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TABLE 6 CUMULATIVE CONDMONS INTERSECTION LEVELS OF SERVICE Sunday Peak AM Peak Hour PM Peak Hour I Hour Control I Average Average Average Intersection Type Delay LOS Delay LOS Delay LOS Middle Road/Lammers Road Stop-Sign 1.9 A 1.5 A j 1.5 A Middle Road/Naglee Road Stop-Sign 1.6 A 1.0 A 1 1.0 A I Naglee Road/Gram Line Road Signal 13.3 B 7.5 B 7.0 A .. Lammers Road/Grant Line Road Signal 13.0 H I 14.8 B 13.5 B Note: The delays indicated are average intersection delays (in sec/veh) for both signalized and unsignalized intersections. The LOS indicated are worst-case LOS by movement for unsignalized intersections and average LOS for all movements for signalized intersections. Table 6 indicates the average overall intersection delay expressed in seconds per vehicle. Level of Service values for unsignalized intersections indicate the worst-case LOS by movement. In Table 6, the Lammers Road/Grant Line Road intersection delay and Level of Service are those obtained assuming signalization of this intersection under cumulative conditions, as programmed in the viountain House EIR. All intersection turning movement volumes and Level of Service worksheets are contained in Appendix A. YEAR 2020 - WITH PROJECT By year 2020, both the size of the project facility and the size of the congregation is expected to change to levels that would necessitate a more detailed traffic impact study at an appropriate stage. In this report, under cumulative plus project conditions, the size of the congregation is assumed to have reached the �- maximum size the currently proposed Trinity Baptist Church facility can service. A maximum demand for parking facility (up to 300 vehicles) is assumed to be representative of maximum project trip generation under cumulative plus project conditions. Project generated traffic volumes were added to the .. year 2020 traffic volume forecasts to simulate cumulative conditions with the development of the proposed project. The directional trip distribution presented in Figure 4B was applied for this analysis. Figure 7A illustrates the intersection turning movement volumes for weekday AM and PM peak hours with the development of the project, and Figure 7B illustrates those for Sunday project peak hour, for conditions with the development of the project. Figure 7C illustrates the expected "project-only" peak hour trips during weekday AM peak hour, weekday PM peak hour and Sunday peak hour under cu=!.-five conditions. The driveway intersections for cumulative plus project conditions were analyzed using methodology similar to existing plus project conditions. For modeling worst-case cumulative driveway impacts (in order to account for "growth" in the project's potential for trip generation over existing conditions), a full parking lot occupancy was assumed for the project's Sunday peak hour of trip generation. Assuming all the traffic enters and leaves the project during the Sunday peak hour, this gives a trip generation of 300 trip ends entering the project and 300 trip-ends leaving the project during the project's Sunday peak hour. Furthermore, a peak hour factor of 0.25 was applied for project traffic (both entering and leaving) to determine the worst-case queue-lengths at the driveway approaches. The resulting Level of Service values are presented in Table 7. Trinity Baptist Church Project Page 20 Traffic Study