80A - TRANSIT ZONING CODE - FEIR - SUPPLEMENTAL - REPONSE TO COMMENTS

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:DU4 CongesCivn ~.\7ana~;tn]enl ]'roKrt~m 1-7.~~\indix L- 1 guidelines in the ITE 1=rip Generation Manual. and appropriate professional judgment are: the predominant techniques employed. To supplerr]ent the guidance available through ITE documentation, local jurisdictions arc encouraged io undertake additional studies to document rates applicable within their jurisdiction. The detcrniination of applicable rates should be undertaken by experienced transportation engineering professionals with thorough documentation of the meth©dology, data, and assumptions used. It is rcco]:amended that those jurisdictions which da not currently allow these adjustments establish revised TiA procedures incorporating this element. As with trip generation data, a central library would be desirable For reporting of data and analyses performed locally related' to determination of appropriate factors. Trip Distribution and Assignment Several appropriate distribution and assignment. techniques arc ].rscd in C7ranl;e C'c~unty., depending on the size of the development and the duration of buildaut, Manual and computer modeling approaches arc. used as appropriate. Manual methods based on the best socio-economic information available to the agency and applicant should be acceptable except when a development's size makes a modeling approach more appropriate. Sources of this information include demographic sunrcys, market analyses, and previous studies. Radius of Development Influence There are numerous ways to identify the study area to be evaluated in a TIA. These include both qualitative and quantitative approaches. [}ne of the most effective ways is through the determination of the quantity of project traffic an CMp' roadway links compared to a selected level of impact. The goal of a quantitative approach is to be sure that all e]ements of the CMP network are addressed in a comparable manner from jurisdiction to jurisdiction. This is important due to the potential for overlapping impacts among jurisdictions. It is also important to maintain flexibility within a quantitative process to allow transportation professionals at local jurisdictions to add areas to the study which are of specific concern. It is not intended that CMP practices should restrict this aspect of each agency's existing TIA process. It is recommended that the study area for CMF Highway System links be defined by a measure of signif"tcant impact. on the roadway links. As a starting point, ii is proposed that the measure he threw percent of existing roadway capacity. Thus, when a traffic impact analysis is tieing done it would require the inclusion of CMP roadway links that are impacted by 3 percent or more of their L+05 E capacity. if a TIA is required only far CM.P purposes, the study area would end when traffic falls below three percent of capacity on individual roadway links, If the TIA is also required for other purposes, additional analysis can be required by the local jurisdiction based on engineering judgment or local regulation as applicable. Background Traffic In order for a reasonable assessment of the level of service on the CMp network, it is necessary to not only identify the proposed development impact, but also the other traffic which can be expected to occur during the development of the project. There arc numerous methods of evaluating background traffic. The implications of these alternative methods era that certain methodologies may result in dcficicncics, while other methodologies may find an acceptable operating conditions. Final. - 80 - C3CTA l 2/1812Dt}9