4A Public Hearing 2015 0420 - Laserfiche WebLink

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,. ANALYSIS TJKM used the total a.m. and p.m. peak hour vehicle trips for all calculations, because both peak hours require specific parts of the total package of improvements at this intersection. Table 1 shows the calculation of trips related to land use growth. In some instances the change in land use results in a net reduction in trips. This is true for Traffic Analysis Zone (TAZ) 6 in the a.m. peak. In TAZ 6, the current General Plan designation is industrial, but because of the new link, Westgate Parkway, opening access between Williams Street and Davis Street, it is possible that future uses will become more retail oriented due to the greatly improved freeway access. Table 2 contains factors that will allow calculation of assessments for Davis and Doolittle improvements by TAZ should land uses change from the assumptions in the current city traffic model. Table 1: Travel Growth at Davis Street and Doolittle Drive ksf = gross floor area in thousands of square feet Percent Contribution of Zones 1 to 8 to total growth in traffic a.m. Peak 49.1% Percent Contribution of Zones 1 to 8 to total growth in traffic p.m. Peak 54.9% TJKM determined that the entire increase in land use intensities is projected to occur with general industrial. Note that the increase in land use intensity represents "buildout" as opposed to uses in 2025. The 2025 increases in intensity are only a fraction of the total buildout. The model trip generation functions are based upon the levels of development (industrial) anticipated by 2025, not buildout. The present $0.80/square foot DFSI rate was used as the basis for calculations of the per - square -foot assessment in particular traffic analysis zones. The reason for the change in assessment is due to the proportion of traffic growth attributed to each zone. The contributions are not equal, so the allocation of assessment per square foot is not equal. The reason is that zones further away contribute less traffic growth per addition square foot than zones close to the intersection. Table 3 shows our proposed assessment per square foot for new development in each zone. Please note that the airport expansion is shown as an aggregate assessment based upon the forecasted increase in trips through the intersection originating or destined to the Oakland International Airport. Table 3 also shows additional trips through the intersection in the a.m. and p.m. peak hours combined that do not originate nor end in the proposed assessment area. Existing Future Difference TRIPS ENTERING DAVIS/DOOLITTLE Difference Land use Land Use TAZ (ksf)* (ksf) (ksf) Existing Future(From Model) (Future -Existing) a.m. p.m. a.m. p.m. a.m. P.M. all - - - 2640 2992 3279 3699 639 707 1 1489.9 1773.1 283.2 33 80 42 83 9 3 2 160.0 180.0 20.0 33 287 42 317 9 30 3 2311.7 4040.3 1728.6 438 413 518 499 80 86 4 2405.0 4176.4 1771.3 385 417 443 481 58 64 5 1389.0 2090.0 700.9 191 377 197 386 6 9 6 2772.7 4070.6 1297.9 64 91 52 138 -12 47 7 Airport Expansion 332 614 446 716 114 102 8 603.5 1159.1 555.6 31 75 78 172 47 97 TOTALS 11131.8 1 17489.5 6357.6 1507 2354 1818 2792 314 388 ksf = gross floor area in thousands of square feet Percent Contribution of Zones 1 to 8 to total growth in traffic a.m. Peak 49.1% Percent Contribution of Zones 1 to 8 to total growth in traffic p.m. Peak 54.9% TJKM determined that the entire increase in land use intensities is projected to occur with general industrial. Note that the increase in land use intensity represents "buildout" as opposed to uses in 2025. The 2025 increases in intensity are only a fraction of the total buildout. The model trip generation functions are based upon the levels of development (industrial) anticipated by 2025, not buildout. The present $0.80/square foot DFSI rate was used as the basis for calculations of the per - square -foot assessment in particular traffic analysis zones. The reason for the change in assessment is due to the proportion of traffic growth attributed to each zone. The contributions are not equal, so the allocation of assessment per square foot is not equal. The reason is that zones further away contribute less traffic growth per addition square foot than zones close to the intersection. Table 3 shows our proposed assessment per square foot for new development in each zone. Please note that the airport expansion is shown as an aggregate assessment based upon the forecasted increase in trips through the intersection originating or destined to the Oakland International Airport. Table 3 also shows additional trips through the intersection in the a.m. and p.m. peak hours combined that do not originate nor end in the proposed assessment area.