects included in the Truckee Impact Fee and Placer County Impact Fee Programs are
listed in Appendix C.
Impact TRAF-3: Buildout of the Master Plan would cause select movements at the
Donner Pass Road/Church Street intersection (relocated to the east as part of the
project roadway modifications) to degrade from LOS D to LOS F assuming no change
from the existing single-lane eastbound and westbound approaches controlled by stop
signs. (S)
Mitigation Measure TRAF-3: At the Donner Pass Road/Church Street intersection,
provide separate westbound and eastbound left turn and through/right lanes to
improve the worst movement to LOS E. This intersection shall be controlled by stop
signs on the eastbound and westbound approaches. The improvements required in
this measure shall be completed prior to issuance of the first Certificate of Occupancy
for any project in the Master Plan Area. (LTS)
Impact TRAF-4: Buildout of the Master Plan would contribute to existing 2008 No
Project conditions deficient level of service operations at the intersection of Bridge
Street/West River Street/East River Street. (S)
Mitigation Measure TRAF-4: At the Bridge Street/West River Street/East River Street
intersection install a traffic signal to provide adequate level of service (LOS E or
better). Installation of a signal at this intersection is included in the Town’s traffic
impact fee program. The project proponent shall pay Town of Truckee impact fees
contributing to this improvement. If the installation of the traffic signal is not
completed by the Town prior to issuance of the first Certificate of Occupancy for any
project in the Master Plan Area, the project applicant shall construct said improvement
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 129
using traffic impact fees collected by the traffic impact fee program through a
reimbursement agreement with the Town. (LTS)
Impact TRAF-5: Buildout of the Master Plan would contribute to existing 2008 No
Project conditions deficient level of service operations at the intersection of SR 89
South/Donner Pass Road/Frates Lane. (S)
Mitigation Measure TRAF-5: Intersection improvements are required in order to maintain
the required Town of Truckee Level of Service standards at the SR 89 South/Donner Pass
Road intersection under existing conditions. The Town General Plan identifies both
short range and long range improvements for this intersection. Short range improve-
ments are defined as a combination of roadway striping and signal phasing modifica-
tions that do not require roadway widening. The applicant shall perform a detailed
intersection analysis, at the applicant’s expense, to determine the combination of short
range improvements which will maximize intersection capacity at this location. The
traffic study for another project (Royal Ridge) included a preliminary review of short
range improvements which demonstrates that there are feasible short range improve-
ments that can be implemented which will improve this intersection to acceptable levels
under existing plus project conditions. The detailed intersection analysis required by
this condition may identify other combinations of re-striping and/or signal phasing
improvements beyond those identified in the traffic study which will maximize the short
range future capacity of this intersection within the existing roadway widths. The
intersection improvements identified through the detailed intersection analysis will be
determined during the review of the improvement plans, and approved by the Town
Engineer, prior to building permit issuance. Prior to temporary or final Certificate of
Occupancy of any buildings, the applicant shall implement the approved intersection
improvements, at the applicant’s expense.
The applicant may request reimbursement of a fair-share portion of the short-range
improvements from future discretionary Category 3 and 4 projects (as defined by
General Plan Table CIR-6) that add traffic to the SR 89 South/Donner Pass Road
intersection. It is the intent of the Town to include language requiring such projects to
reimburse this project for their fair-share cost of the short-range as a part of the future
land use conditions of approval; however, it will be the responsibility of this project to
request that such a condition be placed on applicable projects prior to project approval.
(LTS)
(2) Roadway Capacity. The proposed project would generate an estimated 200
vehicles per hour exiting the site and 182 vehicles per hour entering the site that would
travel to or through the downtown area. The proposed project would impact traffic volumes
on local streets in the Downtown area as discussed below (assuming that the traffic signals
at Donner Pass Road/Bridge Street and West River Street/Bridge Street intersections are
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
130 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
implemented); however, the impacts would not be considered significant, as described
below:
East Jibboom Street Between Bridge Street and Keiser Street. This roadway currently
serves as the primary bypass within the Downtown area for drivers avoiding congestion
and delay along Donner Pass Road (generated by the parking and pedestrian activity
along Commercial Row as well as the intersection delays at Bridge Street). In particular,
this roadway (along with Keiser Street between Jibboom Street and Donner Pass Road,
Jibboom Street between Bridge Street and Spring Street and Spring Street between
Donner Pass Road and Jibboom Street) provides a time-saving alternative route for
drivers traveling between the western portion of Downtown Truckee and the
northeastern portion of Truckee.
At present, this route is particularly convenient in the westbound direction, as
eastbound drivers are faced with the delay associated with the acute left turn movement
from Keiser Street onto Donner Pass Road. If, independent of the proposed project,
Jibboom Street is extended eastward to a roundabout at Donner Pass Road, the traffic
volume using this route in the eastbound direction would increase. The traffic generated
by the proposed project would not significantly use this roadway, as drivers traveling
between the site and points to the west would find Church Street and Bridge Street
between Church and Jibboom Streets to be a more convenient alternative route between
the Plan Area and the Bridge Street/Jibboom Street intersection. (Tables IV.C-9 and IV.C-
11 indicate that level of service at the Bridge Street/Church Street, and Church
Street/Donner Pass Road intersections is forecast to be adequate.) The proposed project
would also tend to reduce traffic volumes between Glenshire Drive and the western
portion of Downtown Truckee using Donner Pass Road west of Glenshire Drive (a portion
of which also use Jibboom Street east of Bridge Street), as drivers will divert off of
Glenshire Drive onto Donner Pass Road Extension in order to avoid delays when turning
left from Glenshire Drive onto Donner Pass Road. In addition, if the signals at
Bridge/Donner Pass Road and Bridge/West River Street were implemented (as identified
above and included in the traffic impact fee program), average delays through these key
intersections with the Railyard project would be substantially reduced from existing no-
project delays, reducing delays for travel along Donner Pass Road by approximately 20
seconds (including the increase in delay generated by the new Donner Pass
Road/Donner Pass Road Extension intersection). Thus the incentive for drivers to use
East Jibboom Street and Keiser Street would be reduced by implementation of the
project. With these signals, no significant increase in traffic volume associated with the
Railyard project would occur along Jibboom Street.
High Street between Spring Street and Jibboom Street/Bridge Street. This roadway
segment would be used by diversion traffic if traffic congestion occurs along Jibboom
Street west of Bridge Street. The existing configuration of the roadway tends to dissuade
its use as a diversion route, due to the elevation change and the awkward alignment of
the intersection with Jibboom Street and Bridge Street. As shown in Table IV.C-9, delays
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 131
at Jibboom Street/Bridge Street/High Street would be relatively low with the proposed
project. Traffic volumes along Jibboom Street are also forecast to be well within the
capacity of the roadway. As the eastern section of High Street would not provide savings
in travel time over travel along Jibboom Street, no noticeable increase in traffic volumes
on this roadway is expected.
High Street between Donner Pass Road and Spring Street. This alternate route would
only receive significant diversion traffic if drivers find it to be a convenient route to
avoid congestion along Donner Pass Road between Spring Street and High Street
(including possible queues forming back from the Commercial Row area east of Spring
Street or the Donner Pass Road/Bridge Street intersection). This section of High Street
has a configuration that discourages through traffic, due to the discontinuous alignment
around McPheters Street and the need to ascend and descend a hill. The provision of a
signal at Donner Pass Road/Bridge (as identified above and included in the traffic impact
fee program) would substantially reduce delays currently occurring for through traffic
along Donner Pass Road, from a level that is currently too high to calculate to an
average delay of 42 seconds. On the other hand, the proposed project would increase
traffic along Commercial Row by approximately 14 percent in the eastbound direction
and 20 percent in the westbound direction during the PM peak-hour, resulting in a slight
increase in delays associated with the interaction of traffic with pedestrians and parking
maneuvers. On balance, however, delays along Donner Pass Road are expected to be
reduced assuming both the proposed project and the Donner Pass Road/Bridge Street
traffic signal. Moreover, existing plus project traffic delays along Jibboom Street are
expected to be slight, which indicates that this section of High Street would not
experience diversion traffic due to delays paralleling the eastern section of High Street.
In the long term, connection of High Street to Bridge Street would be eliminated (except
potentially as an emergency access) when Bridge Street is extended north to the Pioneer
Trail Extension (independent of the Railyard development).
School Street and Trout Creek Road between Church Street and East Jibboom Street.
Along with E Street or Church Street, these short local roadways could serve as an
alternative travel route between Donner Pass Road on the east and the Bridge
Street/Jibboom Street intersection on the west. This route has several existing
characteristics that would tend to discourage through traffic, including the sharp right
angle curve between the two streets, and the sharp angle between Trout Creek Road and
East Jibboom Street. As long as alternative routes (such as Church Street between
Donner Pass Road and Bridge Street along with Bridge Street between Church Street and
Jibboom Street) do not incur long delays, School Street and Trout Creek Road would not
provide a more convenient alternative route. As shown in Tables IV.C-9 and IV.C-11,
level of service at the Bridge Street/Church Street, and Church Street/Donner Pass Road
intersections is forecast to be adequate, indicating that delays on this route would not
encourage diversion to other routes. With the proposed project and the Donner Pass
Road/Bridge Street signal, however, at peak times the queue of southbound traffic at the
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
132 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
signal would form back on Bridge Street past the Church Street intersection (but not as
far as Jibboom Street), temporarily blocking the movement from Bridge Street to Church
Street. At these peak times, drivers heading eastbound that are at the Bridge
Street/Jibboom Street intersection may choose to head east on Jibboom Street rather
than south on Bridge Street to Church Street. These drivers would then be faced with the
choice of using Jibboom Street and Keiser Street (assuming that Jibboom Street is not
extended directly to Donner Pass Road, independent of the Railyard development) or
using Trout Creek Road and School Street to access either E Street or Church Street. If
bound for either Glenshire or destinations north along Donner Pass Road, the Jibboom
Street/Keiser Street route will provide shorter travel times (as the level of service at the
Keiser Street/Donner Pass Road intersection is forecast to be adequate) than will the
more circuitous route via Trout Creek Road and School Street. If bound for the Railyard,
however, the Trout Creek/School/Church route would be a viable alternative route.
Considering the total Railyard traffic volume traveling from the Jibboom Street/Bridge
Street intersection to the site, the proportion of time that traffic queues will block the
movement from southbound Bridge Street to Church Street, and the relative travel time,
it is forecast that up to a maximum of 20 vehicles could use this alternate route in the
PM peak-hour in the south/east direction. As this diversion would only occur when the
queues from the signal occur, it would be limited to a relatively short portion of the day.
Overall, traffic on Trout Creek Road and School Street is forecast to increase by no more
than 100 vehicles per day. Comparing with the standard of significance based on the
Town General Plan Circulation Element (no more than 1,000 vehicles per day), this
increase is not considered significant.
E Street between School Street and Donner Pass Road. The attractiveness of this roadway
as an alternative route to avoid congestion along Donner Pass is limited by the fact that
it requires several additional turns than other options. As with the roadways discussed
previously, E Street would only experience significant traffic volume growth if travel on
other alternative routes (Jibboom Street to the north, and Church Street to the south)
experience significant delays. While there are some periods when the eastbound Church
Street route would be blocked by the queues from the Bridge/Donner Pass Road signal,
the Church Street route would always be more convenient for westbound travel from the
Railyard, and the Jibboom Street route would always provide a more convenient
alternative for travel to and from sites east and north of the Railyard. It can therefore be
concluded that there is no potential for significant impact on E Street.
Riverside Drive and Mill Street between Bridge Street and West River Street. As Riverside
Drive is one-way westbound and Mill Street (the short, unsigned roadway connecting the
west end of Riverside Drive to West River Street) is one-way northbound, this is only a
potential alternative route for drivers traveling northbound on Bridge Street and turning
westbound onto West River Street who wish to avoid traffic delays at the West River
Street/Bridge Street intersection. At present, delay for this movement is minimal (though
there are substantial delays for other movements at this intersection), and would remain
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 133
minimal in the existing plus project condition. However, if this intersection is signalized
(as discussed above), delays for this movement are forecast to be 57 seconds on
average in the PM peak hour. As this is an average, some drivers arriving at the end of
the northbound queue just after the end of the northbound green phase would be faced
with longer delays. Assuming a signal with a 90-second cycle length and an (optimized)
22-second northbound left turn phase, the maximum delay for any one driver making
this movement (given that no drivers are required to wait through more than one cycle)
is 68 seconds.
Alternatively, a driver traveling along Riverside Drive and Mill Street would incur roughly
15 additional seconds of travel time versus the travel time along West River Street, along
with a northbound left-turn delay on the order of 25 seconds at the Mill/West River
Street intersection. Overall delays on this alternative route would be approximately 40
seconds. Comparing this delay with the maximum delay at the signal, northbound
drivers approaching the signal during 28 seconds of the total 90-second cycle length
would be provided with a shorter travel time by using Riverside Drive. Assuming random
arrival, 31 percent of drivers would find Riverside Drive to be a convenient alternative
route. Multiplied by the forecast northbound left volume of 294, this indicates an
estimated 88 vehicles per hour would divert onto Riverside Drive. Considering the hourly
variation in traffic volumes observed along West River Street and that the delays at the
signal would drop with lower volumes, this diversion is estimated to occur over an
equivalent of four hours per day, indicating a diverted traffic volume of approximately
350 vehicles per day. Comparing with the standard of significance based on the Town
General Plan Circulation Element (no more than 1,000 vehicles per day), this increase is
not considered significant.
While the proposed project (and associated traffic improvements required for mitigation)
would create some increases in traffic on the nearby local streets discussed above, the
increase in traffic on these segments would not be considered significant.
(3) Parking. Parking impacts are generally not considered environmental impacts
under CEQA. The California Court of Appeal has held that parking is not part of the
permanent physical environment, that parking conditions change over time as people
change their travel patterns, and that unmet parking demand created by a project need not
be considered a significant environmental impact under CEQA unless it would cause
significant secondary effects.4 Parking supply/demand varies by time of day, day of week,
and seasonally. As parking demand increases faster than the supply, parking prices rise to
reach equilibrium between supply and demand. Decreased availability and increased costs
result in changes to people’s mode and pattern of travel. However, the Town of Truckee, in
4 San Franciscans Upholding the Downtown Plan v. the City and County of San Francisco,
2002, 102 Cal.App.4th 656.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
134 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
its review of the proposed project, wants to ensure that the project’s provision of additional
parking spaces along with measures to lessen parking demand (by encouraging the use of
non-auto travel modes) would result in minimal adverse effects to project occupants and
visitors, and that any secondary effects (such as on air quality or traffic congestion due to
drivers searching for parking spaces) would be minimized. As such, although not required
by CEQA, an assessment of parking conditions is provided in Appendix C. Based on this
methodology, the proposed project would provide adequate parking and would not result in
spill-over parking so as to affect existing Downtown parking. Implementation of the Master
Plan would not result in significant parking impacts.
(4) Pedestrians and Bicyclists. Non-motorized travel could be negatively impacted
by the proposed project, however, the impacts would not be considered significant, as
discussed below.
The Truckee Railyard project would provide numerous pedestrian/bicycle improvements,
including the following:
Bicycle improvements consisting of:
A Class I (separated) facility along Donner Pass Road Extension between Church
Street to the east and new T-intersection at Donner Pass Road to the west.
