3A Public Hearing 2008 0219 Supplement

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By comparison, the amount of traffic generated by an industrial use would be much lower and would have fewer impacts on the surrounding transportation network. For example, on Sundays, the average number of trips generated would be 31 (as compared to 1,688 for the assembly use). Further, there would be an anticipated 4.6 vehicles generated to and from the proposed industrial use, per hour, on Sundays (as compared to the 542 generated by the proposed assembly use). During the weekdays, when the industrial use would be more fully occupied, the weekday average for traffic generated would be 321 cars (as compared to the 419 ADTs generated by the proposed assembly use). Therefore, the proposed assembly use would create significantly higher weekday average and Sunday average traffic volumes than would a light industrial use occupying the project site, as a permitted use. With regards to the weekly bible study and food fellowship serving 400 individuals, the critical hour of the impact would be between 4:30 p.m. and 5:30 p.m. before the event because the hour coincides with the evening peak hour. After the evening peak hours, the church -related traffic impact should be insignificant. Regarding the Wednesday night food fellowship, the Pastor's prayer goes from 5 p.m. to 6 p.m. with 30 to 50 people, dinner from 6 p.m. to 7 p.m. with approximately 200 additional people, and Wednesday evening service starts at 7 p.m. with another 150 people (about 400 people total with most arriving after the peak hour). There are at least 2 people per car on average for Wednesday evening, and even more people per car on average for Sunday services. Assuming a 1.25 average vehicle occupancy rate, the 400 people attending the weekly food fellowship would project 320 vehicles coming to church during the hour. In the same hour, about 96 vehicles will also leave the site because of the drop -off -and -leave trips. It is assumed a 50/50 split for those trips are coming from and to both east and west directions of Farallon Drive. Roughly 160 vehicles making westbound left turns from Farallon Drive onto Catalina Street would be in conflict with 580 vehicles (the equivalent of about 9 vehicles per minute) on eastbound Farallon Drive. Furthermore, 48 vehicles making northbound left turns from Catalina Street onto westbound Farallon Drive would cross the same relatively heavy 580 vehicles on eastbound Farallon Drive. Based on this preliminary traffic assessment, a further traffic evaluation is highly recommended to especially address the traffic operations and safety factors at the intersection of Farallon Drive and Catalina Street. Another nearby intersection - Doolittle Drive and Farallon Drive - should also be included as part of the study. By all means, a better and more accurate traffic analysis could be demanded by the Board. Farallon Avenue is a big wide street in the middle of an industrial area which is abandoned on Sunday mornings. Unlike the Manor Blvd. facility in the middle of a residential neighborhood, Farallon has a protected left hand turn lane going both directions at the entry to Catalina Court. Staff inaccurately chose to use the industrial warehouse trip generation rate, rather than the flex - office or corporate headquarters trip generation rate for this site. In fact, the prior user, MDL (Molecular Design Systems) employed approximately 300 people within the 46,000 sq. ft. BZA Staff Report December 6, 2007 PLN2007-00013 Page 7 of 11