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parking, and parking spaces are not proposed to be shared with public parking associated with the <br />rest of the proposed development. <br />Table 2 – Parking Demand Estimate Summary <br />Average PeakParking <br />ITE Land <br />Land Use DescriptionSizeParking RateDemand <br />Use Code <br />(stalls)(stalls) <br />Minimum Development Scenario <br />Residential210/2211,500DU1.62,400 <br />Retail820500ksf3.81,900 <br />Non-retail Commercial110/7011,700ksf2.23,800 <br />Total <br />8,100 <br />Maximum Development Scenario <br />Residential210/2212,500DU1.63,900 <br />Retail820550ksf3.82,100 <br />Non-retail Commercial110/7011,950ksf2.24,400 <br />Total <br />10,400 <br />4. Existing Conditions Analysis <br />The existing conditions analysis includes both unsignalized and signalized intersections. For this <br />AUAR level analysis, signal timing for all scenarios have been optimized to provide estimates of <br />Table 3 <br />potential traffic operational conditions. The results are presented in. <br />Existing geometry includes the 2013 reconstruction of the new grade separation of County Road 96 <br />Figure T4 <br />at TH 10, and is shown in. <br />Figures showing the peak hour traffic volumes used in the analysis for this scenario can be found in <br />Figure T9 <br />. <br />TCAAP Traffic Analysis <br />Technical Memorandum9March 2014 <br />