A short section of Class I bike path along Trout Creek in the central portion of the
Plan Area.
A Class I facility linking the Trout Creek bike path and the Class I facility adjacent to
Donner Pass Road Extension in the linear park along Street C.
Class II (“bike lane”) facilities along both sides of Church Street east of Donner Pass
Road, on Donner Pass Road Extension between Church Street and Glenshire Drive,
along Donner Pass Road between Bridge Street and the new Donner Pass Road
Extension alignment, along the relocated Donner Pass Road between Church Street
and Donner Pass Road Extension and along B Street.
This bikeway network would provide Class I or II facilities on all internal roadways other
than the low-volume North Lane, South Lane, and A Street. It provides direct Class II
connections to the regional bikeway network identified in the Trails and Bikeways
Master Plan (Town of Truckee, May 2007) at Glenshire Drive to the east and at Bridget
Street and Donner Pass Road to the west and northwest. It is therefore consistent with
that Master Plan.
All roadways on the site would provide sidewalks on at least one side, with the sole
exception of the alleys.
The proposed circulation plan would also tend to reduce travel speeds, in particular by
breaking up the existing relatively high-speed curves along Donner Pass Road east of
Bridge Street. On the other hand, the proposed project would result in traffic volume
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 135
increases on nearby streets, increasing the potential exposure of pedestrians and
cyclists to traffic conflicts. Traffic volume increases on local streets are forecast to be as
high as 88 vehicles per hour (on Riverside Drive). This equates to roughly 1.5 additional
vehicles per minute during peak hours. While any increase in potential conflicts also
increases the potential for accidents, this level of traffic increase would not significantly
degrade overall pedestrian/bicycle conditions.
The proposed site plan would concentrate pedestrian/bicyclist road crossing activity at
locations controlled by stop signs (or signals with the mitigation measures discussed
above). One location without traffic control to help aid in crossing and with the potential
for relatively high pedestrian crossing activity is Donner Pass Road at the Church Street
intersection. While most pedestrian activity between the Railyard and the existing
Downtown commercial area can be expected to occur along the Donner Pass Road
Extension, the combination of Railyard land uses on the east and the commercial and
institutional land uses along Church Street and Jibboom Street to the west can be
expected to generate a moderate level of crossing activity at this location. Traffic speeds
along Donner Pass Road at this intersection are expected to be relatively low, as it is
only roughly 240 feet north of Donner Pass Road and just south of the relatively sharp
curve crossing Trout Creek. In addition, Donner Pass Road at this location is only two
lanes in width. While not considered a “significant impact,” it is encouraged that final
plans for the relocation of this intersection incorporate elements such as bulbouts,
pavement markings and advanced signage that reduce pedestrian exposure and
increase motorist awareness of this crossing location.
If standard intersection design parameters are followed and the final site design allows
adequate sight distance to be provided between pedestrians and motorists, adverse impacts
to bicycle and pedestrian conditions would not be significant.
(5) Roadway Design. Detailed designs for roadways and intersections are not
currently available, as Master Plans tend to be more conceptual and less design-specific. A
review of the Master Plan does, however, indicate that no roadway geometries with an
inherent hazard exist that cannot be addressed through proper design regarding roadway
and intersection dimensions, driver sight distance, and bicyclist/ pedestrian sight distance.
In addition, the flat topography of the site tends to reduce the potential for hazard
associated with roadway grades. While the 10-foot travel lane width proposed for some of
the roadway segments is less than Town standards, there is no significant increase in traffic
hazard associated with 10-foot travel lanes in this type of setting, and the associated
reduction in travel speeds would likely reduce the potential hazard for bicyclists and
pedestrians. As long as final site design allows adequate sight distance to be provided, it
can be concluded that there is no potential for a significant increase in traffic hazard.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
136 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
The roadway system serving the Plan Area provides relatively good access opportunities in
multiple directions. This provides opportunities for access to the site by emergency
responders, as well as adequate opportunities for evacuation. In addition, the site is located
near an existing fire station (on Donner Pass Road west of SR 89 South), as well as the
potential future fire station (off of Donner Pass Road south of I-80).
(6) Transit. Transit service would be impacted by the proposed project, however,
the impacts would not be significant as described below.
The Railyard site is currently served by the Truckee Transit and Dial-A-Ride services as well
as by TART routes (as at least a portion of the Master Plan Area is within a reasonable walk
distance of an existing stop). The proposed project could potentially impact the provision of
transit services in the following ways:
The site land uses would generate an increase in transit ridership. Given the proposed
land uses, a modest overall increase in transit ridership would occur. Transit routes
serving Downtown Truckee generally have a substantial level of excess load capacity,
which is adequate to accommodate the expected ridership increase. Rather than
requiring additional service (and operating costs), the proposed project would generate
additional ridership (and fare revenue) on existing services, resulting in a beneficial
impact.
Transit service is currently provided (in winter only) along Donner Pass Road between
Downtown and Gray’s Crossing, and this service is planned to be provided year-round in
the future. There is not currently a bus stop along Donner Pass Road through the site
(there is little transit ridership potential to warrant a stop). However, with development
of the proposed project, a stop would be warranted along Donner Pass Road (relocated)
near Church Street or Donner Pass Road Extension. While not rising to the level of a
significant impact, it is encouraged that final roadway designs include these stops and
that they be designed with a pullout to prevent a transit vehicle from blocking a travel
lane when stopped.
The proposed project would increase traffic delays in Downtown Truckee on movements
along transit routes, particularly the eastbound right turn movement from Donner Pass
Road to Bridge Street. Implementation of Mitigation Measure TRAF-2 would mitigate this
impact.
In addition, the Truckee Railyard Master Plan presents an option for an “Intermodal Facility”
along Donner Pass Road Extension near B Street. This option would have a variety of
impacts (both positive and negative) on existing transit services and the status of the
existing historic Train Station. As this is presented only as an option, and as it would
warrant a detailed specific study prior to implementation, this concept is not considered
further in this environmental document.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 137
e. Cumulative Transportation, Circulation and Parking Impacts. This section analyzes
the cumulative impacts of the proposed projects on roadway and intersection operations in
and around the Town of Truckee and nearby key roadways in Placer County. Per the Town of
Truckee 2025 General Plan, it is assumed that by 2025 the extension of Pioneer Trail west-
ward to Northwoods Boulevard (with the associated construction of a roundabout at Donner
Pass Road/Pioneer Trail) and the extension of Bridge Street northward to the Pioneer Trail
extension (with the conversion of the Bridge Street/Jibboom Street intersection to a four-way
stop with separate eastbound left and through/right lanes) would be in place. These
improvements are included in the Town of Truckee’s Traffic Impact Fee program.
(1) 2025 No Project Conditions. Projected traffic conditions for the year 2025
without implementation of the Railyard Master Plan are described below.
Summer 2025 Traffic Volume Forecasts. The basis for the forecasts of future traffic
volumes in the study area is the Town of Truckee’s TransCAD traffic model, which provides
forecasts of traffic conditions throughout the Town as well as the Martis Valley portion of
Placer County. The model reflects buildout of the Town’s General Plan (including the
Railyard), buildout of the allowed land uses in the Martis Valley areas, and growth in traffic
passing through the area. As some of the development projects in the Martis Valley area
have recently been approved or revised development levels less than those originally
allowed under the Martis Valley Community Plan, the land uses in the model were adjusted
downward to reflect the approved projects. The changes in Martis Valley land uses
incorporated into the model, based upon information provided by the Placer County
Planning Department and approved environmental documents, are presented in Table
IV.C-12.
The updated model was used to evaluate traffic conditions assuming no development of the
proposed Railyard project in the following steps:
Model land uses were adjusted to reflect only the existing land uses on the Railyard site
and the model rerun.
The model can partially reflect diversion of traffic away from Downtown Truckee due to
congestion delays, but cannot reflect detailed intersection turning movement delays
generated by factors such as queues blocking travel lanes. A “select link” analysis was
conducted using the model to identify the number of trips passing through the
Downtown area between each entry and exit point that could potentially divert to other
routes depending upon the level of traffic delays in the Downtown area. As an example,
traffic between Glenshire Drive and SR 89 south of West River Street could potentially
divert from Bridge Street to I-80.
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
13
8
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
Ta
b
l
e
I
V
.
C
-
1
2
R
e
v
i
s
i
o
n
s
t
o
M
a
r
t
i
s
V
a
l
l
e
y
B
u
i
l
d
o
u
t
La
n
d
U
s
e
s
i
n
T
r
u
c
k
e
e
M
o
d
e
l
f
o
r
R
a
i
l
y
a
r
d
A
n
a
l
y
s
i
s
Cu
r
r
e
n
t
l
y
P
r
o
p
o
s
e
d
a
n
d
A
p
p
r
o
v
e
d
D
e
v
e
l
o
p
m
e
n
t
i
n
Pl
a
c
e
r
C
o
u
n
t
y
P
o
r
t
i
o
n
s
o
f
M
a
r
t
i
s
V
a
l
l
e
y
Or
i
g
i
n
a
l
M
V
C
P
L
a
n
d
U
s
e
s
i
n
Tr
u
c
k
e
e
M
o
d
e
l
Ch
a
n
g
e
i
n
A
l
l
o
w
a
b
l
e
L
a
n
d
Us
e
–
E
x
i
s
t
i
n
g
/
C
u
r
r
e
n
t
l
y
Pl
a
n
n
e
d
M
i
n
u
s
M
V
C
P
De
v
e
l
o
p
m
e
n
t
T
A
Z
#
o
f
S
F
Dw
e
l
l
i
n
g
Un
i
t
s
#
o
f
M
F
Dw
e
l
l
i
n
g
Un
i
t
s
KS
F
Co
m
m
.
Fl
o
o
r
Ar
e
a
Ot
h
e
r
L
a
n
d
U
s
e
s
In
v
o
l
v
e
d
S
t
a
t
u
s
#
o
f
S
F
Dw
e
l
l
i
n
g
Un
i
t
s
#
o
f
M
F
Dw
e
l
l
i
n
g
Un
i
t
s
SF
o
f
Co
m
m
.
Fl
o
o
r
Ar
e
a
#
o
f
S
F
Dw
e
l
l
i
n
g
Un
i
t
s
#
o
f
M
F
Dw
e
l
l
i
n
g
Un
i
t
s
SF
o
f
Co
m
m
.
Fl
o
o
r
Ar
e
a
Co
y
o
t
e
R
u
n
1
3
8
2
0
0
0
–
A
p
p
r
o
v
e
d
2
2
0
0
-
2
0
0
Ho
p
k
i
n
s
R
a
n
c
h
1
0
0
,
1
0
1
5
0
0
0
Pu
b
l
i
c
T
r
a
i
l
s
a
n
d
T
r
a
i
l
Co
n
n
e
c
t
i
o
n
s
.
Ap
p
r
o
v
e
d
6
5
0
0
-
1
5
0
0
La
h
o
n
t
a
n
I
I
1
0
2
7
3
0
0
9-
h
o
l
e
g
o
l
f
c
o
u
r
s
e
,
op
e
n
s
p
a
c
e
.
Ap
p
r
o
v
e
d
1
1
1
0
0
-
3
8
0
0
Ma
r
t
i
s
C
a
m
p
(
f
o
r
m
e
r
l
y
Si
l
l
e
r
R
a
n
c
h
)
11
0
6
5
3
0
0
Pr
i
v
a
t
e
a
c
c
e
s
s
t
o
No
r
t
h
s
t
a
r
s
k
i
a
r
e
a
,
g
o
l
f
co
u
r
s
e
Ap
p
r
o
v
e
d
8
5
0
0
2
0
,
0
0
0
-
1
9
7
0
-
2
0
,
0
0
0
Ma
r
t
i
s
C
r
e
e
k
E
s
t
a
t
e
s
12
5
,
12
6
,
1
2
7
12
0
0
–
A
p
p
r
o
v
e
d
3
1
0
0
-
1
9
0
0
Ma
r
t
i
s
R
a
n
c
h
1
3
2
1
,
3
6
0
0
1
7
,
0
0
0
–
N
o
Ac
t
i
o
n
1
,
5
2
0
0
4
3
,
0
0
0
-
1
6
0
0
-
2
6
,
0
0
0
No
r
t
h
s
t
a
r
A
f
f
o
r
d
a
b
l
e
Ho
u
s
i
n
g
12
3
,
1
2
4
0
2
7
0
0
–
N
o
A
c
t
i
o
n
0
2
7
0
0
0
0
0
No
r
t
h
s
t
a
r
V
i
l
l
a
g
e
1
1
8
0
2
1
3
1
0
5
,
8
4
5
Ic
e
R
i
n
k
,
C
o
m
m
e
r
c
i
a
l
,
pa
r
k
i
n
g
.
Ap
p
r
o
v
e
d
0
2
1
3
1
0
5
,
8
4
5
0
0
0
Th
e
H
i
g
h
l
a
n
d
s
1
1
4
,
1
1
6
0
1
,
4
5
0
1
2
,
0
0
0
Go
l
f
,
h
o
t
e
l
,
e
m
p
l
o
y
e
e
ho
u
s
i
n
g
,
Ap
p
r
o
v
e
d
0
1
,
4
5
0
1
2
,
0
0
0
0
0
0
Ti
m
i
l
i
c
k
(
f
o
r
m
e
r
l
y
Ea
g
l
e
w
o
o
d
)
10
3
,
10
4
,
1
0
5
46
2
0
0
18
h
o
l
e
g
o
l
f
c
o
u
r
s
e
,
te
n
n
i
s
c
o
u
r
t
s
,
t
r
a
i
l
s
,
et
c
.
Ap
p
r
o
v
e
d
4
6
2
4
2
0
0
-
4
2
0
Wa
d
d
l
e
R
a
n
c
h
1
2
8
,
1
2
9
0
0
0
–
L
a
n
d
T
r
u
s
t
2
6
4
7
3
5
4
3
,
0
0
0
-
2
6
4
-
7
3
5
-
4
3
,
0
0
0
To
t
a
l
2
,
6
3
0
1
,
9
3
3
1
3
4
,
8
4
5
3
,
3
2
5
2
,
7
1
0
2
2
3
,
8
4
5
-6
9
5
-
7
7
7
-
8
9
,
0
0
0
-
2
1
%
-
2
9
%
-
4
0
%
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
The Synchro/Simtraffic simulation of the Bridge Street/Donner Pass Road and Bridge
Street/West River Street intersections was run using the base model output volumes.
Traffic delay forecasts on individual turning movements were then used to estimate
travel times between key trip origins and destinations by the most direct route through
Downtown versus other alternative routes. All feasible routes were reviewed, both those
within the Downtown area (such as the use of Keiser Street and Jibboom Street to avoid
congestion along Donner Pass Road) and outside of the Downtown area (such as I-80).
A portion of the potential diversion traffic volumes along travel paths with high delays
was then subtracted from the traffic volumes along the direct travel routes, and added
to the volumes along the alternative routes. The Synchro/Simtraffic analysis was then
rerun with the lower volumes, and delays re-evaluated. This procedure was reiterated
until either travel times on the direct versus diversion routes were equal or all potential
diversion traffic volumes were eliminated from the congested locations.
