05. Appendix J -- Traffic Analysis_201307091620041967

Appendix J

Traffic Impact Analysis

AMCAL Multi-Housing Traffic Analysis Report

CITY OF MARINA MONTEREY COUNTY, CALIFORNIA

TRAFFIC IMPACT ANALYSIS

Draft Report

RBF Consulting

February 6, 2013


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TABLE OF CONTENTS

1 EXECUTIVE SUMMARY ........................................................................................................ 1

2 INTRODUCTION ................................................................................................................... 3

2.1 Background ............................................................................................................. 3 2.2 Scope of Work ........................................................................................................ 3 2.3 Traffic Operation Evaluation Methodologies and Level of Service Standards ...... 5 2.4 LOS Standards ........................................................................................................ 6 2.5 Standards of Significance Criteria .......................................................................... 6

3 EXISTING TRAFFIC CONDITIONS ......................................................................................... 7

3.1 Existing Traffic Network ........................................................................................ 7 3.2 Transit ................................................................................................................... 10 3.3 Pedestrian Facilities .............................................................................................. 10 3.4 Bicycle Facilities ................................................................................................... 10 3.5 Existing Traffic Data ............................................................................................. 11 3.6 Existing Traffic Conditions Intersection Operations ............................................ 11

4 EXISTING PLUS PROJECT CONDITIONS ............................................................................ 13

4.1 Project Trip Generation ......................................................................................... 13 4.2 Project Trip Distribution and Assignment ............................................................ 13 4.3 Existing plus Project Conditions Analysis ............................................................ 16

4.3.1 Existing plus Project Conditions Intersection Operations ....................................16

5 CUMULATIVE WITHOUT PROJECT CONDITIONS ............................................................... 18

5.1 Cumulative Volumes ............................................................................................ 18 5.2 Cumulative without Project Analysis ................................................................... 22

5.2.1 Cumulative without Project Conditions Intersection Operations ..........................22

6 CUMULATIVE WITH PROJECT TRAFFIC CONDITIONS ....................................................... 24

6.1 Cumulative Projects Trip Generation ................................................................... 24 6.2 Cumulative with Project Analysis ........................................................................ 24

6.2.1 Cumulative with Project Conditions Intersection Operations ...............................24

7 PROJECT ACCESS AND ON-SITE CIRCULATION ............................................................... 28

7.1 Project Access and On-Site Circulation ................................................................ 28

8 TRAFFIC IMPACT FEES ...................................................................................................... 29


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LIST OF EXHIBIT

1. Project Study Area 2. Existing Conditions Lane Configuration 3. Existing Conditions Traffic Volumes 4. Existing Conditions Trip Distribution 5. Existing Conditions Trip Assignment 6. Existing Conditions Plus Project Traffic Volumes 7. Cumulative Conditions without Project Traffic Volumes 8. Cumulative Conditions Trip Distribution 9. Cumulative Conditions Trip Assignment 10. Cumulative Conditions with Project Traffic Volumes

LIST OF APPENDICES

A Proposed Project Site Plan

B. Background Materials

C. Intersection Level of Service Calculations

D. Trip Generation Information


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1 EXECUTIVE SUMMARY

This Traffic Study presents the analysis results for a student housing development project for California State University Monterey Bay (CSUMB) located at the intersection of Imjin Road and 8th Street in the City of Marina, California. The student housing development project consists of three, four-story buildings, built on approximately 8 acres with 175 units, accommodating 583 beds. The proposed development plan includes the provision of 11,607 square feet of private open space/balconies; 45,600 square feet of outdoor common open space (including a community pool and spa, BBQ areas), and a 4,600 square foot indoor community center. The project site plan indicates 405 parking spaces. The proposed development plan would include grading and site preparation activities, including the demolition of Building 4900. The proposed project is anticipated to generate 1504 trips daily, 70 trips (7 in, 63 out), during the AM peak hour, and 128 trips (64 in, 64 out), during the PM peak hour. The PM peak hour trip generation rate, 0.22 trips per bed, was obtained the Traffic Impact Study Proposed 200 Bed Residence Facility prepared for the Dormitory Authority of the State of New York in January 2011. To determine the daily and AM peak hour trip generation rates, student housing rates established as part of the Trip Generation Study – Private Student Housing Apartments performed by Sparks in April 2012, were adjusted by the 0.22 trip per bed PM peak hour trip generation rate, resulting in a daily and AM trip generation rates of 0.12 and 2.58, respectively. The traffic analysis was conducted at the following four intersections:

1. Imjin Road and 8th Street 2. 8th Street and 5th Avenue 3. 8th Street and 6th Avenue 4. 8th Street / 7th Avenue and Inter-Garrison Road

Development Conditions The study analyzed traffic conditions under the following development scenarios:

Existing Traffic Conditions Existing plus Project Conditions Cumulative Conditions without the Project Cumulative Conditions with the Project

The 2005 AMBAG (Association of Monterey Bay Area Governments) traffic model, updated in 2010 and consistent with the City of Marina General Plan, was used to obtain cumulative volumes. The road network in the project area will change significantly as development occurs and the model is an integral part of the future distribution of traffic through the study intersections. Existing traffic distribution was based on driveway and intersection counts and local knowledge of traffic and destinations in the area.


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All of the project intersections are anticipated to operate at an acceptable level of service (LOS), during both Existing Conditions (with and without the project) and Cumulative Conditions (with and without the project); therefore no intersection improvements are required to mitigate potential impacts. Eighth Street is planned to be improved, as part of the Fort Ord Reuse Authority (FORA) development impact fee program. The City of Marina plans (per a MOU between the City of Marina, CSUMB and FORA) to construct a roundabout at the intersection of 8th Street and Imjin Road. In addition to installation of this roundabout, the City also plans to install roundabouts at the adjacent intersections of 6th Avenue and Inter-Garrison Road, as part of the reconstruction of 8th Street. Cumulative conditions traffic analysis was performed, assuming all of these intersections are roundabout controlled. The intersection of 8th Street and 5th Avenue is assumed to be two-way, stop controlled. The operational analysis in this report does not address design constraints, such as sight distance. The two-way stop control has to be revisited at tentative map stage, when the City reviews the roadway design. Under existing conditions, access to the proposed site will be provided at the intersection of Imjin Road and 8th Street. In the future, Imjin Road will be realigned, removing the existing roadway segment from the intersection of Imjin Road and 6th Avenue to Imjin Road and 8th Street. The new alignment of Imjin Road is proposed on the existing alignment of 6th Avenue from Imjin Parkway to 8th Street. Under the cumulative conditions, the intersection of 8th Street and Imjin Road will consist of the proposed project on the southern approach and a future development site on the northern approach. Pedestrian access points will be provided in both the southwest and southeast corners of the project site. The pedestrian access point in the southwest corner of the project site will be provided via an easement. A pedestrian walkway along the southern edge of the project site will be provided from the center of the project site to the southeast corner. Bicycle lockers and racks, 142 total (117 lockers and 25 racks), are proposed on the site. Lockers are provided inside the buildings and racks are located outside of the buildings. Pedestrian and bicycle facilities should be provided on both 5th Avenue and 6th Avenue from the project site to the CSUMB campus boundary to facilitate multi-modal connectivity. An emergency vehicle access is provided on 8th Street between the southeast corner and the project driveway.


