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OCT 13 '93 16:19 BRW INCa P.3 S~'Ve Gatlin October 13, 1993 Page 2 Center) included traffic counts (weekday and weekend by hour) along CR B2 during November 011988. The data indlatted that the peak hour of traffic demand on CR 82 in this area of R088Ville was from l"Ioon to 1:00 p.m. on Saturday, This was expected, since the area is retaU oriented. Based on this information, the traffic impact analysis of the proposed 15,000- square-foot Computer City Store wa, also conducted 8!1Swning the Saturday noon to 1:00 p.m. peak hour conditions. The post-de'Velopment forecasts for this time period were de'Veloped by adding the expected Comp"-ter City Store site-generated traffic for this time period to the existing Saturday noon to 1:00 p.m. traffic volume:;. The existing Saturday noon to 1:00 p.m. traffic demands at the RI/RO access and the intemal RI/RO access drive/loop road intersection were dele~ by traffic counts cOJ'\ducted by BRW, Inc., on October 9, 1993, and are shown in Figure 1. The traffic volumes shown in Figure 1 fot the CR B2/ AJne.rlaan Street intersection were taken from the "Rosedale/Welsh Subdivision" April 1989 Indirect Source Permit Application report. The expected Computer City Store site-generated traffic volumes were deter- mined. through the standard trip generation, d.lettribution and assignment process. The expected Saturday trip generation to and from the store is documented in TabJe 1. There were no specific trip rate~ avzd1able for a computer store type land use. Therefore, th~ Table 1 rates reflect 1991 ITE Trip Generation Manual rates for a lumber 5tore- The data indi(ate that the proposed Computer City Store is expected to generate 470 trips on a typical Saturday, including 45 inbound and 43 outbound peak hour trips from noon to 1:00 p.m. In c;ompa-rison, the existing Crossroads Shopping Center is e5timated to generate over 15,000 trips on a typical Saturday. Therefore, the additional trip generation caused by the computer store will be minor. These trips were distributed and assigned to the adjacent roadway system by assuming that 50 percent ot the trips would go east on CR B2 and 50 percent would go west. This is consistent with the directional orientation documented in the previous "Rosedale/Welsh Subdivision" report. The traffic impacts were then determined by conducting existing and postw development capacity lmftlyse!!i at the key intersection locations surrounding the pfOp05ed Bite u=sing the procedures dOCUD'lentf:d in the 1985 Hi2hwa~ C~padty Manual. The results of these analyses are documented in Table 2.