The resulting intersection turning movement volumes are shown in Table IV.C-13. Note that
the model assumes that the Pioneer Trail Extension and Bridge Street Extension are both
fully constructed, as identified in the General Plan. In addition, it is assumed that a
roundabout is built at the Donner Pass Road/Pioneer Trail intersections.
Winter 2025 Traffic Volumes in Placer County. To allow evaluation of level of service
at study intersections in Placer County consistent with Placer County level of service
standards, 2025 no-project traffic forecasts were estimated as follows:
For the SR 267/Airport Road/Schaffer Mill Road and the SR 267/Northstar Drive
intersections, forecasts were drawn from the Northstar Northside Draft Environmental
Impact Report.5 These volumes were adjusted to reflect the reduction in approved land uses
in Martis Valley (as discussed above), and to subtract the traffic volumes associated with the
future growth in Railyard land uses assumed in the model.
For the SR 267/SR 28 intersection, the 2008 winter design volumes identified in the
Kings Beach Urban Improvement Project Draft Environmental Impact Report6 were
factored upward by 0.5 percent per year to reflect assumed future growth.
For the SR 89 South/West River Street intersection, estimated existing winter Saturday
volumes (counted by the Town of Truckee on February 17, 2008) were used as the basis
for 2025 forecasts, as follows:
Directional traffic volumes on SR 89 south of West River Street were assumed to
increase by 1 percent per year. Given that Caltrans traffic counts over the most
5 Pacific Municipal Consultants, 2005. Northstart Northside Draft Environmental Impact
Report, December.
6 Jones & Stokes, 2008. Kings Beach Urban Improvement Project Draft Environmental Impact
Report.
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
14
0
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
Ta
b
l
e
I
V
.
C
-
1
3
2
0
2
5
N
o
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
NB
S
B
E
B
W
B
I
n
t
e
r
s
e
c
t
i
o
n
Le
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
L
e
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
To
t
a
l
Su
m
m
e
r
1
S
R
8
9
S
o
u
t
h
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
0
65
3
29
8
22
4
68
4
0
0
0
0
24
3
0
10
0
2,
2
0
2
2
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
/
M
c
I
v
e
r
C
r
o
s
s
i
n
g
3
9
9
22
7
9
10
4
2
6
2
43
4
4
8
27
6
78
1,
4
2
3
3
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
M
c
I
v
e
r
C
r
o
s
s
i
n
g
77
52
0
0
0
44
7
26
4
1
4
7
0
20
1
0
0
0
1,
6
5
6
4
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
C
e
n
t
r
a
l
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
W
B
O
f
f
R
a
m
p
0
43
1
0
0
55
9
0
0
0
0
55
0
24
6
1,
2
9
1
5
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
C
e
n
t
r
a
l
Ra
m
p
s
E
B
O
f
f
R
a
m
p
/
H
i
g
h
S
t
0
51
3
0
43
64
5
0
2
0
0
10
1
0
0
3
1,
3
2
5
6
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
S
p
r
i
n
g
S
t
r
e
e
t
3
2
0
27
0
38
6
2
7
3
48
0
0
0
57
56
1,
2
8
4
7
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
B
r
i
d
g
e
S
t
r
e
e
t
27
9
39
9
97
31
33
4
71
6
0
41
25
1
10
1
13
9
6
1,
8
0
9
8
B
r
i
d
g
e
S
t
r
e
e
t
/
C
h
u
r
c
h
S
t
r
e
e
t
0
29
6
44
39
39
3
0
1
9
7
13
69
0
24
90
4
9
Br
i
d
g
e
S
t
/
J
i
b
b
o
o
m
S
t
r
e
e
t
-
H
i
g
h
St
r
e
e
t
3
30
6
62
27
25
0
11
6
1
7
6
25
8
13
6
41
11
5
36
1,
5
2
6
10
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
C
h
u
r
c
h
S
t
r
e
e
t
27
15
1
0
24
11
2
16
1
9
36
8
14
44
66
51
7
11
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
K
e
i
s
e
r
S
t
r
e
e
t
2
22
6
0
0
14
9
10
9
2
7
8
0
2
0
0
0
76
6
12
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
G
l
e
n
s
h
i
r
e
D
r
i
v
e
11
4
0
28
7
0
0
0
0
28
6
30
9
49
1
14
3
0
1,
6
3
0
13
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
E
a
s
t
e
r
n
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
E
B
O
f
f
R
a
m
p
0
66
6
0
0
50
5
0
4
4
5
0
20
0
0
0
0
1,
8
1
6
14
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
E
a
s
t
e
r
n
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
W
B
O
n
R
a
m
p
14
7
89
8
0
0
49
8
21
9
0
0
0
0
0
0
1,
7
6
2
15
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
P
i
o
n
e
e
r
T
r
a
i
l
19
2
68
4
19
17
44
9
49
7
5
5
8
4
22
8
18
5
17
2,
6
8
8
16
S
R
8
9
N
o
r
t
h
/
D
o
n
n
e
r
P
a
s
s
R
o
a
d
65
7
27
0
16
5
48
39
5
23
3
5
2
3
16
9
58
2
27
4
84
33
3,
4
3
3
17
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I
-
8
0
R
a
m
p
s
EB
R
a
m
p
s
0
13
8
5
54
5
44
3
98
4
0
5
7
0
55
2
0
0
0
3,
9
6
6
18
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I
-
8
0
R
a
m
p
s
WB
R
a
m
p
s
74
4
69
9
0
0
10
1
8
22
9
0
0
0
41
0
12
39
4
3,
5
0
6
19
B
r
i
d
g
e
S
t
r
e
e
t
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
32
2
61
0
18
29
57
2
84
1
1
8
21
55
7
27
9
48
2,
4
1
5
20
B
r
o
c
k
w
a
y
R
o
a
d
/
P
a
l
i
s
a
d
e
s
D
r
i
v
e
19
8
0
15
4
0
0
0
0
83
1
33
4
17
2
64
4
0
2,
3
3
3
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
Ta
b
l
e
I
V
.
C
-
1
3
2
0
2
5
N
o
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
(
c
o
n
t
i
n
u
e
d
)
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
14
1
NB
S
B
E
B
W
B
I
n
t
e
r
s
e
c
t
i
o
n
Le
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
L
e
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
To
t
a
l
21
B
r
o
c
k
w
a
y
R
o
a
d
/
M
a
r
t
i
s
V
a
l
l
e
y
R
o
a
d
69
11
13
1
99
10
68
6
3
71
0
82
29
1
59
8
10
3
2,
2
3
5
22
SR
2
6
7
/
B
r
o
c
k
w
a
y
R
o
a
d
/
S
o
a
r
i
n
g
Wa
y
37
8
11
0
6
84
18
4
82
0
53
1
4
7
2
19
0
46
5
12
8
23
7
35
2
4,
9
4
7
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
S
c
h
a
f
f
e
r
M
i
l
l
Ro
a
d
28
10
1
5
48
10
8
97
4
23
2
3
3
8
28
52
60
22
11
7
3,
0
2
2
24
S
R
2
6
7
/
N
o
r
t
h
s
t
a
r
D
r
i
v
e
10
8
53
3
0
0
81
8
26
8
5
6
8
0
13
0
0
0
0
2,
4
2
5
25
S
R
2
6
7
/
S
R
2
8
1
0
3
37
5
1
29
9
2
2
1
90
8
1
3
73
5
48
3
3,
0
3
0
28
S
R
8
9
S
o
u
t
h
/
D
P
R
/
F
r
a
t
e
s
47
0
11
6
21
8
96
16
7
79
9
6
26
9
46
5
50
4
40
2
60
2,
9
4
2
Wi
n
t
e
r
1
S
R
8
9
S
o
u
t
h
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
0
1,
5
2
1
24
7
16
9
45
9
0
0
0
0
10
4
0
14
2,
5
1
4
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
S
c
h
a
f
f
e
r
M
i
l
l
Ro
a
d
47
1,
1
1
0
67
21
3
1,
0
6
7
25
8
4
0
2
41
10
4
71
72
33
4
3,
7
8
6
24
S
R
2
6
7
/
N
o
r
t
h
s
t
a
r
D
r
i
v
e
94
41
7
0
0
82
7
48
2
1
,
0
3
8
8
40
0
0
0
0
3,
2
6
6
25
S
R
2
6
7
/
S
R
2
8
1
0
1
54
0
7
28
9
1
8
9
74
8
0
3
61
6
42
8
2,
8
2
2
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
142 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
recent available period (1996 to 2006) indicate little change in peak-month daily
traffic volumes over this ten-year period, this assumption can be considered to be
conservatively high.
The resulting growth was assigned to the individual intersection turning movements
to and from the south leg based upon the proportionate growth in summer volumes
identified by the traffic model.
The other turning movements were estimated by factoring the existing winter traffic
volumes by the proportionate change in summer volumes.
The resulting volumes are presented in the bottom portion of Table IV.C-13 and shown in
Figure IV.C-6.
2025 No Project Level of Service. Table IV.C-14 presents the results of the level of
service analysis of study intersections for 2025 No Project conditions. As shown, nine
intersections do not attain the pertinent level of service standards, even without the
addition of the Railyard Master Plan development.
The nine intersections that do not attain level of service in the 2025 No Project condition
consist of:
West River Street/McIver Crossing
Donner Pass Road/Bridge Street
Donner Pass Road/I-80 Eastern Interchange Eastbound Off Ramp
SR 89 North/SR 267/I-80 Eastbound Ramps
SR 89 North/SR 267/I-80 Westbound Ramps
Bridge Street/West River Street
SR 267/Brockway Road/Soaring Way
SR 267/Airport Road/Schaffer Mill Road
SR 89 South/Donner Pass Road/Frates Lane
Other than the SR 267/Airport Road/Schaffer Mill Road intersection, these intersections are
included in the Town’s traffic impact fee program and, of these, impacts at all but two
intersections can be mitigated to less-than-significant by the construction of improvements
designated in the Town’s improvement program. The two intersections in the impact fee
program that cannot be mitigated by the Town’s current improvement program are Donner
Pass Road/Bridge Street and Bridge Street/West River Street. The SR 267/Airport
Road/Schaffer Mill Road intersection improvements are included in the Placer County traffic
impact fee program (as part of expansion to four through travel lanes on SR 267). Table
IV.C-15 summarizes intersection levels of service and delay after the implementation of
mitigation measures.
Tr
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
20
2
5
N
o
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
SO
U
R
C
E
:
L
S
C
T
r
a
n
s
p
o
r
a
t
i
o
n
I
n
c
.
,
2
0
0
8
.
\\
S
a
u
1
-
s
r
\
o
n
-
s
i
t
e
\
2
0
0
7
\
1
4
0
7
5
4
2
T
r
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
\
D
o
c
u
m
e
n
t
s
\
A
d
m
i
n
E
I
R
\
F
i
g
u
r
e
s
F
I
G
U
R
E
I
V
.
C
-
6
26
7
89
89
TR
U
C
K
E
E
NO
R
T
H
S
T
A
R
LA
K
E
T
A
H
O
E
28
KI
N
G
S
BE
A
C
H
80
80
26
7
89
DO
N
N
E
R
P
A
S
S
R
D
.
T
R
A
I
L
P
I
O
N
E
E
R
W
E
S
T
R
I
V
E
R
S
T
.
M
C
I
V
E
R
PALLISADES
D
R
.
BR
O
C
K
W
A
Y
R
D
.
V
A
L
L
E
Y
R
.
D
MA
R
T
I
S
AI
R
P
O
R
T
R
.
D
S
O
A
R
I
N
G
W
Y
.
S
C
H
A
F
F
E
R
M
I
L
L
R
D
.
N
O
R
T
H
S
T
A
R
D
R
.
BRIDGE
S
T
.
D
O
N
N
E
R
P
A
S
S
R
D
.
JI
B
B
O
O
M
S
T
.
K
E
I
S
E
R
A
V
E
.
SCHOO
L
GL
E
N
S
H
I
R
E
R
D
.
C
H
U
R
C
H
E
A
S
T
R
I
V
E
R
S
T
.
D
O
N
N
E
R
P
A
S
S
R
O
A
D
E
X
T
E
N
S
I
O
N
C
H
U
R
C
H
S
T
R
E
E
T
E
X
T
E
N
S
I
O
N
PR
O
P
O
S
E
D
S
I
T
E
PR
O
P
O
S
E
D
SI
T
E
E
S
T
.
T
R
O
U
T
C
R
E
E
K
TA
H
O
E
&
N
O
R
T
H
S
T
A
R
TO
T
A
H
O
E
&
NO
R
T
H
S
T
A
R
26
27
9
8 7
19
10
11
12
26
8 9
21
2724
6
25
22
28
10
2
MC
I
V
E
R
C
R
O
S
S
I
N
G
/
WE
S
T
R
I
V
E
R
S
T
.
DO
N
N
E
R
P
A
S
S
R
D
.
/
SP
R
I
N
G
S
T
.
38
6
27
3
48
0
27
56
57
19 7 13
39
24
69
44
JI
B
O
O
M
S
T
.
/
B
R
I
D
G
E
S
T
.
/
HI
G
H
S
T
.
DO
N
N
E
R
P
A
S
S
R
D
.
/
CH
U
R
C
H
S
T
.
24
11
2
16
19
36
8
66
44
14
0
15
1
27
35
2
23
7
12
8
84
18
4
82
0
1,
1
0
6
53
1
47
2
19
0
46
5
37
8
BR
I
D
G
E
S
T
.
/
CH
U
R
C
H
S
T
.
39
3
29
6
BR
O
C
K
W
A
Y
R
D
.
/
MA
R
T
I
S
V
A
L
L
E
Y
R
D
.
SR
2
6
7
/
BR
O
C
K
W
A
Y
R
D
.
/
S
O
A
R
I
N
G
W
A
Y
SR
2
6
7
/
NO
R
T
H
S
T
A
R
H
I
G
H
L
A
N
D
S
D
R
.
2
8
6 56
8
13
0
10
8
81
8
53
3
SR
2
6
7
/
SR
2
8
37
5
1
29
9
22
1
90
8
1
48
3
73
5
3
3
0
1
DO
N
N
E
R
P
A
S
S
R
D
.
/
DO
N
N
E
R
P
A
S
S
E
X
T
E
N
S
I
O
N
GL
E
N
S
H
I
R
E
R
D
.
/
DO
N
N
E
R
P
A
S
S
R
D
.
E
X
T
E
N
S
I
O
N
82
71
0
63
69
68
10
99
10
3
59
8
29
1
13
1
11
1
SR
8
9
S
O
U
T
H
/
WE
S
T
R
I
V
E
R
S
T
.
29
8
10
0
65
3
24
3
22
4
68
4
22
7
9
10
4
26
2
43
4
4
78
27
6
8
9
9
3
4
5
I-
8
0
W
E
S
T
B
O
U
N
D
R
A
M
P
S
/
DO
N
N
E
R
P
A
S
S
R
D
.
(C
E
N
T
R
A
L
I
N
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
P
A
S
S
R
D
.
/
I-
8
0
E
A
S
T
B
O
U
N
D
R
A
M
P
S
(C
E
N
T
R
A
L
I
N
T
E
R
C
H
A
N
G
E
)
24
6
55
43
1
55
9
0
51
3
10
1
43
64
5
20
3
0
3
DO
N
N
E
R
P
A
S
S
R
D
.