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2 INTRODUCTION 2.1 Background

This Traffic Study presents the analysis results for a student housing development project for California State University Monterey Bay (CSUMB) located at the intersection of Imjin Road and 8th Street in the City of Marina, California. The student housing development project consists of three, four-story buildings, built on approximately 8 acres with 175 units, accommodating 583 beds. The proposed development plan includes the provision of 11,607 square feet of private open space/balconies; 45,600 square feet of outdoor common open space (including a community pool and spa, BBQ areas), and a 4,600 square foot indoor community center. The project site plan indicates 405 parking spaces. The proposed development plan would include grading and site preparation activities, including the demolition of Building 4900. Exhibit 1 illustrates the Project Study Area and the proposed site plan is included in Appendix A. Under existing conditions, access to the proposed site will be provided at the intersection of Imjin Road and 8th Street. In the future, Imjin Road will be realigned, removing the existing roadway segment from the intersection of Imjin Road and 6th Avenue to Imjin Road and 8th Street. The new alignment of Imjin Road is proposed on the existing alignment of 6th Avenue from Imjin Parkway to 8th Street. Under the cumulative conditions, the intersection of 8th Street and Imjin Road will consist of the proposed project on the southern approach and a future development site on the northern approach.

2.2 Scope of Work

The study identifies potential traffic impacts that may be associated with the development of the project. It includes traffic analyses at intersections, during weekday AM and PM peak hours. The following intersections were included in the traffic analysis. Intersections

1. Imjin Road / Project Driveway and 8th Street 2. 8th Street and 5th Avenue 3. 8th Street and 6th Avenue 4. 8th Street - 7th Avenue and Inter-Garrison Road

Analysis Conditions The study analyzed traffic conditions, under the following development scenarios:

Existing Traffic Conditions Existing plus Project Conditions Cumulative Conditions without the Project Cumulative Conditions with the Project

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

2ND

AVE

5TH

AVE

4TH

AVE

6TH

AVE

7TH

AVE

8TH ST

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

1

2

3

4

Marina City Boundary

Project Study Area

Project Study Intersection#

THE PROMONTORY AT CSUMB

Exhibit 1: Project Study AreaNorth


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2.3 Traffic Operation Evaluation Methodologies and Level of Service Standards Intersection traffic flow operations are evaluated using a level of service (LOS) concept. Intersections are rated based on a grading scale of “LOS A” through “LOS F” with “LOS A” representing free flowing conditions and “LOS F” representing oversaturated where traffic flows exceed design capacity, resulting in long queues and delays. For two-way and all-way stop controlled intersections, the operating efficiency of vehicle movements that must yield to through movements are analyzed. The LOS of vehicle movements on the controlled approaches is based on the distribution of gaps in the major street traffic stream and on driver judgment in selecting gaps. The 2010 HCM calculations the LOS of the minor street approaches. Using this data, an overall intersection LOS is calculated. Both are reported in this study, because traffic on the minor street approaches has the lowest priority of right-of-way at the intersection and is the most critical in terms of delay. Generally, a LOS operation on the side street approach is the threshold that warrants improvements. Roundabouts follow the same control delay formulation as two-way and all-way stop controlled intersections, adjusting for the effect of yield control. Table 1 shows the relationship between vehicle delay and LOS for unsignalized and roundabout intersections.

Table 1: HCM Level of Service (LOS) Criteria for Unsignalized Intersections

Level of Service Description

Control Delay (Sec/Vehicle) Unsignalized / Roundabout

A Intersections operating at LOS A contain no congestion. The intersection operates with very little delay.

0 – 10

B Intersections operating at LOS B contain very little congestion. The intersection operates with minimal delay.

>10 – 15

C Intersections operating at LOS C contain little congestion. The intersection operates with some delay.

>15 – 25

D Intersections operating at LOS D contain some congestion. The intersection operates with longer delays. >25 – 35

E Intersections operating at LOS E border on being congested. >35 – 50

F Intersections operating at LOS F contain congestion. >50

Source: Highway Capacity Manual, 2010


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2.4 LOS Standards The City of Marina has established a LOS D, as the threshold for acceptable overall traffic operations for signalized and unsignalized intersections. Typically, LOS E is regarded and the minimum acceptable LOS on the worst approach of side street-stop controlled intersections.

2.5 Standards of Significance Criteria

City of Marina has jurisdiction over the roadways studied. The standards of significance criteria applies to existing and cumulative conditions project traffic being added to roadways operating at an LOS that does not meet the required standard of the agency. The following is the significance criteria for the City of Marina: It would cause existing intersection or highway roadway level of service to drop to unacceptable levels (below LOS D).


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3 EXISTING TRAFFIC CONDITIONS

The following sections provide a description of the existing traffic network, existing traffic volumes, intersection LOS and an overview of traffic conditions within the study area.

