September 11, 2024 Planning Board Special Meeting Transcript - WEHI

29 of 71 sheets Page 113 to 116 of 180 09/27/2024 06:14:01 AM 113 units that are proposed, based upon the data base in1 that morning peak, that 7:00 to -- 8:00 to 9:00 AM2 period we would expect to see approximately 48 vehicles3 entering in from Eagle Rock Avenue and travel up towards4 the site. More importantly, that's primarily our egress5 time in the morning, we would expect to see about 1596 vehicles exit this community to travel down to Eagle7 Rock Avenue.8 Similarly in the evening peak hour we would9 expect to see about 118 vehicles arriving back during10 the course of that hour, you know, about two per minute.11 And certainly in the evening you have another activity,12 people going out to eat, shop and so forth, school,13 after school activities, so we would expect to see about14 76 existing vehicles. Since this is sort of an isolated15 area, what I did do is a little bit of a calculation to16 give a sense of how that compares to what's happening,17 actually happening in this area. So we used Oval Road18 currently service the 300 units or so in the Highlands.19 The 70 units or so that are part of the Grand and that20 actually provides access back to the Chateau, which the21 Chateau is sort an anomaly that is served here, but22 those 370 units, excluding the commercial activity23 associated with the Chateau generate about 65 entering24 vehicles in the morning today and about 112 vehicles25 114 heading out. So the collaboration of the Chateau, The1 Grand and The Highlands are generating that type of2 traffic in the evening, it's about 109 entering, 1013 exiting. A little bit more akin based on the 2018 data,4 which really is still valid, the 300 units, if you5 isolated it coming out in the morning 300 units is6 generating 96 units -- 96 vehicles over the course of an7 hour. Townhouses generally generate higher levels of8 traffic than a multifamily development, but if you9 actually converted that 96 unit -- 96 trips coming out10 to about the ratio of 96 to 300, you put it against the11 496, 159 trips would be generated by 496 townhouses on12 this site. We're projecting 159 trips on our site. So13 the data just proves itself out. Same thing in the14 evening, the 300 units is generating about 84 trips15 coming in the evening, whereas we're projecting about16 118. Which, is a little lower than our direct ratio,17 but it is what I would expect for a

evening, the 300 units is generating about 84 trips15 coming in the evening, whereas we're projecting about16 118. Which, is a little lower than our direct ratio,17 but it is what I would expect for a multifamily18 apartment versus a townhouse community. And certainly19 the townhouse, the volumes I'm seeing being generated by20 the 300 units is very consistent with the ITE data for21 townhouses. So I just I wanted -- I thought that was22 interesting because everybody always tells us traffic23 engineers this data's garbage and, and quite frankly24 we'll take this data and submit it to the ITE, that's25 115 how data is developed.1 MS. KAPFERER: Can you describe how somebody2 who would be either walking or biking to destinations in3 the area, such as the bus stop that was referenced4 earlier or the schools or the other destinations in5 Pleasantdale, how they would get there by, or not by6 car, like by walking or by bike?7 THE WITNESS: So your pedestrian path and8 bike path on the existing Oval Road and Warner Drive is9 within the cartway. As you're aware that development,10 if you've driven through, does not have a sidewalk11 system, does have a wide cartway. So the cartway being12 wide is advantageous. Basically you have a 20-foot wide13 inbound lane and 20-foot wide outbound lane. You take a14 typical lane of 12 feet basically you have eight feet of15 area for bike pedestrian activity and that's an existing16 condition.17 MS. KAPFERER: So were bike zones or18 sidewalks considered for Warner or for Oval?19 THE WITNESS: We have not specifically20 considered that. As I indicated, the Association is21 looking at some, some types of changes not directly22 associated with this application. I don't know if they23 considered that in their thinking but we're prepared to24 work with them.25 116 MS. KAPFERER: I think someone actually1 asked this question, so I apologize. Can you describe2 the traffic calming that you propose? I know you talked3 about like being sidewalks and things like that, but4 have there been any other, you know, speed tables or5 anything like that or control?6 THE WITNESS: Along Oval and Warner Drive?7 MR. KAPFERER: I'm sorry, within the8 development.9 THE WITNESS: Oh, within the development.10 It's on the plans. It is a, crosswalks are a brick, a11 brick paver is the crosswalk and there's details on the12 plans for that. So it's more than just

nt.9 THE WITNESS: Oh, within the development.10 It's on the plans. It is a, crosswalks are a brick, a11 brick paver is the crosswalk and there's details on the12 plans for that. So it's more than just crosswalk paint,13 it's actually a differentiated paver at the crosswalks.14 MS. KAPFERER: Are they raised at all or are15 they --16 THE WITNESS: Deferring to Mr. Anderson.17 He's saying no, we're keeping them at level. Generally18 we look, because of the way we have the cartway set, the19 20 foot cartway, that's a naturally slowing feature, so20 I don't think we need to have raised crosswalks in this21 situation. The benefit of raised crosswalks is it can22 slow traffic if you have like a 40 foot cartway it has a23 benefit to it. But the downside always is emergency24 services tend not to like them and they get beat to hell25