/
MC
I
V
E
R
C
R
O
S
S
I
N
G
14
7
20
1
77
52
0
26
4 44
7
3
0
2
7
DO
N
N
E
R
P
A
S
S
R
D
.
/
BR
I
D
G
E
S
T
.
31
33
4
71
60
41
25
1
6
13
9
10
1
97
39
9
27
9
13
6
25
8
3
30
6
62
41
17
6
11
6
25
0
27
11
5
36
11
23
DO
N
N
E
R
P
A
S
S
R
D
.
/
KE
I
S
E
R
S
T
.
SR
2
6
7
/
SC
H
A
F
F
E
R
M
I
L
L
R
D
.
/
A
I
R
P
O
R
T
R
D
.
2
2 22
6
10
9
14
9
27
8
13 1412 15
DO
N
N
E
R
P
A
S
S
R
D
.
/
GL
E
N
S
H
I
R
E
D
R
.
14
3
49
1
28
7
28
6
30
9
11
4
I-
8
0
E
A
S
T
B
O
U
N
D
R
A
M
P
S
/
DO
N
N
E
R
P
A
S
S
R
D
.
(E
A
S
T
E
R
N
I
N
T
E
R
C
H
A
N
G
E
)
50
5
66
6
49
8
21
9
89
8
14
7
44
5
20
0
I-
8
0
W
E
S
T
B
O
U
N
D
R
A
M
P
S
/
DO
N
N
E
R
P
A
S
S
R
D
.
(E
A
S
T
E
R
N
I
N
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
P
A
S
S
R
D
.
/
PI
O
N
E
E
R
T
R
A
I
L
17
44
9
49
7
55
8 4
22
8
17 5
18
19
68
4
19
2
16
DO
N
N
E
R
P
A
S
S
R
D
.
/
SR
8
9
N
O
R
T
H
1817
SR
2
6
7
/
I-
8
0
E
A
S
T
B
O
U
N
D
R
A
M
P
S
44
3
98
4
57 0
55
2
54
5
1,
3
8
5
SR
2
6
7
/
I-
8
0
W
E
S
T
B
O
U
N
D
R
A
M
P
S
1,
0
1
8
22
9
39
4 12
41
0
69
9
74
4
29
57
2
84
11
8
21
55
7
48
9
27
18
61
0
32
2
19
BR
I
D
G
E
S
T
.
/
W
E
S
T
R
I
V
E
R
S
T
.
/
EA
S
T
R
I
V
E
R
S
T
.
83
1
33
4
19
8
64
4
17
2
15
4
20
PA
L
I
S
A
D
E
S
D
R
.
/
BR
O
C
K
W
A
Y
R
D
.
48
39
5
23
3
52
3
16
9
58
2
33 84
27
4
16
5
27
0
65
7
23
2
33
8 28
52
28
1,
0
1
5
48
6022
11
7
10
8
SR
8
9
S
O
U
T
H
/
DO
N
N
E
R
P
A
S
S
R
D
.
/
F
R
A
T
E
S
R
D
.
97
4
96
16
7
79
96
26
9
46
5
60 40
2
50
4
21
8
11
6
47
0
X
X X
X
X
XX
XX
X
X
X
X X
X
X X
X
1
4 5
3
2
6
20
14
15
13
16
18
17
21
22
23
24
25
28
SC
A
L
E
0
IN
M
I
L
E
S
ST
R
E
E
T
S
PR
O
P
O
S
E
D
S
T
R
E
E
T
S
HI
G
H
W
A
Y
S
CO
U
N
T
Y
B
O
U
N
D
A
R
Y
WA
T
E
R
/
L
A
K
E
ST
U
D
Y
I
N
T
E
R
S
E
C
T
I
O
N
TR
A
F
F
I
C
M
O
V
E
M
E
N
T
TR
A
F
F
I
C
V
O
L
U
M
E
LE
G
E
N
D
.5
SC
A
L
E
0
IN
F
E
E
T
50
0
’
25
0
’
1 11
SC
A
L
E
0
IN
M
I
L
E
S
.5
1
20
2
5
N
O
P
R
O
J
E
C
T
P
M
P
E
A
K
-
H
O
U
R
I
N
T
E
R
S
E
C
T
I
O
N
V
O
L
U
M
E
S
FI
G
U
R
E
I
V
.
C
-
4
TR
A
N
S
P
O
R
T
A
T
I
O
N
CO
N
S
U
L
T
A
N
T
S
,
I
N
C
.
TRUCKEERAILYARD2025
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
144 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
Table IV.C-14 Truckee Railyard No Project 2025 PM Peak Hour Level of Service
Total
Intersection
Worst
Movement
Intersection Control Type
Delay
Sec/veh LOS
Delay
Sec/veh LOS
Summer
1 SR 89 South/West River Street Signal 15.6 B – –
2 West River Street/McIver Crossing Unsignalized 127.2 F OVFL F
3 Donner Pass Road/McIver Crossing Roundabout 6.9 A 12.2 B
4 Donner Pass Road/I-80 Central
Interchange WB Off Ramp Unsignalized 9.1 A 39.1 E
5 Donner Pass Road/I-80 Central
Interchange EB Off Ramp/High St Unsignalized 2.4 A 23.2 C
6 Donner Pass Road/Spring Street Unsignalized 7.4 A 53.5 Fa
7 Donner Pass Road/Bridge Street Unsignalized 56.46 F OVFLb F
8 Bridge Street/Church Street Unsignalized 3.3 A 21.2 C
9 Bridge St/ Jibboom Street-High Street Unsignalized 16.7 C 22.0 C
10 Donner Pass Road/Church Street Unsignalized 5.1 A 12.9 B
11 Donner Pass Road/Keiser Street Unsignalized 6.6 A 18 C
12 Donner Pass Road/Glenshire Drive Unsignalized 12.4 B 85.7 Fa
13 Donner Pass Road/I-80 Eastern
Interchange EB Off Ramp Unsignalized OVFL F OVFL F
14 Donner Pass Road/I-80 Eastern
Interchange WB On Ramp Unsignalized 0.8 A 10.1 B
15 Donner Pass Road/Pioneer Trail Roundabout 10.4 B 17.3 C
16 SR 89 North/Donner Pass Road Roundabout 14.5 B 25.6 D
17 SR 89 North/SR 267/I-80 Ramps EB Ramps Signal OVFL F – –
18 SR 89 North/SR 267/I-80 Ramps WB
Ramps Signal OVFL F – –
19 Bridge Street/West River Street Unsignalized OVFL F OVFL F
20 Brockway Road/Palisades Drive Signal 19.2 B – –
21 Brockway Road/Martis Valley Road Roundabout 17.0 C 29.6 D
22 SR 267/Brockway Road/Soaring Way Signal OVFL F – –
23 SR 267/Airport Road/Schaffer Mill Road Signal 73.1 E – –
24 SR 267/Northstar Drive Signal 21.1 C – –
25 SR 267/SR 28 Signal 33 C – –
26 DPR/DPR Extension Unsignalized 8.5 A 8.6 A
27 Glenshire Dr/DPR Extension Unsignalized 2.2 A 19.2 C
28 89 South/DPR/Frates Lane Signal 101.4 F – –
Winter
1 SR 89 South/West River Street Signal 12.3 B – –
23 SR 267/Airport Road/Schaffer Mill Road Signal 184.5 F – –
24 SR 267/Northstar Drive Signal 37.4 C – –
25 SR 267/SR 28 Signal 44.6 D – –
Bold indicates level of service standard exceeded.
a As no more than four vehicle-hours of delay were found on any traffic movement, this intersection still attains
level of service standard. No mitigation is required.
b OVFL represents overflow conditions where delays per vehicles exceed 200 sec/veh and cannot be accurately
estimated.
Source: LSC Transportation Consultants, Inc., 2008.
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
14
5
Ta
b
l
e
I
V
.
C
-
1
5
T
r
u
c
k
e
e
R
a
i
l
y
a
r
d
N
o
P
r
o
j
e
c
t
2
0
2
5
P
M
P
e
a
k
H
o
u
r
M
i
t
i
g
a
t
e
d
L
e
v
e
l
o
f
S
e
r
v
i
c
e
Ex
i
s
t
i
n
g
Im
p
r
o
v
e
d
To
t
a
l
In
t
e
r
s
e
c
t
i
o
n
Wo
r
s
t
Mo
v
e
m
e
n
t
To
t
a
l
In
t
e
r
s
e
c
t
i
o
n
Wo
r
s
t
Mo
v
e
m
e
n
t
In
t
e
r
s
e
c
t
i
o
n
Co
n
t
r
o
l
Ty
p
e
De
l
a
y
se
c
/
v
e
h
LO
S
De
l
a
y
se
c
/
v
e
h
LO
S
Re
q
u
i
r
e
d
Im
p
r
o
v
e
m
e
n
t
Co
n
t
r
o
l
Ty
p
e
De
l
a
y
se
c
/
v
e
h
LO
S
De
l
a
y
se
c
/
v
e
h
LO
S
2
We
s
t
R
i
v
e
r
S
t
r
e
e
t
/
Mc
I
v
e
r
C
r
o
s
s
i
n
g
Un
s
i
g
n
a
l
i
z
e
d
OV
F
L
a
F
OV
F
L
F
Si
n
g
l
e
L
a
n
e
R
o
u
n
d
a
b
o
u
t
Ro
u
n
d
a
b
o
u
t
7.
6
A
1
5
.
0
B
7
Do
n
n
e
r
P
a
s
s
Ro
a
d
/
B
r
i
d
g
e
S
t
r
e
e
t
Un
s
i
g
n
a
l
i
z
e
d
56
.
5
F
OV
F
L
F
Si
g
n
a
l
i
z
e
,
a
d
d
N
B
L
,
S
B
L
an
d
W
B
R
l
a
n
e
s
Si
g
n
a
l
12
8
.
2
F
-
-
Si
g
n
a
l
i
z
e
Si
g
n
a
l
1
4
.
9
B
–
–
13
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
Ea
s
t
e
r
n
I
n
t
e
r
c
h
a
n
g
e
Ra
m
p
s
E
B
O
f
f
R
a
m
p
Un
s
i
g
n
a
l
i
z
e
d
OV
F
L
F
OV
F
L
F
OR
S
i
n
g
l
e
L
a
n
e
Ro
u
n
d
a
b
o
u
t
Ro
u
n
d
a
b
o
u
t
16
.
7
C
2
2
.
0
C
17
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I-
8
0
R
a
m
p
s
E
B
R
a
m
p
Si
g
n
a
l
OV
F
L
F
–
–
2
L
a
n
e
R
o
u
n
d
a
b
o
u
t
,
N
B
R
sl
i
p
l
a
n
e
.
Ro
u
n
d
a
b
o
u
t
12
.
7
B
1
7
.
8
C
18
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I-
8
0
R
a
m
p
s
W
B
R
a
m
p
s
Si
g
n
a
l
OV
F
L
F
–
–
2
L
a
n
e
R
o
u
n
d
a
b
o
u
t
.
L
o
o
p
ra
m
p
i
n
s
t
e
a
d
o
f
N
B
L
Ro
u
n
d
a
b
o
u
t
8.
4
A
1
6
.
6
C
19
Br
i
d
g
e
S
t
r
e
e
t
/
We
s
t
R
i
v
e
r
S
t
r
e
e
t
Un
s
i
g
n
a
l
i
z
e
d
OV
F
L
F
OV
F
L
F
Si
g
n
a
l
i
z
e
Si
g
n
a
l
OV
F
L
F
-
-
22
SR
2
6
7
/
B
r
o
c
k
w
a
y
R
d
/
So
a
r
i
n
g
W
a
y
Si
g
n
a
l
OV
F
L
F
–
–
Ad
d
2
n
d
N
B
L
,
2
n
d
N
B
T
,
se
p
a
r
a
t
e
N
B
R
,
2
n
d
S
B
T
,
2n
d
E
B
L
,
s
e
p
a
r
a
t
e
E
B
T
,
se
p
a
r
a
t
e
W
B
T
Si
g
n
a
l
3
5
.
9
D
-
-
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
d
/
Sc
h
a
f
f
e
r
M
i
l
l
R
o
a
d
Si
g
n
a
l
73
.
1
F
–
–
Ad
d
2
n
d
N
B
T
,
2
n
d
S
B
T
Si
g
n
a
l
2
7
.
4
C
–
–
Re
s
t
r
i
p
e
t
o
N
B
L
a
n
d
NB
T
R
.
E
B
R
t
i
m
i
n
g
ov
e
r
l
a
p
.
Si
g
n
a
l
4
6
.
2
D
–
–
28
8
9
S
o
u
t
h
/
D
P
R
/
F
r
a
t
e
s
S
i
g
n
a
l
10
1
.
4
E
Si
g
n
a
l
S
i
g
n
a
l
OR
2
L
a
n
e
R
o
u
n
d
a
b
o
u
t
Ro
u
n
d
a
b
o
u
t
1
1
.
5
B
1
6
.
5
C
Wi
n
t
e
r
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
Sc
h
a
f
f
e
r
M
i
l
l
R
o
a
d
Si
g
n
a
l
18
4
.
5
F
Si
g
n
a
l
–
Ad
d
N
B
T
L
a
n
e
,
2
n
d
S
B
T
,
WB
R
T
i
m
i
n
g
O
v
e
r
l
a
p
Si
g
n
a
l
4
6
.
7
D
–
–
Bo
l
d
in
d
i
c
a
t
e
s
l
e
v
e
l
o
f
s
e
r
v
i
c
e
s
t
a
n
d
a
r
d
e
x
c
e
e
d
e
d
a O
V
F
L
r
e
p
r
e
s
e
n
t
s
o
v
e
r
f
l
o
w
c
o
n
d
i
t
i
o
n
s
w
h
e
r
e
d
e
l
a
y
s
p
e
r
v
e
h
i
cl
e
s
e
x
c
e
e
d
2
0
0
s
e
c
/
v
e
h
a
n
d
c
a
n
n
o
t
b
e
a
c
c
u
r
a
t
e
l
y
e
s
t
i
m
a
t
e
d
.
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
146 C:\JOB\RRM\Tru
(2) 2025 Plus Project Conditions. Implementation of the Master Plan would
contribute to cumulative intersection and roadway conditions, as described below.
2025 Plus Project Forecasts. Future plus project conditions were forecast by first
distributing the project net trip generation to the roadway network. Adjustments were then
made to reflect the impact of the Donner Pass Road Extension (which would be provided as
part of the project) on existing non-project volumes (such as trips between Glenshire Drive
to the east and Downtown Truckee). Initial delays were then calculated for various travel
paths on the Downtown roadway network, and used to re-evaluate the potential for traffic
(both project and non-project) to divert to alternate routes in order to minimize travel time.
In an iterative fashion, traffic was incrementally diverted to alternate routes (such as the SR
267 Bypass, I-80, and Jibboom Street) until all potential diversion traffic was diverted, the
capacity of the alternative route was exceeded, or comparable travel times were generated
on the direct versus the alternate travel paths. The resulting 2025 plus project volumes are
shown in Table IV.C-16, and shown in Figure IV.C-7.
2025 Plus Project Level of Service. The resulting intersection level of service is
presented in Table IV.C-17. A review of these results indicates that the same nine inter-
sections that did not attain level of service in the 2025 No Project condition would not attain
pertinent standards under 2025 Plus Project conditions. The following impacts result under
the 2025 Plus Project condition. Intersection improvements necessary to attain level of
service standards under 2025 Plus Project conditions are presented in Table IV.C-20.