3.1 Existing Traffic Network Roadways in the vicinity of the project site include Imjin Road, 8th Street, 5th Avenue, 6th Avenue, 7th Avenue and Inter-Garrison Road. The following provides a description of the roadway facilities. The roadways in the proposed project area form part of the former Fort Ord Military Base. The roads do not meet City of Marina design standards. Imjin Road is a two-lane, local roadway, connecting Imjin Parkway to 8th Street under the existing conditions. Under cumulative conditions, Imjin Road will be realigned onto the existing 6th Avenue alignment from Imjin Parkway to 8th Street. The posted speed limit on Imjin Road is 35 MPH. 8th Street is a two-lane, local roadway, running east-west from 5th Avenue to Inter-Garrison Road. The posted speed limit on 8th Street is 30 MPH. 5th Avenue is a two-lane, local roadway, running north-south from California Drive to Inter-Garrison Road, under existing conditions. Currently, 5th Avenue is closed to vehicular traffic just north of Inter-Garrison Road. Under cumulative conditions, 5th Avenue will be removed from the intersection of 8th Street and 5th Avenue to the intersection of Inter-Garrison Road and 5th Avenue; however, pedestrian and bicycle accommodations will continue to be provided. 6th Avenue is a two-lane, local roadway, running north-south from 8th Street to just north of A Street, under existing conditions. Under cumulative conditions, 6th Avenue will continue north to the intersection of Imjin Road. 7th Avenue is a two-lane, local roadway, running north-south from Inter-Garrison Road to Gigling Road. Inter-Garrison Road is a two-lane, arterial roadway running east-west from Ord Avenue to 2nd Avenue. Inter-Garrison Road is the main roadway through the CSUMB campus. The posted speed limit on Inter-Garrison Road is 30 MPH within the project limits. The following provides a description of the intersections. 1. Imjin Road / Project Driveway and 8th Street Under existing conditions, the Imjin Road / Project Driveway and 8th Street intersection is an all-way stop controlled intersection. Left-turn lanes are provided on 8th Street in both the eastbound and westbound directions. The southerly leg of the intersection will be the proposed student housing project access driveway.


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Under cumulative conditions, Imjin Road will be realigned, removing the existing roadway segment from the intersection of Imjin Road and 6th Avenue to Imjin Road and 8th Street. The new alignment of Imjin Road is proposed on the existing alignment of 6th Avenue from Imjin Parkway to 8th Street. The cumulative conditions intersection is a roundabout with 8th Street on the eastern and western legs, the project driveway on the southern leg and access to a future Office / Research Development on the northern leg. The roundabout control at this intersection has been identified and agreed to by all the governing agencies in the vicinity of the project (FORA, CSUMB, City of Marina). 2. 8th Street and 5th Avenue Under existing conditions, the 8th Street and 5th Avenue intersection is a two-way, stop controlled intersection. The 5th Avenue approaches are offset, resulting in a large intersection proper. The western leg of 8th Street is currently closed; therefore under existing conditions the intersection operates as a t-intersection with 5th Avenue being stop controlled. Under cumulative conditions, the intersection remains a two-way, stop controlled intersection with 5th Avenue being stop controlled. Eighth Street is the easterly and westerly legs and 5th Avenue is the northerly leg. Fifth Avenue is closed to motor vehicle traffic from 8th Street to Inter-Garrison Road.

3. 8th Street and 6th Avenue

Under existing conditions, the 8th Street and 6th Avenue intersection is all-way, stop controlled intersection. The northern leg of 6th Avenue is currently closed; therefore the under existing conditions the intersection operates as a t-intersection. Under cumulative conditions this intersection will have roundabout control, including 8th Street on the eastern and western legs, Imjin Road on the northern leg and 6th Avenue on the southern leg.

4. 8th Street / 7th Avenue and Inter-Garrison Road Under existing conditions, the 8th Street / 7th Avenue and Inter-Garrison Road intersection is all-way, stop controlled intersection. The 8th Street and 7th Avenue approaches are offset, resulting in a large intersection proper. Under cumulative conditions, the intersection is planned to be a roundabout. The alignment of Inter-Garrison Road at the intersection will be modified to encourage through traffic to travel on 8th Street, discouraging through traffic from driving through the CSUMB campus along Inter-Garrison Road The existing lane configurations are provided on Exhibit 2.

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

2ND

AVE

5TH

AVE

4TH

AVE

6TH

AVE

7TH

AVE

8TH ST

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

8TH ST

7TH

AVE

4

IMJIN

RD

DRI

VEW

AY

8TH ST8TH ST

INTER-GARRISON RD

IMJIN RD & 8TH ST

2

5TH AVE

5TH

AVE

6TH

AVE

8TH ST & 5TH AVE

4

8TH ST

8TH ST & 6TH AVE

4

8TH ST / 7TH AVE & INTER-GARRISON RD

1

2

3

4


Project Study Area



Exhibit 2: Existing Conditions Lane Con�gurationNorth


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3.2 Transit

Two public transit services are provided within close proximity to the project study area, Monterey-Salinas Transit (MST), Lines 16, 25, 26 and 74, and CSUMB’s Otter Trolley. The following are locations of MST transit stops within close proximity to the project site.

Inter-Garrison and 4th Avenue – Line 26 Inter-Garrison Road and 5th Avenue – Line 74 Inter-Garrison Road and 6th Avenue – Line 16 4th Avenue and Divarty Street – Line 16, 25, 26 and 74

The following are locations of Otter stops within close proximity to the project site.

Inter-Garrison and 4th Avenue – Line 26 Inter-Garrison Road and 5th Avenue – Line 74 4th Avenue and Divarty Street – Line 16, 25, 26 and 74

A shuttle and transit map provided by CSUMB for students is included in Appendix B.

3.3 Pedestrian Facilities No pedestrian accommodations are provided on the roadways surrounding the project site. The City of Marina Existing and Proposed Pedestrian Facilities Map is included in Appendix B.

3.4 Bicycle Facilities The City of Marina provides bicycle facilities throughout the city. The facilities range from Class I to Class III Bikeways. Descriptions of the bicycle facility classifications are provided in the following sections. Class I Bikeway (Bike Path) – A Class I Bikeway is a physically separated bike path that does not share the roadway with motorized vehicles. They can be separated by either open space or a physical barrier and are generally two-way facilities. Class II Bikeway (Bike Lane) – A Class II Bikeway is a bike lane that shares a portion of the roadway with motorized vehicles. They are separated by striping and are signed and marked for exclusive use by bicycle traffic. Class II Bikeways provide service for one-way bicycle traffic and are located outside of the through lanes for motorized vehicles. Class III Bikeway (Bike Route) – A Class III Bikeway is a bike route that shares the roadway with motorized vehicles. They are identified by signs and not separated by striping. Class III Bikeways are utilized in locations that do not have Class I or Class II facilities or to connect Class II Bikeways to provide a continuous bikeway system. Both Class I and II bike facilities are provided in the vicinity of the proposed project. Class I facilities are provided on Imjin Parkway and 2nd Avenue. Class II facilities are provided on Inter-


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Garrison Road east of General Jim Moore Road. Class II facilities are planned on Imjin Road. There are however significant gaps in the bicycle network in the project area. The City of Marina Existing and Proposed Bicycle Facilities Map is included in Appendix B.

