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� Debra Bloom. P.E. City of Rosevillc Table 2 Trip Generation Estimates . July 17. 2007 Page 7 Land Use Size Daily A.M. Peak P.M. Peak Trips In Out In Out Hotel 120 rooms 980 41 26 38 33 Restaurant 5,000 s. ft. 636 30 28 33 21 I S Percent Matlti-Use Reduction 95 (5) (4 (S 3 Total 1,521 66 50 66 51 A 15 percent multi-use reduction was applied to the restaurant trips in order to account for hotel patrons that will visit the restaurant. The directional trip distribution for the proposed development is based on existing travel patterns, regional daily traffic volumes, and previous studies in the area (see Figure 4: Directional Distribution). The combination of background traffic and trips generated by the proposed development for year 2009 are shown in Figure 5. YEAR 2009 BUILD CONDITIONS To determine how well the existing roadway system will accommodate year 2009 build traftic forecasts, an operations analysis was conducted during the a.m. and p.m. peak hours. Two new intersections were added to this analysis; they include Cleveland Avenue/Proposed Driveway and Cleveland Avenue/U-turn area. The U-turn area was located approximately 100 feet north of the proposed development driveway, where the median will end and it is anticipated that vehicles exiting the site may make a U-turn to access the adjacent regional roadway network. Although it was recommended that the median be extended and appropriate signage be put in place to discourage motorists from making U-turns at this location, the U-turn situation was modeled to determine its impact on the operational characteristics of Cleveland Avenue. Distribution of vehicles to the U-turn movement was determined using a route diversion analysis. Data, from route diversion curves, indicates that if two paths are equal in travel time there will be a 50/50 split of vehicles to each competing route. As the difference in travel time increases between competing routes, more vehicles will use the route with the minimum travel time. Once the travel time difference has increased to more than 35 percent, all vehicles will use the minimum travel time route. Because the U-turn provides more than a 35 percent travel time savings over other routes, all trips destined along roadways south of the proposed development were assumed to make a U-turn at this location. Results of the analysis shown in Table 3 indicate that all key intersections will continue to operate at an acceptable LOS D or better under year 2009 build conditions during the a.m. and p.m. peak hours, with existing traffic controls and geometric layout. Based on our knowledge of standard safety practices, driver expectations, and the proposed site layout, the proposed access is not desirable because vehicles exiting the site onto Cleveland Avenue and immediately slowing to make a U-turn along this roadway from the through lane reduces the mobility and safety on Cleveland Avenue. While it is difficult to quantify the safety issues presented by this potential maneuver. it does violate driver expectations and adds unexpected conflicts.