Impact TRAF-6: The intersection of West River Street/McIver Crossing would operate at
a deficient level of service in the 2025 No Project condition; implementation of the
Master Plan would contribute to deficient level of service operations. (S)
Mitigation Measure TRAF-6: At the intersection of West River Street/McIver Crossing,
provide a single-lane roundabout to improve the level of service from LOS F to LOS A.
Installation of a single-lane roundabout at this intersection is included in the Town’s
traffic impact fee program. The project proponent shall pay Town of Truckee impact
fees contributing to this improvement. (LTS)
Impact TRAF-7: The Donner Pass Road/Bridge Street intersection would operate at a
deficient level of service in the 2025 No Project condition; implementation of the
Master Plan would contribute to deficient level of service operations. (S)
Mitigation Measure TRAF-7: In addition to implementation of Mitigation Measure
TRAF-2 (install a traffic signal Donner Pass Road/Bridge Street intersection), provide a
northbound left-turn lane and southbound left-turn lane to improve the level of
service.
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
14
7
Ta
b
l
e
I
V
.
C
-
1
6
2
0
2
5
P
l
u
s
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
NB
S
B
E
B
W
B
I
n
t
e
r
s
e
c
t
i
o
n
Le
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
L
e
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
To
t
a
l
Su
m
m
e
r
1
S
R
8
9
S
o
u
t
h
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
0
80
7
16
2
24
9
68
6
0
0
0
0
26
0
0
12
8
2,
2
9
2
2
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
/
M
c
I
v
e
r
C
r
o
s
s
i
n
g
3
9
9
19
6
9
11
2
2
1
0
38
2
4
8
32
1
78
1,
3
4
1
3
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
M
c
I
v
e
r
C
r
o
s
s
i
n
g
84
55
5
0
0
44
7
23
4
1
4
7
0
14
9
0
0
0
1,
6
1
6
4
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
C
e
n
t
r
a
l
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
W
B
O
f
f
R
a
m
p
0
45
7
0
0
51
9
0
0
0
0
57
0
25
6
1,
2
8
9
5
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
C
e
n
t
r
a
l
Ra
m
p
s
E
B
O
f
f
R
a
m
p
/
H
i
g
h
S
t
0
54
8
0
43
60
7
0
2
0
0
11
0
0
0
3
1,
3
3
1
6
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
S
p
r
i
n
g
S
t
r
e
e
t
3
2
0
28
0
41
4
2
1
9
50
1
0
0
73
57
1,
2
9
7
7
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
B
r
i
d
g
e
S
t
r
e
e
t
27
9
46
3
22
6
36
41
3
90
7
2
57
25
1
15
6
14
4
8
2,
1
9
5
8
B
r
i
d
g
e
S
t
r
e
e
t
/
C
h
u
r
c
h
S
t
r
e
e
t
0
29
8
12
1
65
36
8
0
1
9
7
13
16
6
0
56
1,
1
1
3
9
Br
i
d
g
e
S
t
/
J
i
b
b
o
o
m
S
t
r
e
e
t
-
H
i
g
h
St
r
e
e
t
12
33
2
62
27
27
5
11
6
1
7
6
20
0
14
3
41
13
6
36
1,
5
5
6
10
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
C
h
u
r
c
h
S
t
r
e
e
t
34
73
0
81
62
16
2
4
13
4
8
18
16
7
14
0
75
7
11
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
K
e
i
s
e
r
S
t
r
e
e
t
3
22
7
0
0
15
5
13
0
2
2
1
0
3
0
0
0
73
9
12
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
G
l
e
n
s
h
i
r
e
D
r
i
v
e
81
0
32
6
0
0
0
0
35
1
19
2
52
2
20
3
0
1,
6
7
5
13
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
E
a
s
t
e
r
n
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
E
B
O
f
f
R
a
m
p
0
76
6
0
0
55
4
0
4
5
8
0
23
7
0
0
0
2,
0
1
5
14
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
E
a
s
t
e
r
n
In
t
e
r
c
h
a
n
g
e
R
a
m
p
s
W
B
O
n
R
a
m
p
19
0
96
6
0
0
54
7
21
9
0
0
0
0
0
0
1,
9
2
2
15
D
o
n
n
e
r
P
a
s
s
R
o
a
d
/
P
i
o
n
e
e
r
T
r
a
i
l
20
1
74
2
20
17
49
6
49
8
5
6
4
4
22
9
19
5
17
2,
8
1
2
16
S
R
8
9
N
o
r
t
h
/
D
o
n
n
e
r
P
a
s
s
R
o
a
d
68
4
27
0
16
5
48
40
0
24
8
5
4
5
17
7
60
6
27
6
90
33
3,
5
4
2
17
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I
-
8
0
R
a
m
p
s
EB
R
a
m
p
s
0
13
8
5
54
5
47
0
99
9
0
5
7
0
73
0
0
0
0
4,
1
8
6
18
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I
-
8
0
R
a
m
p
s
WB
R
a
m
p
s
74
4
69
9
0
0
10
6
0
22
9
0
0
0
41
0
13
42
1
3,
5
7
6
19
B
r
i
d
g
e
S
t
r
e
e
t
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
32
2
70
7
18
30
66
0
12
9
2
1
4
21
37
9
27
9
49
2,
5
6
5
20
B
r
o
c
k
w
a
y
R
o
a
d
/
P
a
l
i
s
a
d
e
s
D
r
i
v
e
20
5
0
15
4
0
0
0
0
75
5
33
8
17
6
73
3
0
2,
3
6
1
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
Ta
b
l
e
I
V
.
C
-
1
7
2
0
2
5
P
l
u
s
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
(c
o
n
t
i
n
u
e
d
)
14
8
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
NB
S
B
E
B
W
B
I
n
t
e
r
s
e
c
t
i
o
n
Le
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
L
e
f
t
T
h
r
u
R
i
g
h
t
Le
f
t
T
h
r
u
R
i
g
h
t
To
t
a
l
21
B
r
o
c
k
w
a
y
R
o
a
d
/
M
a
r
t
i
s
V
a
l
l
e
y
R
o
a
d
80
11
13
1
99
10
68
6
3
60
4
89
29
6
67
6
10
3
2,
2
3
0
22
SR
2
6
7
/
B
r
o
c
k
w
a
y
R
o
a
d
/
S
o
a
r
i
n
g
Wa
y
42
6
11
0
6
84
18
4
10
0
0
54
5
4
7
2
21
2
33
6
12
8
25
8
35
2
5,
1
0
3
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
S
c
h
a
f
f
e
r
M
i
l
l
Ro
a
d
28
10
4
9
48
11
4
10
1
0
23
7
3
4
3
28
52
60
22
12
2
3,
1
1
3
24
S
R
2
6
7
/
N
o
r
t
h
s
t
a
r
D
r
i
v
e
10
8
54
7
0
0
83
2
28
6
5
8
5
0
13
0
0
0
0
2,
4
8
8
25
S
R
2
6
7
/
S
R
2
8
1
0
3
38
4
1
30
4
2
2
6
90
8
1
3
73
5
49
1
3,
0
5
7
26
DP
R
/
D
P
R
E
x
t
e
n
s
i
o
n
8
3
1
0
16
50
1
6
5
17
8
21
1
14
4
20
60
7
27
DP
R
E
x
t
e
n
s
i
o
n
/
G
l
e
n
s
h
i
r
e
3
5
0
13
5
0
0
0
0
79
9
32
63
37
7
0
1,
4
4
1
28
S
R
8
9
S
o
u
t
h
/
D
P
R
/
F
r
a
t
e
s
48
2
11
7
21
8
97
16
8
79
9
6
25
4
50
5
55
1
41
5
61
3,
0
4
3
Wi
n
t
e
r
1
S
R
8
9
S
o
u
t
h
/
W
e
s
t
R
i
v
e
r
S
t
r
e
e
t
0
1,
5
2
1
26
8
19
8
45
9
0
0
0
0
12
7
0
46
2,
6
1
9
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
S
c
h
a
f
f
e
r
M
i
l
l
Ro
a
d
47
1,
1
5
0
67
22
0
1,
1
1
0
26
4
4
0
8
41
10
4
71
72
34
0
3,
8
9
4
24
S
R
2
6
7
/
N
o
r
t
h
s
t
a
r
D
r
i
v
e
94
43
3
0
0
84
4
50
3
1
0
5
8
8
40
0
0
0
0
3,
3
4
0
25
S
R
2
6
7
/
S
R
2
8
1
0
1
55
1
7
29
5
1
9
5
74
8
0
3
61
6
43
8
2,
8
5
5
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
26
7
89
89
LA
H
O
N
T
A
N
TR
U
C
K
E
E
PO
N
D
E
R
O
S
A
80
NO
R
T
H
S
T
A
R
LA
K
E
T
A
H
O
E
28
28
KI
N
G
S
BE
A
C
H
KI
N
G
S
BE
A
C
H
80
BRIDGE
S
T
.
D
O
N
N
E
R
P
A
S
S
R
D
.
JI
B
B
O
O
M
S
T
.
K
E
I
S
E
R
A
V
E
.
SCHOO
L
GL
E
N
S
H
I
R
E
R
D
.
C
H
U
R
C
H
E
A
S
T
R
I
V
E
R
S
T
.
D
O
N
N
E
R
P
A
S
S
R
O
A
D
E
X
T
E
N
S
I
O
N
C
H
U
R
C
H
S
T
R
E
E
T
E
X
T
E
N
S
I
O
N
PR
O
P
O
S
E
D
S
I
T
E
SI
T
E
26
8 9
21
2724
6
25
22
28
10
2
MC
I
V
E
R
C
R
O
S
S
I
N
G
/
WE
S
T
R
I
V
E
R
S
T
.
DO
N
N
E
R
P
A
S
S
R
D
.
/
SP
R
I
N
G
S
T
.
41
4
21
9
50
1
28
57
73
19 7 13
65
56
16
6
12
1
JI
B
B
O
O
M
S
T
.
/
B
R
I
D
G
E
S
T
.
/
HI
G
H
S
T
.
DO
N
N
E
R
P
A
S
S
R
D
.
/
CH
U
R
C
H
S
T
.
81
62
16
24
13
4
8
14
0
16
7
18
0
73
34
35
2
25
8
12
8
84
18
4
1,
0
0
0
1,
1
0
6
54
5
47
2
21
2
33
6
42
6
BR
I
D
G
E
S
T
.
/
CH
U
R
C
H
S
T
.
36
8
29
8
BR
O
C
K
W
A
Y
R
D
.
/
MA
R
T
I
S
V
A
L
L
E
Y
R
D
.
SR
2
6
7
/
BR
O
C
K
W
A
Y
R
D
.
/
S
O
A
R
I
N
G
W
A
Y
SR
2
6
7
/
NO
R
T
H
S
T
A
R
H
I
G
H
L
A
N
D
S
D
R
.
28
6
58
5
13
0
10
8
83
2
54
7
SR
2
6
7
/
SR
2
8
38
4
1
30
4
22
6
90
8
1
49
1
73
5
3
3
0
1
DO
N
N
E
R
P
A
S
S
R
D
.
/
DO
N
N
E
R
P
A
S
S
E
X
T
E
N
S
I
O
N
GL
E
N
S
H
I
R
E
D
R
.
/
DO
N
N
E
R
P
A
S
S
R
D
.
E
X
T
E
N
S
I
O
N
89
60
4
63
80
68
10
99
10
3
67
6
29
6
13
1
11
1
SR
8
9
S
O
U
T
H
/
WE
S
T
R
I
V
E
R
S
T
.
16
2
12
8
80
7
26
0
24
9
68
6
19
6
9
11
2
21
0
38
2
4
78
32
1
8
9
9
3
4
5
I-
8
0
W
E
S
T
B
O
U
N
D
R
A
M
P
S
/
DO
N
N
E
R
P
A
S
S
R
D
.
(C
E
N
T
R
A
L
I
N
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
P
A
S
S
R
D
.
/
I-
8
0
E
A
S
T
B
O
U
N
D
R
A
M
P
S
(C
E
N
T
R
A
L
I
N
T
E
R
C
H
A
N
G
E
)
25
6
57
45
7
51
9
0
54
8
11
0
43
60
7
20
3
0
3
DO
N
N
E
R
P
A
S
S
R
D
.
/
MC
I
V
E
R
C
R
O
S
S
I
N
G
14
7
14
9
84
55
5
23
4 44
7
3
0
2
7
DO
N
N
E
R
P
A
S
S
R
D
.
/
BR
I
D
G
E
S
T
.
36
41
3
90
72
57
25
1
8
14
4
15
6
22
6
46
3
27
9
14
3
20
0
12
33
2
62
41
17
6
11
6
27
5
27
13
6
36
11
23
DO
N
N
E
R
P
A
S
S
R
D
.
/
KE
I
S
E
R
S
T
.
SR
2
6
7
/
SC
H
A
F
F
E
R
M
I
L
L
R
D
.
/
A
I
R
P
O
R
T
R
D
.
3
3 22
7
13
0
15
5
22
1
13 1412 15
DO
N
N
E
R
P
A
S
S
R
D
.
/
GL
E
N
S
H
I
R
E
D
R
.
20
3
52
2
32
6
35
1
19
2
81
I-
8
0
E
A
S
T
B
O
U
N
D
R
A
M
P
S
/
DO
N
N
E
R
P
A
S
S
R
D
.
(E
A
S
T
E
R
N
I
N
T
E
R
C
H
A
N
G
E
)
55
4
76
6
54
7
21
9
96
6
19
0
45
8
23
7
I-
8
0
W
E
S
T
B
O
U
N
D
R
A
M
P
S
/
DO
N
N
E
R
P
A
S
S
R
D
.
(E
A
S
T
E
R
N
I
N
T
E
R
C
H
A
N
G
E
)
DO
N
N
E
R
P
A
S
S
R
D
.
/
PI
O
N
E
E
R
T
R
A
I
L
17
49
6
49
8
56
4 4
22
9
17 5
19
20
74
2
20
1
16
DO
N
N
E
R
P
A
S
S
R
D
.
/
SR
8
9
N
O
R
T
H
1817
SR
2
6
7
/
I-
8
0
E
A
S
T
B
O
U
N
D
R
A
M
P
S
47
0
99
9
57 0
73
0
54
5
1,
3
8
5
SR
2
6
7
/
I-
8
0
W
E
S
T
B
O
U
N
D
R
A
M
P
S
1,
0
6
0
22
9
42
1 13
41
0
69
9
74
4
30
66
0
12
9
21
4
21
37
9
49
9
27
18
70
7
32
2
19
BR
I
D
G
E
S
T
.
/
W
E
S
T
R
I
V
E
R
S
T
.
/
EA
S
T
R
I
V
E
R
S
T
.
75
5
33
8
20
5
73
3
17
6
15
4
20
PA
L
I
S
A
D
E
S
D
R
.
/
BR
O
C
K
W
A
Y
R
D
.
48
40
0
24
8
54
5
17
7
60
6
33 90
27
6
16
5
27
0
68
4
23
7
34
3 28
52
28
1,
0
4
9
48
6022
12
2
11
4
SR
8
9
S
O
U
T
H
/
DO
N
N
E
R
P
A
S
S
R
D
.