3.5 Existing Traffic Data

Traffic counts were performed on Thursday, November 15, 2012 and Wednesday, December 19, 2012 at the project intersections, during the AM and PM peaks. Existing Traffic Conditions traffic volumes are included in Exhibit 3.

3.6 Existing Traffic Conditions Intersection Operations

Traffic analyses, using Synchro software, were performed to determine the LOS for the Existing Traffic Conditions, AM and PM peak hours at the project area intersections. Table 2 demonstrates the results of the Existing Traffic Conditions intersection operations.

Table 2: Existing Traffic Conditions Intersection Operations

Intersection Intersection

Control Type

LOS Threshold Movement

AM PM

LOS Delay (sec) LOS

Delay (sec)

1. Imjin Rd / 8th St All-way D Overall B 12.3 A 8.2

2. 8th St and 5th Ave Two-way D

SB (Worst Approach) A 9.2 A 8.9

Overall A 8.0 A 4.7 3. 8th St and 6th Ave All-way D Overall B 10.9 A 8.5

4.Inter-Garrison Rd and 8th St All-way D Overall D 32.7 D 30.1

All intersections currently operate at an acceptable LOS during the Existing Traffic Conditions, AM and PM peak hours. Under existing conditions, at the intersection of 8th Street and 5th Avenue, the 5th Avenue approaches are offset, resulting in a large intersection proper. Similarly, the intersection of 8th Street / 7th Avenue and Inter-Garrison Road has a large intersection proper, due to the 8th Street and 7th Avenue approaches being offset. The large intersection proper, results in increased delay at the intersection, due to motorists having to travel further to clear the intersection. The HCM methodology does not take this condition into consideration when analyzing the intersection. This increased delay is not included in the overall intersection analysis and delays may be slightly higher than calculated. The intersection operation calculations are provided in Appendix C. .

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

2ND

AVE

5TH

AVE

4TH

AVE

6TH

AVE

7TH

AVE

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

88 (39)

311 (78)

77 (21)4 (0)

8TH ST

7TH

AVE

IMJIN

RD

DRI

VEW

AY

0 (0

)0

(1)

0 (2

)

8TH ST INTER-GARRISON RD

IMJIN RD & 8TH ST

5TH AVE

5TH

AVE

8TH ST & 5TH AVE

8TH ST

8TH ST & 6TH AVE 8TH ST / 7TH AVE & INTER-GARRISON RD

0 (0)11 (30)46 (182)

314

(96)

0 (2

)5

(2)

2 (0)78 (16)

0 (1)

5 (6

)3

(5)

43 (1

56)

2 (0

)

3 (1)13 (29)

0 (0)

16 (56)

0 (17)0 (7)

90 (15)

3 (6

)16

(28)

8 (1

73)

193 (66)331 (282)0 (0)

0 (28)13 (316)

6 (3)

8TH ST

6TH

AVE

1

2

3

4


Project Study Area


THE PROMONTORY AT CSUMBNorth

Exhibit 3: Existing Conditions Traf�c Volumes


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4 EXISTING PLUS PROJECT CONDITIONS

The following section describes the analysis performed under the Existing plus Project Conditions, during the AM and PM peak hours, and provides an explanation of the project trip generation, distribution and assignment. For this development scenario, the project trips were added to the Existing Traffic Conditions traffic volumes.

4.1 Project Trip Generation

The student housing development project consists of three, four-story buildings built on approximately 8 acres with 175 units, accommodating 583 beds.

The proposed project is anticipated to generate 1504 trips daily, 70 trips (7 in, 63 out) during the AM peak hour and 128 trips (64 in, 64 out) during the PM peak hour. The PM peak hour trip generation rate, 0.22 trips per bed, was obtained the Traffic Impact Study Proposed 200 Bed Residence Facility prepared for the Dormitory Authority of the State of New York in January 2011. To determine the daily and AM peak hour trip generation rates, student housing rates established as part of the Trip Generation Study – Private Student Housing Apartments performed by Sparks in April 2012, were adjusted by the 0.22 trip per bed PM peak hour trip generation rate, resulting in a daily and AM trip generation rates of 0.12 and 2.58, respectively. These trip generation studies take into account student travel patterns, assuming trips will be made by walking, cycling or driving to campus, work or errands. Table 3 demonstrates the trip generation for the proposed student housing.

Table 3: Project Trip Generation – Student Housing

Use Units Period Trip Generation

Total In Out

Student Housing Beds Daily 1504 0.5 0.5 Beds AM 70 0.1 0.9 Beds PM 128 0.5 0.5

4.2 Project Trip Distribution and Assignment

The existing condition project vehicle trip distribution and assignment are included in Exhibits 4 and 5.

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

2ND

AVE

5TH

AVE

4TH

AVE

6TH

AVE

7TH

AVE

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

80%

70%

5%

5%

5%

5%10%

10%


Project Study Area

Project Study Intersection


Exhibit 4: Existing Conditions Trip DistributionNorth

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

EVA DN2

5TH

AVE

4TH

AVE

EVA HT6

EVA HT7

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

6 (6)

51 (51)

0 (3)0 (0)

8TH ST

7TH

AVE

IMJIN

RD

DRI

VEW

AY

3 (3

)3

(3)

57 (5

8)


IMJIN RD & 8TH ST

5TH AVE

5TH

AVE

8TH ST & 5TH AVE

8TH ST


7 (58)0 (0)0 (0)

0(0)

0 (3

)0

(0)

0 (0)0 (0)0 (3)

0 (0

)0

(0)

7 (5

2) 0 (0

)

0 (0)3 (3)

0 (0)

0 (6)

3 (3)3 (3)0 (0)

0 (0

)0

(3)

0 (0

)

0 (0)0 (0)0 (3)

0 (0)0 (0)0 (0)

8TH ST

6TH

AVE

1

2

3

4


Project Study Area



Exhibit 5: Existing Conditions Trip Assignment


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4.3 Existing plus Project Conditions Analysis

4.3.1 Existing plus Project Conditions Intersection Operations

The project trips were added to the Existing Traffic Conditions traffic volumes. Traffic analyses were performed for the weekday AM and PM peak hours at each of the study intersections. Existing plus Project Conditions turning movements are included in Exhibit 6. Table 4 demonstrates the results of the Existing plus Project Conditions Intersection Operations.

