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Based upon discussions with the applicant, traffic originating from Corral Hollow Road, Grata Line Road and westbound Interstate 205 (from the approximately 90% of the congregation that lives south-east of Interstate-205) would utilize the Grant Line Road-Naglee Road-Middle Road route to enter and leave the project site. (This includes the 56% of the congregation that lives south of eleventh street that is expected to utilize the Corral Hollow Road-Grant Line Road-Naglee Road-Middle Road route to enter and leave the project site.) The approximately 10% of the congregation that lives north-west of Interstate 205 would utilize the Byron Road-Grant-Line Road-Lammers Road-Middle Road route to enter and leave the project site. Based upon discussions with the applicant, directional trip distribution under cumulative conditions was also forecasted. Figure 4B presents the expected directional trip distribution under cumulative conditions for both Sunday peak hour of project's trip generation and weekday AM and PM peak hour periods. With the development of the Mountain House community to the east of the project site, about 5% of the traffic is expected to originate from Middle Road. Also about 10% of traffic is expected to originate from eastbound Interstate 205 under cumulative conditions. PROJECT ACCESS Project Access is assumed through two driveways from Middle Road that are stop sign controlled. _ Both driveways are expected to be equally utilized by the peak hour traffic during the project's Sunday peak hour of trip generation. However, given that 90% of the traffic originates from the east on Middle Road, the eastern driveway will serve as the preferred driveway during uncongested periods. For all analysis presented in this report, for both project driveways, the driveway approach at Middle Road is assumed to have exclusive left and right-turn outbound (from the project) lanes and one receiving lane. For both project driveways, the driveway approach is stop-sign controlled. A minimum driveway "throat-depth" of 50 feet (capable of accommodating up to two queued vehicles per lane) is assumed for both project driveways. EXISTING PLUS PROJECT INTERSECTION LEVELS OF SERVICE Using the existing plus project traffic volumes calculated based upon the above directional distribution, traffic conditions with the development of the proposed project (within the study area) have been quantified. The intersection lane geometrics used for this analysis are illustrated in Figure 2. The resulting intersection turning movement volumes for weekday AM and PM peak hours are illustrated in Figure SA and the Sunday peak hour intersection traffic with the development of the project is illustrated in Figure 5B. The peak hour trips generated by the `project-only" during weekday AM peak hour, weekday PM peak hour and Sunday peak hour is illustrated in Figure 5C. The resulting Level of Service values are presented in Table 5. Trinity Baptist Church Project - Page 12 Traffic Study