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�.. .00, TABLE 7 CUMULATIVE PLUS PROJECT CONDITIONS INTERSECTION LEVELS OF SERVICE AM Peak Hour 1 PM Peak Hour Sunday Peak Hour Control Average Average j Average Intersection Type Delay LOS Delay LOS Delay LOS Middle Road/LammeIs Road Stop-Sign 1.9 A 1.5 A 2.1 A Middle Road/Naglee Road Stop-Sign 1.7 A 1.1 A 2.5 A Naglee Road/Grant Line Road Signal 13.1 B 7.5 B 8.0 B Lammers Rd./Grant Line Road Signal 13.1 B 14.8 B 13.3 B �— Middle Rd./Project Driveway 1 Stop-Sign - - - - 7.3 E" Middle Rd./Project Driveway 2 Stop-Sign - - - - 11.1 F, Note: The delays indicated are average intersection delays (in sec/veh) for both signalized and unsignalced intersections. The LOS indicated are worst-case LOS by movement for unsignalized intersections and average LOS for all movements for signalized intersections. ' The LOS values of E and F for the project driveway intersections are indicative of the delay for the northbound left- tum movements out of the project. This represents a worst-case scenario that involves a total trip generation of 300 trips in and 300 trips out of the project, and all trips occurring over a 15-minute period. This conservative analvsrs was performed only to determine worst-care queue-lengths at the driveway exits. The overall average intersection delays for the driveway intersections are within the County's LOS threshold of C under this worst-case queuing scenario. r Table 7 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 7, 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 Mountain House EIR. All intersection turning movement volumes and Level of Service worksheets are contained in Appendix A. As seen from Table 7, under cumulative plus project conditions, all study area intersections are projected to operate at or above the County's LOS threshold of "C". The LOS values of E and F for the project driveway intersections are indicative of the worst-case delay for the northbound left-tum movements out of the project. This represents a worst-case scenario that involves a total trip generation of 300 trips in and 300 trips out of the project, and all trips occurring over a 15-minute period. This conservative analysis was performed to determine the worst-case queue-lengths at the driveway exits. The overall average intersection delays for the driveway intersections azo within ■' acceptable levels under this worst-case queuing scenario. Based upon a queuing analysis (presented in the appendix) a worst-case maximum queue of 5 vehicles (queue length of 100 feet) is expected for the northbound left-tum at the western driveway approach and a worst-case maximum queue of 10 vehicles (queue length of 200 feet) is expected for the northbound left-turn at the eastern driveway approach. A worst-case maximum queue of 2 vehicles (queue length of 50 feet) is expected for the northbound right-turn at the western driveway approach and at the eastern driveway approach. Given that these queue-lengths are representative of an 'unlikely' worst-case scenario, the recommended driveway throat-depth of 50 feet is expected to provide sufficient capacity to accommodate driveway queues under cumulative plus project conditions. The mitigation measures recommended under cumulative base and cumulative plus project conditions are summarized in a later section. Trinity Baptist Church Project Page 21 TraJftc Study