Table 4: Existing Conditions and Existing Conditions plus Project Intersection Operations

Intersection Intersection

Control Type


Existing Traffic Conditions Existing Conditions plus

Project AM PM AM PM

LOS Delay (sec)

LOS Delay (sec)

LOS Delay (sec)

LOS Delay (sec)

1. Imjin Rd / 8th St All-way D Overall B 12.3 A 8.2 B 12.9 A 8.5

2. 8th St and 5th Ave Two-way D

SB (Worst Approach) A 9.2 A 8.9 A 9.3 A 8.9

Overall A 8.0 A 4.7 A 8.1 A 4.7

3. 8th St and 6th Ave All-way D Overall B 10.9 A 8.5 B 11.9 A 9.4

4.Inter-Garrison Rd and 8th St

All-way D Overall D 32.7 D 30.1 D 33.8 D 32.5

All intersections are anticipated to continue to operate at an acceptable LOS, during the Existing Conditions plus Project, during both the AM and PM peak hours. The intersection operation calculations are provided in Appendix C. .

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

EVA DN2

5TH

AVE

4TH

AVE

EVA HT6

EVA HT7

8TH ST

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

94 (46)

362 (129)

77 (24)4 (0)

8TH ST

7TH

AVE

IMJIN

RD

DRI

VEW

AY

3 (3

)3

(4)

57 (6

0)


IMJIN RD & 8TH ST

5TH AVE

5TH

AVE

8TH ST & 5TH AVE

8TH ST


7 (58)11 (30)46 (182)

314

(96)

0 (5

)5

(2)

2 (0)78 (16)

0 (4)

5 (6

)3

(5)

50 (2

08)

2 (0

)

3 (1)16 (32)

0 (0)

16 (62)

3 (20)

3 (11)

90 (15)

3 (6

)16

(31)

8 (1

73)

193 (66)331 (282)0 (3)

0 (28)13 (316)

6 (3)

8TH ST

6TH

AVE

1

2

3

4


Project Study Area




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5 CUMULATIVE WITHOUT PROJECT CONDITIONS

The following sections describe the results of the traffic analysis performed under cumulative traffic conditions (2030 traffic conditions). These conditions do not include trips generated by the project site.

5.1 Cumulative Volumes

The 2030 AMBAG model includes various cumulative projects in the City and surrounding areas and regional growth is incorporated on the regional road connectors. The year 2030 volumes on the study road network were extracted from the model for evaluation. These volumes exclude the project. The turning movements were balanced based on the existing turning movement counts, the expected development in the area and the year 2030 approach volumes. In addition, it is anticipated that the site across from the proposed project site will be developed by the cumulative conditions. Based on the City of Marina General Plan Land Use Map, it was determined that the site consists of Office / Research and Other Public Facilities. For purposes of this project, it was assumed that the entire area will be developed as Office / Research, resulting in approximately 16 acres (180 KSF of office buildings). This presents a worst case analysis for cumulative conditions. It is assumed that the site will have driveways located on both 8th Street, across from the project site, and Imjin Road. The proposed site is not included in the 2030 AMBAG model; therefore trip generations were determined for the proposed site and added to the cumulative traffic volumes. Trip generations were established using the Institute of Transportation Engineers’ (ITE) Trip Generation, 8th Edition. ITE Land Use, Office Park was used to calculate the trip generations. Table 5 demonstrates the trip generation for the area across from the project site.

Table 5: Office / Research Trip Generation – Office Park (ITE Land Use Code 750)

Land Use (ITE Code) Units

Period Trip Generation Total In Out

Office Park (750) KSF Daily 2233 0.50 0.50 KSF AM 364 0.89 0.11 KSF PM 309 0.14 0.86


133164 Page 19 2/6/2013

The 2030 AMBAG model traffic volumes were used to determine the distribution of the Office / Research facility. The following demonstrates the trip distribution assumptions.

2nd Avenue – 20% Imjin Parkway – 40% Inter-Garrison Road – 30% 8th Street – 10%

Improved 8th Street is anticipated to reassign trips from Inter-Garrison Road to 8th Street. Using the AMBAG model traffic volumes, the percent of traffic anticipated to travel on Inter-Garrison Road to 2nd Avenue north was determined. The AMBAG model assumes that approximately 20% and 60%, during the AM and PM peak hours, respectively, will travel to/from Inter-Garrison Road to/from 2nd Avenue. This traffic volume was reassigned from Inter-Garrison Road to 8th Street. Cumulative condition traffic volumes are included in Exhibit 7. Eighth Street is planned to be improved, as part of the Fort Ord Reuse Authority (FORA) development impact fee program. The City of Marina plans (per a MOU between the City of Marina, CSUMB and FORA) to construct a roundabout at the intersection of 8th Street and Imjin Road. In addition to installation of this roundabout, the City also plans to install roundabouts at the adjacent intersections of 6th Avenue and Inter-Garrison Road, as part of the reconstruction of 8th Street. Cumulative conditions traffic analysis was performed, assuming all of these intersections are roundabout controlled. The intersection of 8th Street and 5th Avenue will continue to operate at an acceptable LOS as a two-way stop controlled intersection. The current 8th Street alignment is geometrically non-standard and the sand dune terrain results in restricted sight distances. This analysis only addresses vehicle operations and does not address detailed design considerations that will be considered in the design phase of the project. It is recommended that the sight distance at this intersection be evaluated and that alternative intersection control be recommended to improve sight distance restrictions, if required. Under existing conditions, access to the proposed site will be provided at the intersection of Imjin Road and 8th Street. In the future, Imjin Road will be realigned, removing the existing roadway segment from the intersection of Imjin Road and 6th Avenue to Imjin Road and 8th Street. The new alignment of Imjin Road is proposed on the existing alignment of 6th Avenue from Imjin Parkway to 8th Street. Under the cumulative conditions, the intersection of 8th Street and Imjin Road will consist of the proposed project on the southern approach and a future development site on the northern approach. Pedestrian access points will be provided in both the southwest and southeast corners of the project site. The pedestrian access point in the southwest corner of the project site will be provided via an easement. A pedestrian walkway along the southern edge of the project site will be provided from the center of the project site to the southeast corner. Pedestrian and bicycle facilities should be provided on both 5th Avenue and 6th Avenue from the project site to the CSUMB campus boundary to facilitate multi-modal connectivity. Bicycle lockers and racks, 142 total (117 lockers and 25 racks) are proposed on the site, resulting in 0.24 bicycle lockers / racks per bed. Similar bicycle locker / rack to bed ratio were provided on


133164 Page 20 2/6/2013

projects performed by Humphreys & Partners Architects, including 0.16 and 0.23 bicycle locker / rack to bed at Riverside Student Housing and San Diego Student Housing, respectively. Both Class I and II bike facilities are provided in the vicinity of the proposed project. Class I facilities are provided on Imjin Parkway and 2nd Avenue. Class II facilities are provided on Inter-Garrison Road east of General Jim Moore Road. Class II facilities are planned on Imjin Road. There are however significant gaps in the bicycle network in the project area. It is recommended that Class II facilities be provided on 8th Street and 6th Avenue.