/
F
R
A
T
E
S
R
D
.
1,
0
1
0
97
16
8
79
96
25
4
50
5
61 41
5
55
1
21
8
11
7
48
2
50
16
5
17
8
21
8
3
1
114
4
20
0
16 79
9
32
35
37
7
63
13
5
1
4 53
2
6
20
14
15
13
16
18
17 21
22
23
24
25
26
27
28
9
8 7
19
10
11
1220
2
5
P
L
U
S
P
R
O
J
E
C
T
P
M
P
E
A
K
-
H
O
U
R
I
N
T
E
R
S
E
C
T
I
O
N
V
O
L
U
M
E
S
SC
A
L
E
0
IN
M
I
L
E
S
ST
R
E
E
T
S
PR
O
P
O
S
E
D
S
T
R
E
E
T
S
HI
G
H
W
A
Y
S
CO
U
N
T
Y
B
O
U
N
D
A
R
Y
RA
I
L
R
O
A
D
WA
T
E
R
/
L
A
K
E
ST
U
D
Y
I
N
T
E
R
S
E
C
T
I
O
N
TR
A
F
F
I
C
M
O
V
E
M
E
N
T
TR
A
F
F
I
C
V
O
L
U
M
E
LE
G
E
N
D
1
.5
FI
G
U
R
E
I
V
.
C
-
5
SC
A
L
E
0
IN
F
E
E
T
50
0
’
25
0
’
1 11
TR
A
N
S
P
O
R
T
A
T
I
O
N
CO
N
S
U
L
T
A
N
T
S
,
I
N
C
.
TRUCKEERAILYARD2025PLUSPRO
Tr
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
20
2
5
P
l
u
s
P
r
o
j
e
c
t
P
M
P
e
a
k
-
H
o
u
r
I
n
t
e
r
s
e
c
t
i
o
n
V
o
l
u
m
e
s
SO
U
R
C
E
:
L
S
C
T
r
a
n
s
p
o
r
a
t
i
o
n
I
n
c
.
,
2
0
0
8
.
\\
S
a
u
1
-
s
r
\
o
n
-
s
i
t
e
\
2
0
0
7
\
1
4
0
7
5
4
2
T
r
u
c
k
e
e
R
a
i
l
y
a
r
d
M
a
s
t
e
r
P
l
a
n
E
I
R
\
D
o
c
u
m
e
n
t
s
\
A
d
m
i
n
E
I
R
\
F
i
g
u
r
e
s
F
I
G
U
R
E
I
V
.
C
-
7
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
150 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
Table IV.C-17 Truckee Railyard Plus Project 2025 PM Peak Hour Level of Service
Total
Intersection Worst Movement
Intersection Control Type
Delay
Sec/veh LOS
Delay
Sec/veh LOS
Summer
1 SR 89 South/West River Street Signal 16.6 B - -
2 West River Street/McIver Crossing Unsignalized 63.9 F OVFLb F
3 Donner Pass Road/McIver Crossing Roundabout 6.9 A 12.0 B
4 Donner Pass Road/I-80 Central
Interchange WB Off Ramp Unsignalized 4.2 A 17.4 C
5 Donner Pass Road/I-80 Central
Interchange EB Off Ramp/High St Unsignalized 2.5 A 22.4 C
6 Donner Pass Road/Spring Street Unsignalized 7.3 A 49.0 E
7 Donner Pass Road/Bridge Street Unsignalized 93.1 F OVFL F
8 Bridge Street/Church Street Unsignalized 13.1 B 59.5 Fa
9 Bridge St/ Jibboom Street-High Street Unsignalized 37.8 E 49.3 E
10 Donner Pass Road/Church Street Unsignalized 12.7 B 17.9 C
11 Donner Pass Road/Keiser Street Unsignalized 5.0 A 16.3 C
12 Donner Pass Road/Glenshire Drive Unsignalized 13.4 B 103.7 Fa
13 Donner Pass Road/I-80 Eastern
Interchange EB Off Ramp Unsignalized OVFL F OVFL F
14 Donner Pass Road/I-80 Eastern
Interchange WB On Ramp Unsignalized 1.1 F 11.1 B
15 Donner Pass Road/Pioneer Trail Roundabout 10.7 B 18.2 C
16 SR 89 North/Donner Pass Road Roundabout 17.0 C 31.4 D
17 SR 89 North/SR 267/I-80 Ramps EB Ramps Signal OVFL F – –
18 SR 89 North/SR 267/I-80 Ramps WB
Ramps Signal OVFL F – –
19 Bridge Street/West River Street Unsignalized OVFL F OVFL F
20 Brockway Road/Palisades Drive Signal 19.4 B – –
21 Brockway Road/Martis Valley Road Roundabout 15.3 C 25.5 D
22 SR 267/Brockway Road/Soaring Way Signal OVFL F – –
23 SR 267/Airport Road/Schaffer Mill Road Signal 98.1 F – –
24 SR 267/Northstar Drive Signal 21.9 C – –
25 SR 267/SR 28 Signal 40.2 D – –
26 DPR/DPR Extension Unsignalized 9.4 A – -
27 Glenshire Dr/DPR Extension Unsignalized 4.8 A 36.8 E
28 89 South/DPR/Frates Lane Signal 120.1 F – –
Winter
1 SR 89 South/West River Street Signal 14.4 B – –
23 SR 267/Airport Road/Schaffer Mill Road Signal 198.2 F – –
24 SR 267/Northstar Drive Signal 39.6 D – –
25 SR 267/SR 28 Signal 47.4 D – –
Bold indicates level of service standard exceeded.
a As no more than four vehicle-hours of delay were found on any traffic movement, this intersection still attains
level of service standard.
b OVFL represents overflow conditions where delays per vehicles exceed 200 sec/veh and cannot be accurately
estimated.
Source: LSC Transportation Consultants, Inc., 2008.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 151
Level of service at this intersection cannot be mitigated to acceptable levels within the
parameters identified by the Town, even with provision of traffic signals and limited
roadway widening. As the proposed Railyard Master Plan project would increase traffic
through these intersections with future no-project deficiencies, the project would have
a significant and unavoidable impact on level of service at this intersection. (SU)
Even without the proposed Railyard Master Plan project, providing LOS E or better condi-
tions at this intersection and the adjacent Bridge Street/West River Street intersection would
require additional travel lanes, including a total of six travel lanes crossing the rail tracks, a
total of four travel lanes on Bridge Street south of West River Street, and two westbound
lanes on Donner Pass Road west of Bridge Street. This level of improvement has been
identified by Town staff as infeasible, due to factors such as right-of-way requirements and
impact on historic structures.
There are two reasons why this conclusion differs from that of the General Plan (which
indicated acceptable LOS in downtown and just barely acceptable roadway LOS over the
bypass). First, the General Plan analysis did not include the constraints on roadway
improvements that are reflected in the Railyard analysis. For instance, the General Plan
traffic analysis assumed dual westbound left turn lanes from Donner Pass Road onto Bridge
Street southbound (as well as dual northbound left turn lanes from Bridge Street onto West
River Street) Secondly, as a region-wide plan level evaluation, the General Plan analysis level
evaluated the two intersections separately, but not as a system. Evaluating the capacity
through the corridor as a whole for the Railyard analysis, the queues forming from one
intersection back across the railroad tracks into the other substantially reduces the overall
capacity of the corridor to accommodate traffic. The very limited intersection size and
close spacing substantially reduces overall capacity.
Impact TRAF-8: The Donner Pass Road/I-80 Eastern Interchange Eastbound Off Ramp
intersection would operate at a deficient level of service in the 2025 No Project
condition; implementation of the Master Plan would contribute to deficient level of
service operations. (S)
Mitigation Measure TRAF-8: At the Donner Pass Road/I-80 Eastern Interchange
Eastbound Off Ramp intersection, signalize, or provide a single-lane roundabout to
improve intersection level of service from LOS F to LOS C (with roundabout) and B
(with signal). Installation of a single- lane roundabout at this intersection is included in
the Town’s traffic impact fee program. The project proponent shall pay Town of
Truckee impact fees contributing to this improvement. (LTS)
Impact TRAF-9: The SR 89 North/SR 267/I-80 Eastbound Ramps intersection would
operate at a deficient level of service in the 2025 No Project condition; implementation
of the Master Plan would contribute to deficient level of service operations. (S)
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
152 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
Mitigation Measure TRAF-9: At the SR 89 North/SR 267/I-80 Eastbound Ramps
intersection, provide a two-lane roundabout with northbound-to-eastbound slip lane to
improve the level of service from LOS F to LOS B. Provision of a roundabout at this
intersection is included in the Town’s traffic impact fee program. The project
proponent shall pay Town of Truckee impact fees contributing to this improvement.
(LTS)
Impact TRAF-10: The SR 89 North/SR 267/I-80 Westbound Ramps intersection would
operate at a deficient level of service in the 2025 No Project condition; implementation
of the Master Plan would contribute to deficient level of service operations. (S)
Mitigation Measure TRAF-10: At the SR 89 North/SR 267/I-80 Westbound Ramps
intersection, provide a two-lane roundabout and northbound-to-westbound loop ramp
to improve the intersection from LOS F to LOS A. (Note that the current interchange
was designed to accommodate this loop ra mp). Provision of a roundabout at this
intersection is included in the Town’s traffic impact fee program. The project
proponent shall pay Town of Truckee impact fees contributing to this improvement.
(LTS)
Impact TRAF-11: The Bridge Street/West River Street intersection would operate at a
deficient level of service in the 2025 No Project condition; implementation of the
Master Plan would contribute to deficient level of service operations. (S)
Mitigation Measure TRAF-11: Implementation of Mitigation Measure TRAF -4 includes
construction of a traffic signal at the Bridge Street/West River Street intersection.
However, in the 2025 No Project and 2025 Plus Project scenarios, the level of service
at this intersection cannot be mitigated to acceptable levels within the parameters
identified by this analysis, even with provision of traffic signals and limited roadway
widening. As the proposed Railyard Master Plan project would increase traffic through
these intersections with future no-project deficiencies, the project would have a
significant and unavoidable impact on level of service at this intersection. (SU)
Even without the proposed Railyard Master Plan project, providing LOS E or better condi-
tions at this intersection and the adjacent Donner Pass Road/Bridge Street intersection
would require additional travel lanes, including a total of six travel lanes crossing the rail
tracks, a total of four travel lanes on Bridge Street south of West River Street, and two
westbound lanes on Donner Pass Road west of Bridge Street. This level of improvement has
been identified by Town staff as infeasible, due to factors such as right-of-way requirements
and impact on historic structures.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 153
Impact TRAF-12: The SR 267/Brockway Road/Soaring Way intersection would operate
at a deficient level of service in the 2025 No Project condition; implementation of the
Master Plan would contribute to deficient level of service operations. (S)
Mitigation Measure TRAF-12: At the SR 267/Brockway Road/Soaring Way intersection,
either expand the existing signalized intersection (adding a second northbound left
lane, second northbound through lane, separate northbound right lane, second
southbound through lane, second eastbound left lane, separate eastbound through
lane, and separate westbound through lane) or provide a multi-lane roundabout to
improve the intersection operation from LOS F to LOS D. Provision of major
improvements at this intersection is included in the Town’s traffic impact fee program.
The project proponent shall pay Town of Truckee impact fees contributing to this
improvement. (LTS)
Impact TRAF-13: The SR 267/Airport Road/Schaffer Mill Road intersection would
operate at a deficient level of service in the 2025 No Project condition; implementation
of the Master Plan would contribute to deficient level of service operations. (S)
Mitigation Measure TRAF-13: At the SR 267/Airport Road/Schaffer Mill Road
intersection, install a second northbound through lane and second southbound
through lane to improve the intersection operation from LOS F to LOS C. Per the
Placer/Truckee Regional Traffic Impact Fee Agreement that went into effect October 1,
2007, payment of appropriate fees under the Truckee impact fee program is
considered to mitigate impacts on roadway improvements included in the
improvement list for Placer County’s Tahoe Resorts Benefit District impact fee
program. This improvement list includes “SR 267: County line to south of Northstar
Drive – Widen to four lanes/Intersections improvements,” which can be considered to
address the SR 267/Airport Road/Schaeffer Mill Road improvements. The project
proponent shall pay Town of Truckee impact fees contributing to this improvement.
(LTS)
Impact TRAF-14: The SR 89 South/Donner Pass Road/Frates Lane intersection would
operate at a deficient level of service in the 2025 No Project condition; implementation
of the Master Plan would contribute to deficient level of service operations. (S)
Mitigation Measure TRAF-14: At the SR 89 South/Donner Pass Road/Frates Lane
intersection, provide separate northbound left and northbound through/right lanes
and eastbound right overlap phase or provide a two-lane roundabout to improve the
intersection operation from LOS E to LOS D or LOS B, respectively. Provision of major
improvements at this intersection is included in the Town’s traffic impact fee program.
The project proponent shall pay Town of Truckee impact fees contributing to this
improvement. (LTS)
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
154 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
2025 No Project Roadway Analysis. Table IV.C-18 presents the results of the
roadways analysis for 2025 No Project conditions. As shown, the following three roadway
segments exceed pertinent capacity standards in the 2025 No Project conditions:
SR 267 between I-80 and Brockway Road
SR 267 between Brockway Road and Airport Road/Schaffer Mill Road
SR 267 between Airport Road/Schaffer Mill Road and Northstar Drive
2025 Plus Project Roadway Capacity. The 2025 Plus Project roadway capacity
analysis is presented in Table IV.C-19. A review of these results indicates that the same
three roadway segments that did not attain level of service in the 2025 No Project condition
would also not attain pertinent standards under 2025 Plus Project conditions. The following
impacts result under the 2025 Plus Project condition.
Impact TRAF-15: SR 267 between I-80 and Brockway Road – Peak-hour peak direction
volume (1,930) is forecast to exceed the Town’s capacity limit of 1,890 by 2 percent in
the 2025 No Project condition; implementation of the Master Plan would contribute to
deficient level of service operations. (S)
Mitigation Measure TRAF-15: Widening this segment of SR 267 to four lanes is
included in Caltrans long range plans as the “ultimate facility” (State Route 267
Transportation Concept Report, Caltrans, October 2004), but is not identified as the
“20 year concept facility.” In addition, this expansion is not included in the Town of
Truckee’s traffic impact fee program, and no funding has been identified for this
expansion by the Town, Caltrans, or the Nevada County Transportation Commission.
As a result, this improvement can be considered to be infeasible within the 20-year
analysis horizon of this EIR. In addition, this widening would conflict with Town policy:
Policy 6.4 of the General Plan states "Maintain Highway 267 between Interstate 80 and
the Brockway Road/Soaring Way intersection at two lanes." This impact is therefore
considered to be significant and unavoidable. (SU)
The conclusion that volumes on SR 267 between I-80 and Brockway Road would exceed
capacity by 2 percent differs from the conclusion of the Truckee General Plan traffic analysis
(which indicated that volumes would be 5 percent below capacity), due largely to the lower
capacity identified in the Railyard analysis for the Bridge Street corridor (as discussed above
under Impact TRAF-7). The resulting diversion of traffic off of Bridge Street results in a
higher forecast for traffic on SR 267.
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
15
5
Ta
b
l
e
I
V
.
