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MOUNTAIN HOUSE NEIGHBORHOOD"F"PROJECT INITIAL STUDY overall decrease in traffic was found with the exception of traffic on I-580 north of Patterson Pass Road, I- 5 between 1-205 and SR 120, SR4 west of Tracy Boulevard, Tracy Boulevard north of Lammers Road, and Byron Highway north of the County Line. The new forecasts show fewer impacts overall, except on the locations specified where the traffic volumes increased(see Table V-9 and V-10). This condition is supported by the changes in land use found by comparing the year 2010 EIR model and the revised year 2010 model. Table V-10 details the daily traffic volumes on the arterial roadways serving the site. For these forecasts, six travel lanes were assumed on I-205. While the Master Plan EIR had included both a six and eight-lane configuration, the forecasts for the six-lane configuration are presented here. Traffic on arterial roads was found to be lower everywhere except for SR-4 west of Tracy Boulevard, Tracy Boulevard north of Lammers Road, and Byron Highway north of the County Line. A number of roadway improvements had been included in the traffic model used for the Master Plan EIR. The current 2010 model includes the currently adopted year 2010 San Joaquin County Regional Transportation Plan. To the east of Mountain House, a major roadway included in the Master Plan EIR was excluded from the 2010 model. This roadway was parallel to and north of I-205 along the Middle Road/Arbor alignment between Mountain House and the City of Lathrop. As a result, it appears that traffic projections on Middle Road/Arbor are much lower in the revised 2010 model. 2010 Peak Hour Roadway Impacts AM and PM peak hour traffic volumes were projected using the revised 2010 model. The following tables(Tables V-11 through V-14)provide a comparison between the Master Plan EIR traffic projections, findings, and recommended mitigation measures and the results based upon the new model. Table V-11 summarizes the peak hour freeway impacts and results cited in the Master Plan EIR. Table V-12 shows the traffic volumes and resultant levels of service using the revised 2010 model. Table V-12 also includes a comparison of the changes in LOS and volume-to-capacity ratio from each model. Generally, the new model used for this Initial Study produces the same LOS or slightly improved LOS due to lower volume-to-capacity ratios on the freeways. The segment of I-205 between 11"' Street and 1-5 has the same LOS but higher volumes which may be attributed to the lack of the parallel roadway that was assumed in the EIR analysis. No new improvements are needed to mitigate the 2010 build out of the Mountain House New Community. Table V-13 details the AM and PM peak hour volume, volume-to-capacity ratios and levels of service on the arterial roadways near the site for both the Master Plan EIR(2010) and the revised 2010 forecasts. In most cases, the levels of service impacts are consistent with the findings on the Master Plan EIR. However, on two roadway segments, additional significant cumulative impacts are identified in addition to those in the Master Plan EIR. These roadway segments include: 1. Grant Line Road(new) east of Byron Road and 2. Tracy Boulevard north of Lammers Road. Table V-14 highlights those roadway segments where significant impacts were identified in the Master Plan EIR or this revised 2010 analysis. Table V-14 also shows the LOS after implementation of the mitigation measures recommended for these segments. In both cases, roadway widening is needed to maintain acceptable levels of service. In most cases, the LOS after mitigation is D or better. At all but two locations, the Master Plan EIR mitigations reduce project impacts to less-than-significant levels. The C:UOBSWCUNMAL 9=YTMALINRIAIS UDY-PARTl.DOC(7/21100) 63 V.F. TRANSPORTATION/TRAFFIC