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

EVA DN2

5TH

AVE

4TH

AVE

EVA HT6

EVA HT7

8TH ST

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

IMJIN

PKWY

115 (241)6 (22)80 (11)

213 (139)

19 (7)

8TH ST

7TH

AVE

DRI

VEW

AY


8TH ST & DRIVEWAY

5TH AVE

8TH ST & 5TH AVE

8TH ST


0 (0)63 (124)

12 (40)53 (131)

204 (262)

144 (57)

5 (64)

19 (1

0)13

4 (1

11)

51 (2

28)

6 (1

5)21

(89)

1 (0

)

35 (6

)32

2 (2

4)23

3 (1

10)

8 (5

3)0

(0)

19 (1

28)

268 (107)340 (151)144 (317)

0 (0)

178 (137)

111 (330)

0 (30)196 (224)

109 (3)

1 (7)12 (7)

8TH ST

6TH

AVE

155 (20)

0 (0

)0

(0)

0 (0

)

65 (9)176 (146)

0 (2)

1

2

3

4


Project Study Area




133164 Page 22 2/6/2013

5.2 Cumulative without Project Analysis 5.2.1 Cumulative without Project Conditions Intersection Operations

The existing roadway network includes unsignalized intersections at the 4 project intersections. Table 6 demonstrates the results of the Cumulative without Project Conditions intersection operations, including the existing intersection controls.

Table 6: Cumulative without Project Conditions Intersection Operations

(With Existing Intersection Control)

Intersection Intersection Control Type


AM PM

LOS Delay (sec) LOS

Delay (sec)

1. Project Driveway / 8th St

All-way D Overall

A 9.0 A 9.2

2. 8th St and 5th Ave

Two-way D SB (Worst Approach)

B 10.3 B 10.3

Overall A 7.8 A 4.7 3. 8th St and 6th Ave

All-way D Overall F 64.3 C 18.0


All-way D Overall F 252.5 F 172.2

The intersection of 8th Street and 6th Avenue and 8th Street / 7th Avenue and Inter-Garrison Road being anticipated to operate at an unacceptable LOS under Cumulative without Project Conditions with existing intersection controls. Table 6 demonstrates that, the intersection of 8th Street and 6th Avenue is anticipated to operate at LOS F during the AM peak hour and the intersection of 8th Street / 7th Avenue and Inter-Garrison Road is anticipated to operate at LOS F during both the AM and PM peak hour with the existing intersection controls.

Constructing roundabouts at these intersections is recommended to improve operations to acceptable LOS. The roundabouts will facilitate the skew angles, address sight distance concerns, reduce greenhouse gas emissions, delay, noise and slow vehicles down, and improve safety. A roundabout at the intersection of 8th Street and 6th Avenue has also been identified by the City of Marina, FORA and CSUMB as the preferred control at this intersection through a mutual agreement. Traffic analyses were performed to determine the LOS for the Cumulative without Project Conditions with the recommended intersection control improvements, AM and PM peak hours at the project area intersections. Table 7 demonstrates the results of the Cumulative without Project Conditions intersection operations.


133164 Page 23 2/6/2013

Table 7: Cumulative without Project Conditions Improved Intersection Operations



AM PM

LOS Delay (sec) LOS

Delay (sec)

1. Project Driveway / 8th St

Roundabout D Overall

A 5.9 A 5.4



B 10.3 B 10.3

Overall A 7.8 A 4.7 3. 8th St and 6th Ave

Roundabout D Overall C 18.7 A 9.1


Roundabout D Overall C 21.5 C 12.7

All intersections operate at an acceptable LOS during the Cumulative without Project Conditions Intersection Operations, during both the AM and PM peak hours. The intersection operation output calculations are provided in Appendix C.


133164 Page 24 2/6/2013

6 CUMULATIVE WITH PROJECT TRAFFIC CONDITIONS

This section describes the analysis results of the study intersection operations under cumulative traffic conditions, which includes the project trips.

6.1 Cumulative Projects Trip Generation

Trip generation assumptions assumed during the existing conditions are the same, during cumulative conditions. However the roadway network varies between the two conditions; therefore the cumulative condition trip distribution and assignment were determined. The cumulative condition project trip distribution and assignment are included in Exhibit 8 and 9. The project traffic was added to the cumulative volumes and analyzed. Cumulative Conditions with Project traffic volumes are included in Exhibit 10.

6.2 Cumulative with Project Analysis

6.2.1 Cumulative with Project Conditions Intersection Operations

The project trips were added to the Cumulative without Project Conditions traffic volumes. Traffic analyses were performed for the AM and PM peak hours at each of the study intersections. Table 8 demonstrates the results of the Cumulative with Project Conditions intersection operations.

Table 8: Cumulative with Project Conditions Intersection Operations



Existing Traffic Conditions Existing plus Project

Conditions AM PM AM PM

LOS Delay (sec)

LOS Delay (sec)

LOS Delay (sec)

LOS Delay (sec)

1. Project Driveway /

8th St Roundabout D Overall A 5.9 A 5.4 A 6.0 A 5.8



B 10.3 B 10.3 B 10.4 B 10.5

Overall A 7.8 A 4.7 A 7.6 A 4.6 3. 8th St and

6th Ave Roundabout D Overall C 18.7 A 9.1 C 19.4 B 10.1


Roundabout D Overall C 21.5 C 12.7 C 21.9 B 12.9

All intersections are anticipated to operate at an acceptable LOS with the addition of the project trips for the Cumulative with Project Conditions, during both the AM and PM peak hours. The project does not cause any cumulative impacts. The intersection operation calculations are provided in Appendix C.