C
-
1
8
2
0
2
5
N
o
P
r
o
j
e
c
t
R
o
a
d
w
a
y
L
e
v
e
l
o
f
S
e
r
v
i
c
e
Ro
a
d
w
a
y
S
e
g
m
e
n
t
s
J
u
r
i
s
d
i
c
t
i
o
n
C
l
a
s
s
i
f
i
c
a
t
i
o
n
LO
S
Th
r
e
s
h
o
l
d
Ma
x
Al
l
o
w
a
b
l
e
Pe
a
k
-
H
o
u
r
Vo
l
u
m
e
p
e
r
La
n
e
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
Pe
a
k
H
o
u
r
Tw
o
-
W
a
y
Vo
l
u
m
e
Pe
a
k
-
H
o
u
r
Pe
a
k
-
Di
r
e
c
t
i
o
n
Vo
l
u
m
e
AD
T
Fa
c
t
o
r
A
D
T
Ma
x
i
m
u
m
Al
l
o
w
a
b
l
e
Tw
o
-
w
a
y
AD
T
to
O
b
t
a
i
n
LO
S
Th
r
e
s
h
o
l
d
LO
S
Th
r
e
s
h
o
l
d
Ex
c
e
e
d
e
d
?
DP
R
j
u
s
t
W
e
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1
,
7
8
1
9
5
1
1
1
.
4
5
2
0
,
3
9
0
n
/
a
N
o
We
s
t
R
i
v
e
r
S
t
E
a
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
8
6
5
5
2
2
1
1
.
4
5
9
,
9
0
0
n
/
a
N
o
SR
8
9
S
o
u
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1
,
8
7
8
9
5
1
1
0
.
0
6
1
8
,
8
9
0
2
5
,
0
0
0
N
o
SR
8
9
N
o
r
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
Pl
a
c
e
r
C
o
u
n
t
y
/
T
o
w
n
o
f
Tr
u
c
k
e
e
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1
,
6
6
1
9
0
8
1
1
.
7
7
1
9
,
5
5
0
n
/
a
N
o
DP
R
W
e
s
t
/
N
o
r
t
h
o
f
C
e
n
t
r
a
l
I
-
8
0
In
t
e
r
c
h
a
n
g
e
To
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1
,
2
3
6
6
7
7
1
1
.
4
5
1
4
,
1
5
0
n
/
a
N
o
Mc
I
v
e
r
U
n
d
e
r
c
r
o
s
s
i
n
g
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
6
8
9
3
4
9
1
1
.
4
5
7
,
8
9
0
n
/
a
N
o
Br
i
d
g
e
S
t
N
o
r
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
9
0
1
4
6
5
1
1
.
4
5
1
0
,
3
2
0
n
/
a
N
o
DP
R
W
e
s
t
o
f
B
r
i
d
g
e
S
t
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
2
0
0
8
4
1
4
8
9
1
1
.
4
5
9
,
6
3
0
n
/
a
N
o
We
s
t
R
i
v
e
r
S
t
w
e
s
t
o
f
B
r
i
d
g
e
S
t
.
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
2
0
0
1
,
1
1
1
6
9
6
1
1
.
4
5
1
2
,
7
2
0
n
/
a
N
o
Br
i
d
g
e
S
t
S
o
u
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
1
,
4
6
1
7
7
5
1
1
.
7
6
1
7
,
1
8
0
n
/
a
N
o
Br
o
c
k
w
a
y
R
d
E
a
s
t
o
f
P
a
l
i
s
a
d
e
s
R
d
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1
,
8
0
1
9
8
5
1
1
.
7
6
2
1
,
1
8
0
n
/
a
N
o
Gl
e
n
s
h
i
r
e
D
r
E
a
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1
,
3
0
1
8
9
8
1
0
.
6
5
1
3
,
8
6
0
n
/
a
N
o
DP
R
N
o
r
t
h
o
f
P
i
o
n
e
e
r
T
r
a
i
l
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
2
,
2
2
2
1
,
2
5
9
1
1
.
4
5
2
5
,
4
4
0
n
/
a
N
o
Pi
o
n
e
e
r
T
r
a
i
l
W
e
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
C
o
l
l
e
c
t
o
r
D
8
9
0
1
,
4
8
4
7
9
0
1
1
.
4
5
1
6
,
9
9
0
n
/
a
N
o
SR
8
9
N
o
r
t
h
,
N
o
r
t
h
o
f
D
P
R
To
w
n
o
f
T
r
u
c
k
e
e
/
Ca
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1
,
5
0
2
8
2
6
8
.
9
9
1
3
,
5
0
0
n
/
a
N
o
SR
2
6
7
S
o
u
t
h
o
f
I
-
8
0
To
w
n
o
f
T
r
u
c
k
e
e
/
Ca
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
3
,
4
6
6
1
,
9
3
0
1
1
.
8
1
4
0
,
9
3
0
n
/
a
Ye
s
Br
o
c
k
w
a
y
R
d
W
e
s
t
o
f
S
R
2
6
7
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
2
,
2
7
3
1
,
1
4
6
1
1
.
4
5
2
6
,
0
3
0
n
/
a
N
o
SR
2
6
7
a
t
N
e
v
a
d
a
/
P
l
a
c
e
r
C
o
u
n
t
y
L
i
n
e
To
w
n
o
f
T
r
u
c
k
e
e
/
P
l
a
c
e
r
Co
u
n
t
y
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
2
,
9
8
1
1
,
5
6
8
1
1
.
8
1
3
5
,
2
1
0
2
5
,
0
0
0
Ye
s
Ai
r
p
o
r
t
R
d
E
a
s
t
o
f
S
R
2
6
7
Pl
a
c
e
r
C
o
u
n
t
y
/
T
o
w
n
o
f
Tr
u
c
k
e
e
Mi
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
3
8
3
1
9
9
8
.
1
0
3
,
1
0
0
1
6
,
2
0
0
N
o
Sc
h
a
f
f
e
r
M
i
l
l
R
d
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
n
/
a
7
0
0
4
1
8
1
2
.
0
0
8
,
4
0
0
1
6
,
2
0
0
N
o
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
Ta
b
l
e
I
V
.
C
-
1
8
2
0
2
5
N
o
P
r
o
j
e
c
t
R
o
a
d
w
a
y
L
e
v
e
l
o
f
S
e
r
v
i
c
e
(c
o
n
t
i
n
u
e
d
)
15
6
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
Ro
a
d
w
a
y
S
e
g
m
e
n
t
s
J
u
r
i
s
d
i
c
t
i
o
n
C
l
a
s
s
i
f
i
c
a
t
i
o
n
LO
S
Th
r
e
s
h
o
l
d
Ma
x
Al
l
o
w
a
b
l
e
Pe
a
k
-
H
o
u
r
Vo
l
u
m
e
p
e
r
La
n
e
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
Pe
a
k
H
o
u
r
Tw
o
-
W
a
y
Vo
l
u
m
e
Pe
a
k
-
H
o
u
r
Pe
a
k
-
Di
r
e
c
t
i
o
n
Vo
l
u
m
e
AD
T
Fa
c
t
o
r
A
D
T
Ma
x
i
m
u
m
Al
l
o
w
a
b
l
e
Tw
o
-
w
a
y
AD
T
to
O
b
t
a
i
n
LO
S
Th
r
e
s
h
o
l
d
LO
S
Th
r
e
s
h
o
l
d
Ex
c
e
e
d
e
d
?
SR
2
6
7
b
e
t
w
e
e
n
A
i
r
p
o
r
t
R
d
a
n
d
No
r
t
h
s
t
a
r
D
r
Pl
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
2
,
1
7
7
1
,
0
9
1
1
1
.
8
1
2
5
,
7
1
0
2
5
,
0
0
0
Ye
s
No
r
t
h
s
t
a
r
D
r
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
n
/
a
1
,
0
7
4
6
9
8
9
.
6
6
1
0
,
3
8
0
1
6
,
2
0
0
N
o
SR
2
6
7
o
v
e
r
B
r
o
c
k
w
a
y
S
u
m
m
i
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1
,
3
7
9
7
0
4
1
1
.
8
1
1
6
,
2
9
0
2
1
,
0
0
0
N
o
SR
2
8
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
2
,
1
6
5
1
,
1
3
0
1
1
.
0
4
2
3
,
9
0
0
5
0
,
0
0
0
N
o
SR
2
8
E
a
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
2
,
5
0
7
1
,
2
8
6
1
1
.
0
4
2
7
,
6
8
0
5
0
,
0
0
0
N
o
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
15
7
Ta
b
l
e
I
V
.
C
-
1
9
2
0
2
5
P
l
u
s
P
r
o
j
e
c
t
R
o
a
d
w
a
y
L
e
v
e
l
o
f
S
e
r
v
i
c
e
Ro
a
d
w
a
y
S
e
g
m
e
n
t
s
J
u
r
i
s
d
i
c
t
i
o
n
C
l
a
s
s
i
f
i
c
a
t
i
o
n
LO
S
Th
r
e
s
h
o
l
d
Ma
x
Al
l
o
w
a
b
l
e
Pe
a
k
-
H
o
u
r
Vo
l
u
m
e
p
e
r
La
n
e
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
Pe
a
k
H
o
u
r
Tw
o
-
W
a
y
Vo
l
u
m
e
Pe
a
k
-
H
o
u
r
Pe
a
k
-
Di
r
e
c
t
i
o
n
Vo
l
u
m
e
AD
T
Fa
c
t
o
r
A
D
T
Ma
x
i
m
u
m
Al
l
o
w
a
b
l
e
Tw
o
-
w
a
y
AD
T
to
O
b
t
a
i
n
LO
S
Th
r
e
s
h
o
l
d
LO
S
Th
r
e
s
h
o
l
d
Ex
c
e
e
d
e
d
?
DP
R
j
u
s
t
W
e
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
8
3
1
9
7
6
1
1
.
4
5
2
0
,
9
6
0
n
/
a
N
o
We
s
t
R
i
v
e
r
S
t
E
a
s
t
o
f
S
R
8
9
S
o
u
t
h
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
79
9
4
1
1
1
1
.
4
5
9
,
1
5
0
n
/
a
N
o
SR
8
9
S
o
u
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
9
1
5
9
6
9
1
0
.
0
6
1
9
,
2
6
0
2
5
,
0
0
0
N
o
SR
8
9
N
o
r
t
h
o
f
W
e
s
t
R
i
v
e
r
S
t
Pl
a
c
e
r
C
o
u
n
t
y
/
T
o
w
n
o
f
Tr
u
c
k
e
e
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
8
7
0
9
3
5
1
1
.
7
7
2
2
,
0
1
0
2
5
,
0
0
0
N
o
DP
R
W
e
s
t
/
N
o
r
t
h
o
f
C
e
n
t
r
a
l
I
-
8
0
In
t
e
r
c
h
a
n
g
e
To
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
2
3
2
7
1
3
1
1
.
4
5
1
4
,
1
1
0
n
/
a
N
o
Mc
I
v
e
r
U
n
d
e
r
c
r
o
s
s
i
n
g
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
61
4
3
1
7
1
1
.
4
5
7
,
0
3
0
n
/
a
N
o
Br
i
d
g
e
S
t
N
o
r
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
1,
0
8
2
5
4
3
1
1
.
4
5
1
2
,
3
9
0
n
/
a
N
o
DP
R
W
e
s
t
o
f
B
r
i
d
g
e
S
t
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
2
0
0
89
3
5
1
3
1
1
.
4
5
1
0
,
2
2
0
n
/
a
N
o
We
s
t
R
i
v
e
r
S
t
w
e
s
t
o
f
B
r
i
d
g
e
S
t
.
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
2
0
0
1,
0
7
4
6
1
4
1
1
.
4
5
1
2
,
3
0
0
n
/
a
N
o
Br
i
d
g
e
S
t
S
o
u
t
h
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
E
1
,
6
0
0
1,
7
8
8
9
6
8
1
1
.
7
6
2
1
,
0
3
0
n
/
a
N
o
Br
o
c
k
w
a
y
R
d
E
a
s
t
o
f
P
a
l
i
s
a
d
e
s
R
d
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
8
1
8
9
0
9
1
1
.
7
6
2
1
,
3
8
0
n
/
a
N
o
Gl
e
n
s
h
i
r
e
D
r
E
a
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
1,
3
7
4
9
3
4
1
0
.
6
5
1
4
,
6
3
0
n
/
a
N
o
DP
R
N
o
r
t
h
o
f
P
i
o
n
e
e
r
T
r
a
i
l
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
2,
3
3
4
1
,
3
2
3
1
1
.
4
5
2
6
,
7
2
0
n
/
a
N
o
Pi
o
n
e
e
r
T
r
a
i
l
W
e
s
t
o
f
D
P
R
T
o
w
n
o
f
T
r
u
c
k
e
e
C
o
l
l
e
c
t
o
r
D
8
9
0
1,
5
0
1
7
9
7
1
1
.
4
5
1
7
,
1
9
0
n
/
a
N
o
SR
8
9
N
o
r
t
h
,
N
o
r
t
h
o
f
D
P
R
To
w
n
o
f
T
r
u
c
k
e
e
/
Ca
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
1,
5
4
4
8
4
8
8
.
9
9
1
3
,
8
8
0
n
/
a
N
o
SR
2
6
7
S
o
u
t
h
o
f
I
-
8
0
To
w
n
o
f
T
r
u
c
k
e
e
/
Ca
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
3,
6
5
9
1
,
9
3
0
1
1
.
8
1
4
3
,
2
1
0
n
/
a
Ye
s
Br
o
c
k
w
a
y
R
d
W
e
s
t
o
f
S
R
2
6
7
T
o
w
n
o
f
T
r
u
c
k
e
e
M
i
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
2,
2
4
9
1
,
2
2
9
1
1
.
4
5
2
5
,
7
5
0
n
/
a
N
o
SR
2
6
7
a
t
N
e
v
a
d
a
/
P
l
a
c
e
r
C
o
u
n
t
y
L
i
n
e
To
w
n
o
f
T
r
u
c
k
e
e
/
P
l
a
c
e
r
Co
u
n
t
y
/
C
a
l
t
r
a
n
s
Hi
g
h
w
a
y
D
1
,
8
9
0
3,
0
8
0
1
,
6
1
6
1
1
.
8
1
3
6
,
3
7
0
2
5
,
0
0
0
Ye
s
Ai
r
p
o
r
t
R
d
E
a
s
t
o
f
S
R
2
6
7
Pl
a
c
e
r
C
o
u
n
t
y
/
T
o
w
n
o
f
Tr
u
c
k
e
e
Mi
n
o
r
A
r
t
e
r
i
a
l
D
1
,
4
2
0
39
4
2
0
4
8
.
1
0
3
,
1
9
0
1
6
,
2
0
0
N
o
Sc
h
a
f
f
e
r
M
i
l
l
R
d
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
n
/
a
71
0
4
2
3
1
2
.
0
0
8
,
5
2
0
1
6
,
2
0
0
N
o
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
NO
V
E
M
B
E
R
2
0
0
8
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
Ta
b
l
e
I
V
.