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

2ND

AVE

4TH

AVE

6TH

AVE

7TH

AVE

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

8TH ST

9TH ST

IMJIN

PKWY5TH AVE

70%

5%

10%

5%

5%

10%

5%


Project Study Area

Project Study Intersection


Exhibit 8: Cumulative Conditions Trip DistributionNorth

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

EVA DN2

5TH

AVE

4TH

AVE

EVA HT6

EVA HT7

8TH ST

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

IMJIN

PKWY

6 (6)3 (3)44 (45)

0 (3)0 (0)

8TH ST

7TH

AVE

DRI

VEW

AY


8TH ST & DRIVEWAY

5TH AVE

8TH ST & 5TH AVE

8TH ST


6 (55)0 (0)

7 (7)3 (3)

3 (3)3 (3)0 (0)

0 (0

)0

(3)

0 (0

)

5 (4

5)0

(0)

0 (0

)

0 (3

)0

(0)

0 (0

)

0 (0

)0

(0)

0 (0

)

0 (0)0 (0)1 (4)

0 (0)

1 (7)

0 (0)0 (0)0 (0)0 (0)

0 (0)1 (6)

8TH ST

6TH

AVE

0 (0)

9 (1

0)0

(0)

53 (5

4)

0 (0)0 (0)1 (9)

1

2

3

4


Project Study Area



Exhibit 9: Cumulative Conditions Trip Assignment

HIGHW

AY 1

INTER-GARRISON RD

DIVARTY ST

LIGHTFIGHTER DR

EVA DN2

5TH

AVE

4TH

AVE

EVA HT6

EVA HT7

8TH ST

8TH ST

GENE

RAL

JIM M

OORE

BLV

D

IMJIN RD

IMJIN PKWY

CALIF

ORNI

A AV

E

IMJIN

PKWY

121 (247)9 (25)

124 (56)

213 (142)

19 (7)

8TH ST

7TH

AVE

DRI

VEW

AY


8TH ST & DRIVEWAY

5TH AVE

8TH ST & 5TH AVE

8TH ST


6 (55)63 (124)

19 (47)56 (134)

207 (265)

147 (60)

5 (64)

19 (1

0)13

4 (1

14)

51 (2

28)

11 (6

0)21

(89)

1 (0

)

35 (9

)32

2 (2

4)23

3 (1

10)

8 (5

3)0

(0)

19 (1

28)

268 (107)340 (151)145 (321)

0 (0)

179 (144)

111 (330)

0 (30)196 (224)

109 (3)

1 (7)13 (13)

8TH ST

6TH

AVE

155 (20)

10 (1

0)0

(0)

53 (5

4)

65 (9)176 (146)

1 (11)

1

2

3

4


Project Study Area




133164 Page 28 2/6/2013

7 PROJECT ACCESS AND ON-SITE CIRCULATION This section documents a review of the project site access and on-site circulation.

7.1 Project Access and On-Site Circulation Under existing conditions, access to the proposed site will be provided at the all-way stop controlled intersection of Imjin Road and 8th Street. Under cumulative conditions the intersection will be a roundabout. Pedestrian access points will be provided in both the southwest and southeast corners of the project site. The pedestrian access point in the southwest corner of the project site will be provided via an easement. A pedestrian walkway along the southern edge of the project site will be provided from the center of the project site to the southeast corner. Pedestrian and bicycle facilities should be provided on both 5th Avenue and 6th Avenue from the project site to the CSUMB campus boundary to facilitate multi-modal connectivity. Bicycle lockers and racks, 142 total (117 lockers and 25 racks) are proposed on the site, resulting in 0.24 bicycle lockers / racks per bed. Similar bicycle locker / rack to bed ratio were provided on projects performed by Humphreys & Partners Architects, including 0.16 and 0.23 bicycle locker / rack to bed at Riverside Student Housing and San Diego Student Housing, respectively. To meet the parking demand, a space per bed ratio of 0.69 was used, resulting in 405 parking spaces being provided on-site.


133164 Page 29 2/6/2013

8 TRAFFIC IMPACT FEES The project will pay appropriate FORA and City of Marina traffic impact fees.

Appendix A

Proposed Project Site Plan

Appendix B

Background Materials

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Blv

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Gen

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Jim

Moo

re B

lvd

2nd

Ave

12th St

Imjin Pky

Car mel Ave

Cardoz

a Ave

To Seaside

To Castroville

ToCSUMB

To CSUMB EastCampus Housing


S

al i n

as

R

iv

er

Inter-Garrison Rd

_̂

_̂

_̂

M O N T E R E Y C O

Ma

rin

a S

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ch

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Station

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Marina

Heights

CSUMB

UCMBEST

Library

Police/Fire

City Hall

The

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_̂Transit Exchange

Post Office

Abrams

Park

Preston

Park

Marina Municipal

Airport

"

"

See Supplemental Map 4-2(d)

"

"

See Supplemental Map 4-2(f)

See Supplemental Map 4-2(c)

See Supplemental Map 4-2(a)

"

See Supplemental Map 4-2(e)

City of Marina Pedestrian and Bicycle Master Plan

Figure 4-2: Existing and Proposed Bicycle Facilitiesrincon

Base map source: City of Marina, 2009. Map images copyright © 2009 ESRI and its licensors. All rights reserved. Used by permission.

0 10.5 Miles±

Proposed BikewaysClass I - Bicycle Paths

Class II - Bicycle Lanes

Existing BikewaysClass I - Bicycle Paths

Class II - Bicycle Lanes

Class III - Bicycle Routes

Monterey Bay Coastal Bike Path - Class I(County/Caltrans Designated Bikeway)

Area DesignationPublic Services and Facilities

Neighborhood

Shopping Center

Employment CenterSchool Site

_̂

MCity of Marina Pedestrian and Bicycle Master Plan

Figure 4-1: Existing and Proposed Pedestrian Facilities


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Moo

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Ave

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Ca rmel Ave

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To Seaside

To Castroville

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S

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"

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rincon

*Depicts collector and arterial level streets only.

Base map source: City of Marina, 2009. Map images copyright © 2009 ESRI and its licensors. All rights reserved. Used by permission.