C
-
1
9
2
0
2
5
P
l
u
s
P
r
o
j
e
c
t
R
o
a
d
w
a
y
L
e
v
e
l
o
f
S
e
r
v
i
c
e
(c
o
n
t
i
n
u
e
d
)
15
8
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
Ro
a
d
w
a
y
S
e
g
m
e
n
t
s
J
u
r
i
s
d
i
c
t
i
o
n
C
l
a
s
s
i
f
i
c
a
t
i
o
n
LO
S
Th
r
e
s
h
o
l
d
Ma
x
Al
l
o
w
a
b
l
e
Pe
a
k
-
H
o
u
r
Vo
l
u
m
e
p
e
r
La
n
e
t
o
Ob
t
a
i
n
L
O
S
Th
r
e
s
h
o
l
d
Pe
a
k
H
o
u
r
Tw
o
-
W
a
y
Vo
l
u
m
e
Pe
a
k
-
H
o
u
r
Pe
a
k
-
Di
r
e
c
t
i
o
n
Vo
l
u
m
e
AD
T
Fa
c
t
o
r
A
D
T
Ma
x
i
m
u
m
Al
l
o
w
a
b
l
e
Tw
o
-
w
a
y
AD
T
to
O
b
t
a
i
n
LO
S
Th
r
e
s
h
o
l
d
LO
S
Th
r
e
s
h
o
l
d
Ex
c
e
e
d
e
d
?
SR
2
6
7
b
e
t
w
e
e
n
A
i
r
p
o
r
t
R
d
a
n
d
No
r
t
h
s
t
a
r
D
r
Pl
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
2,
2
4
7
1
,
1
2
5
1
1
.
8
1
2
6
,
5
4
0
2
5
,
0
0
0
Ye
s
No
r
t
h
s
t
a
r
D
r
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
C
o
l
l
e
c
t
o
r
D
n
/
a
1,
1
0
9
7
1
5
9
.
6
6
1
0
,
7
2
0
1
6
,
2
0
0
N
o
SR
2
6
7
o
v
e
r
B
r
o
c
k
w
a
y
S
u
m
m
i
t
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
1,
4
0
6
7
1
7
1
1
.
8
1
1
6
,
6
0
0
2
1
,
0
0
0
N
o
SR
2
8
W
e
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
2,
1
7
5
1
,
1
3
5
1
1
.
0
4
2
4
,
0
1
0
5
0
,
0
0
0
N
o
SR
2
8
E
a
s
t
o
f
S
R
2
6
7
P
l
a
c
e
r
C
o
u
n
t
y
/
C
a
l
t
r
a
n
s
H
i
g
h
w
a
y
E
n
/
a
2,
5
2
4
1
,
2
9
5
1
1
.
0
4
2
7
,
8
6
0
5
0
,
0
0
0
N
o
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
NO
V
E
M
B
E
R
2
0
0
8
TR
U
C
K
E
E
R
A
I
L
Y
A
R
D
D
R
A
F
T
M
A
S
T
E
R
P
L
A
N
E
I
R
IV
.
S
E
T
T
I
N
G
,
I
M
P
A
C
T
S
A
N
D
M
I
T
I
G
A
T
I
O
N
M
E
A
S
U
R
E
S
C.
T
R
A
N
S
P
O
R
T
A
T
I
O
N
,
C
I
R
C
U
L
A
T
I
O
N
A
N
D
P
A
R
K
I
N
G
C:
\
J
O
B
\
R
R
M
\
T
r
u
c
k
e
e
\
P
u
b
l
i
c
R
e
v
i
e
w
D
r
a
f
t
_
O
c
t
0
8
\
4
c
-
T
r
a
n
s
p
o
r
t
a
t
i
o
n
.
d
o
c
(
1
1
/
3
/
2
0
0
8
)
15
9
Ta
b
l
e
I
V
.
C
-
2
0
T
r
u
c
k
e
e
R
a
i
l
y
a
r
d
P
l
u
s
P
r
o
j
e
c
t
2
0
2
5
P
M
P
e
a
k
H
o
u
r
M
i
t
i
g
a
t
e
d
L
e
v
e
l
o
f
S
e
r
v
i
c
e
Un
m
i
t
i
g
a
t
e
d
Mi
t
i
g
a
t
e
d
To
t
a
l
In
t
e
r
s
e
c
t
i
o
n
Wo
r
s
t
Mo
v
e
m
e
n
t
To
t
a
l
In
t
e
r
s
e
c
t
i
o
n
Wo
r
s
t
Mo
v
e
m
e
n
t
In
t
e
r
s
e
c
t
i
o
n
Co
n
t
r
o
l
T
y
p
e
De
l
a
y
se
c
/
v
e
h
LO
S
De
l
a
y
se
c
/
v
e
h
LO
S
Mi
t
i
g
a
t
i
o
n
Co
n
t
r
o
l
Ty
p
e
De
l
a
y
se
c
/
v
e
h
LO
S
De
l
a
y
se
c
/
v
e
h
LO
S
Su
m
m
e
r
2
We
s
t
R
i
v
e
r
S
t
r
e
e
t
/
Mc
I
v
e
r
C
r
o
s
s
i
n
g
Un
s
i
g
n
a
l
i
z
e
d
63
.
9
F
OV
F
L
a
F
Si
n
g
l
e
L
a
n
e
R
o
u
n
d
a
b
o
u
t
Ro
u
n
d
a
b
o
u
t
6.
2
A
1
2
.
3
B
7
Do
n
n
e
r
P
a
s
s
Ro
a
d
/
B
r
i
d
g
e
S
t
r
e
e
t
Un
s
i
g
n
a
l
i
z
e
d
OV
F
L
F
OV
F
L
F
Si
g
n
a
l
i
z
e
,
A
d
d
N
B
L
a
n
d
S
B
R
L
a
n
e
Si
g
n
a
l
OV
F
L
F
-
-
Si
g
n
a
l
i
z
e
Si
g
n
a
l
i
z
e
d
1
8
.
4
B
–
–
13
Do
n
n
e
r
P
a
s
s
R
o
a
d
/
I
-
8
0
Ea
s
t
e
r
n
I
n
t
e
r
c
h
a
n
g
e
Ra
m
p
s
E
B
O
f
f
R
a
m
p
Un
s
i
g
n
a
l
i
z
e
d
OV
F
L
F
OV
F
L
F
OR
S
i
n
g
l
e
L
a
n
e
R
o
u
n
d
a
b
o
u
t
Ro
u
n
d
a
b
o
u
t
21
.
9
C
3
4
.
7
D
17
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I-
8
0
R
a
m
p
s
E
B
R
a
m
p
Si
g
n
a
l
OV
F
L
F
–
–
Tw
o
-
L
a
n
e
R
o
u
n
d
a
b
o
u
t
,
N
B
R
S
l
i
p
La
n
e
Ro
u
n
d
a
b
o
u
t
14
.
1
B
2
3
.
9
C
18
SR
8
9
N
o
r
t
h
/
S
R
2
6
7
/
I-
8
0
R
a
m
p
s
W
B
R
a
m
p
s
Si
g
n
a
l
OV
F
L
F
–
–
Tw
o
-
L
a
n
e
R
o
u
n
d
a
b
o
u
t
,
N
B
L
L
o
o
p
Ra
m
p
Ro
u
n
d
a
b
o
u
t
6.
7
A
1
6
.
7
C
19
Br
i
d
g
e
S
t
r
e
e
t
/
We
s
t
R
i
v
e
r
S
t
r
e
e
t
Un
s
i
g
n
a
l
i
z
e
d
OV
F
L
F
OV
F
L
F
Si
g
n
a
l
i
z
e
Si
g
n
a
l
OV
F
L
F
-
-
Ad
d
S
e
c
o
n
d
N
B
L
,
S
e
c
o
n
d
N
B
T
,
Se
p
a
r
a
t
e
N
B
R
,
S
e
c
o
n
d
S
B
T
,
Se
c
o
n
d
E
B
L
,
S
e
p
a
r
a
t
e
E
B
T
,
Se
p
a
r
a
t
e
W
B
T
M
u
l
t
i
-
L
a
n
e
Ro
u
n
d
a
b
o
u
t
Si
g
n
a
l
3
8
.
7
D
-
-
22
SR
2
6
7
/
B
r
o
c
k
w
a
y
R
d
/
So
a
r
i
n
g
W
a
y
Si
g
n
a
l
OV
F
L
F
–
–
Mu
l
t
i
-
L
a
n
e
R
o
u
n
d
a
b
o
u
t
R
o
u
n
d
a
b
o
u
t
14
.
8
B
3
0
.
7
C
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
d
/
Sc
h
a
f
f
e
r
M
i
l
l
R
o
a
d
Si
g
n
a
l
98
.
1
F
–
–
Ad
d
S
e
c
o
n
d
N
B
T
,
S
e
c
o
n
d
S
B
T
Si
g
n
a
l
3
2
.
1
C
–
–
Re
c
o
n
f
i
g
u
r
e
t
o
N
B
L
N
B
T
R
L
a
n
e
s
,
EB
R
T
i
m
i
n
g
O
v
e
r
l
a
p
Si
g
n
a
l
5
0
.
7
D
–
–
28
SR
8
9
S
o
u
t
h
/
D
P
R
/
Fr
a
t
e
s
L
a
n
e
Si
g
n
a
l
12
0
.
1
E
–
–
OR
T
w
o
-
L
a
n
e
R
o
u
n
d
a
b
o
u
t
Ro
u
n
d
a
b
o
u
t
1
2
.
5
B
1
8
.
0
C
Wi
n
t
e
r
23
SR
2
6
7
/
A
i
r
p
o
r
t
R
o
a
d
/
Sc
h
a
f
f
e
r
M
i
l
l
R
o
a
d
Si
g
n
a
l
19
8
.
2
F
–
–
Ad
d
N
B
T
L
a
n
e
,
S
e
c
o
n
d
S
B
T
,
W
B
R
Ti
m
i
n
g
O
v
e
r
l
a
p
Si
g
n
a
l
4
9
.
3
D
Bo
l
d
in
d
i
c
a
t
e
s
l
e
v
e
l
o
f
s
e
r
v
i
c
e
s
t
a
n
d
a
r
d
e
x
c
e
e
d
e
d
a O
V
F
L
r
e
p
r
e
s
e
n
t
s
o
v
e
r
f
l
o
w
c
o
n
d
i
t
i
o
n
s
w
h
e
r
e
d
e
l
a
y
s
p
e
r
v
e
h
i
cl
e
s
e
x
c
e
e
d
2
0
0
s
e
c
/
v
e
h
a
n
d
c
a
n
n
o
t
b
e
a
c
c
u
r
a
t
e
l
y
e
s
t
i
m
a
t
e
d
.
So
u
r
c
e
:
L
S
C
T
r
a
n
s
p
o
r
t
a
t
i
o
n
C
o
n
s
u
l
t
a
n
t
s
,
I
n
c
.
,
2
0
0
8
.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
160 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)
Impact TRAF-16: SR 267 between Brockway Road and Airport Road/Schaffer Mill Road –
While attaining the Town’s standard north of the County line, the daily traffic volume
is forecast to be 40 percent higher than the Placer County standard south of the
County line in the 2025 No Project condition; implementation of the Master Plan would
contribute to deficient level of service operations. (S)
Mitigation Measure TRAF-16: Widening of SR 267 to four travel lanes between
Brockway Road/Soaring Way and the Town/County line is already included in the Town
of Truckee traffic impact fee program, while widening to four travel lanes from the
Town/County line to Airport Road/Schaffer Mill Road is included in the Placer County
Tahoe Resorts Benefit District traffic impact fee program. Per the Placer/Truckee
Regional Traffic Impact Fee Agreement that went into effect October 1, 2007, payment
of appropriate fees under the Truckee impact fee program is considered to mitigate
impacts on roadway improvements included in the improvement list for Placer
County’s Tahoe Resorts Benefit District impact fee program. The project proponent
shall pay Town of Truckee impact fees contributing to this improvement. (LTS)
Impact TRAF-17: SR 267 between Airport Road/Schaffer Mill Road and Northstar Drive –
The forecast daily traffic volume (25,700) is 3 percent greater than Placer County’s
identified capacity of 25,000 in the 2025 No Project condition; implementation of the
Master Plan would contribute to deficient level of service operations. (S)
Mitigation Measure TRAF-17: Widening of SR 267 to four travel lanes between the
Town/County line and Northstar Drive is included in the Placer County Tahoe Resorts
Benefit District traffic impact fee program. Per the Placer/Truckee Regional Traffic
Impact Fee Agreement that went into effect October 1, 2007, payment of appropriate
fees under the Truckee impact fee program is considered to mitigate impacts on
roadway improvements included in the improvement list for Placer County’s Tahoe
Resorts Benefit District impact fee program. The project proponent shall pay Town of
Truckee impact fees contributing to this improvement. (LTS)
Local Roadway Segments. Traffic conditions with the proposed project under
cumulative conditions could cause traffic volumes on residential roadways to exceed Town
standards, however, this would be considered a less than significant impact as described
below.
The evaluation of potential traffic diversion onto local streets discussed above is unchanged
under cumulative conditions. Diverted traffic on Riverside Drive and Mill Street would be
higher under cumulative plus project conditions than under existing plus project conditions,
due to higher delays for the northbound left turn movement at the future Bridge Street/
West River Street signal. A simulation analysis indicates that half of the drivers making this
movement in the peak-hour will not be accommodated in the first cycle after their arrival
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008) 161
(and will have to wait through another cycle before making the movement), and thus would
be provided with a travel time saving by using the alternative Riverside/Mill route. These
drivers will also arrive at times when the northbound left turn queue is relatively long
(extending past the Riverside Drive/Bridge Street intersection, providing them with the
option of using Riverside as a diversion route. While not all drivers (such as visitors) will be
aware of the feasibility of this alternative route, overall an estimated 160 vehicles per hour
would divert onto Riverside Drive and Mill Street. Considering the hourly variation in
volumes and the fact that the diversion route would only provide a travel time savings
during busier periods (an equivalent of four hours per day), the daily diverted traffic is
estimated to equal 640 vehicles per day. Comparing with the standard of no more than
1,000 vehicles per day identified in the General Plan, this increase is not considered
significant.
Analysis of Eastern Undercrossing. Consistent with the Town General Plan, the
construction of an easterly railroad undercrossing between the Plan Area and East River
Street was considered in this transportation analysis as an alternative circulation improve-
ment.7 The Master Plan includes an “Eastern Undercrossing Study Area” approximately 2,000
feet east of Bridge Street. The study area was included in this analysis to determine if the
undercrossing could serve to improve overall traffic flow in the Downtown and reduce
vehicle delays caused by train traffic and further to determine if the undercrossing would
serve to defer, or reduce improvements needed at other Downtown intersections, especially
on Bridge Street. Results of the eastern undercrossing analysis, which are detailed in
Appendix C, conclude that the eastern undercrossing would not create any new traffic or
level of service impacts, but would also not address key traffic issues along Bridge Street.
However, while the construction of the eastern undercrossing is not a necessary component
of the Master Plan, roadways, utilities, and other infrastructure improvements within the
Master Plan shall be located to minimize, to the extent feasible, the cost of future provision
of an undercrossing should it be necessary beyond 2025.
7 Town of Truckee, 2006. General Plan 2025, Circulation Element (pp 4-29). November 16.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
C. TRANSPORTATION, CIRCULATION AND PARKING
162 C:\JOB\RRM\Truckee\PublicReviewDraft_Oct08\4c-Transportation.doc (11/3/2008)