0 10.5 Miles ±

Pedestrian Network *Existing Facility

Proposed Facility

Employment Center

Monterey Bay Coastal Bike Path - Class I(County/Caltrans Designated Bikeway)

Area DesignationPublic Services and Facilities

Neighborhood

Shopping Center

School Site

_̂

Appendix C

Intersection Level of Service Calculations

HCM Unsignalized Intersection Capacity Analysis1: 8th Street & Imjin Rd 1/8/2013

Promontory at CSUMB 1/8/2013 Existing 2012 AM Synchro 7 - ReportPage 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Stop StopVolume (vph) 2 78 0 0 11 46 0 0 0 314 0 5Peak Hour Factor 0.70 0.70 0.70 0.75 0.75 0.75 0.92 0.92 0.92 0.71 0.71 0.71Hourly flow rate (vph) 3 111 0 0 15 61 0 0 0 442 0 7

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total (vph) 3 111 0 76 0 449Volume Left (vph) 3 0 0 0 0 442Volume Right (vph) 0 0 0 61 0 7Hadj (s) 0.50 0.00 0.00 -0.41 0.00 0.23Departure Headway (s) 6.3 5.8 5.8 5.4 5.0 4.7Degree Utilization, x 0.00 0.18 0.00 0.11 0.00 0.58Capacity (veh/h) 533 579 576 606 674 749Control Delay (s) 8.1 8.8 7.6 7.9 8.0 14.0Approach Delay (s) 8.8 7.9 0.0 14.0Approach LOS A A A B

Intersection SummaryDelay 12.3HCM Level of Service BIntersection Capacity Utilization 28.5% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis2: 8th Street & 5th Avenue 1/8/2013


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (veh/h) 3 13 5 3 77 4Sign Control Free Stop StopGrade 0% 0% 0%Peak Hour Factor 0.70 0.70 0.70 0.70 0.70 0.70Hourly flow rate (vph) 4 19 7 4 110 6PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 0 27 0 26 18vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 0 27 0 26 18tC, single (s) 4.1 6.7 6.2 7.1 6.5tC, 2 stage (s)tF (s) 2.2 4.2 3.3 3.5 4.0p0 queue free % 100 99 100 89 99cM capacity (veh/h) 1636 830 1091 970 878

Direction, Lane # WB 1 NB 1 SB 1Volume Total 23 11 116Volume Left 4 0 110Volume Right 19 4 0cSH 1636 911 965Volume to Capacity 0.00 0.01 0.12Queue Length 95th (ft) 0 1 10Control Delay (s) 1.4 9.0 9.2Lane LOS A A AApproach Delay (s) 1.4 9.0 9.2Approach LOS A A

Intersection SummaryAverage Delay 8.0Intersection Capacity Utilization 21.1% ICU Level of Service AAnalysis Period (min) 15



Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsSign Control Stop Stop StopVolume (vph) 88 311 0 16 43 2Peak Hour Factor 0.72 0.72 0.80 0.80 0.75 0.75Hourly flow rate (vph) 122 432 0 20 57 3

Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 554 20 60Volume Left (vph) 0 0 57Volume Right (vph) 432 0 3Hadj (s) -0.44 0.42 0.20Departure Headway (s) 3.7 5.0 5.2Degree Utilization, x 0.56 0.03 0.09Capacity (veh/h) 973 688 622Control Delay (s) 11.3 8.1 8.7Approach Delay (s) 11.3 8.1 8.7Approach LOS B A A


HCM Unsignalized Intersection Capacity Analysis4: Intergarrison Rd & 8th Street 1/8/2013



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 27 749 34 125Volume Left (vph) 0 276 4 0Volume Right (vph) 9 0 10 125Hadj (s) -0.16 0.11 0.10 -0.58Departure Headway (s) 5.1 4.5 6.1 5.2Degree Utilization, x 0.04 0.93 0.06 0.18Capacity (veh/h) 685 793 571 671Control Delay (s) 8.3 38.6 9.4 9.4Approach Delay (s) 8.3 38.6 9.4 9.4Approach LOS A E A A

Intersection SummaryDelay 32.7HCM Level of Service DIntersection Capacity Utilization 47.0% ICU Level of Service AAnalysis Period (min) 15


Promontory at CSUMB 1/8/2013 Existing 2012 PM Synchro 7 - ReportPage 1


Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total (vph) 0 24 0 259 4 135Volume Left (vph) 0 0 0 0 0 130Volume Right (vph) 0 1 0 222 3 3Hadj (s) 0.00 -0.04 0.00 -0.59 -0.40 0.18Departure Headway (s) 5.1 5.0 4.9 4.3 4.3 4.7Degree Utilization, x 0.00 0.03 0.00 0.31 0.01 0.18Capacity (veh/h) 691 683 735 813 765 713Control Delay (s) 6.9 7.0 6.7 8.0 7.3 8.8Approach Delay (s) 7.0 8.0 7.3 8.8Approach LOS A A A A

Intersection SummaryDelay 8.2HCM Level of Service AIntersection Capacity Utilization 31.7% ICU Level of Service AAnalysis Period (min) 15




Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 167 80 184Volume Left (vph) 0 0 184Volume Right (vph) 111 0 0Hadj (s) -0.40 0.00 0.22Departure Headway (s) 4.1 4.5 4.7Degree Utilization, x 0.19 0.10 0.24Capacity (veh/h) 848 746 736Control Delay (s) 8.0 8.0 9.1Approach Delay (s) 8.0 8.0 9.1Approach LOS A A A





Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 496 497 296 56Volume Left (vph) 40 94 9 24Volume Right (vph) 4 0 247 21Hadj (s) 0.04 0.07 -0.46 -0.14Departure Headway (s) 6.2 6.2 6.5 7.8Degree Utilization, x 0.85 0.86 0.54 0.12Capacity (veh/h) 569 567 514 406Control Delay (s) 34.7 35.5 16.8 11.9Approach Delay (s) 34.7 35.5 16.8 11.9Approach LOS D E C B



Promontory at CSUMB 1/8/2013 Existing + Proj 2012 AM Synchro 7 - ReportPage 1


Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total (vph) 3 116 76 76 8 454Volume Left (vph) 3 0 76 0 0 442Volume Right (vph) 0 4 0 61 8 7Hadj (s) 0.50 -0.03 0.50 -0.41 -0.60 0.23Departure Headway (s) 6.5 5.9 6.4 5.5 4.7 4.9Degree Utilization, x 0.01 0.19 0.14 0.12 0.01 0.62Capacity (veh/h) 514 560 520 604 691 713Control Delay (s) 8.3 9.1 9.2 8.0 7.7 15.4Approach Delay (s) 9.1 8.6 7.7 15.4Approach LOS A A A C





Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 564 28 128Volume Left (vph) 0 0 125Volume Right (vph) 442 0 3Hadj (s) -0.44 0.42 0.22Departure Headway (s) 3.9 5.2 5.3Degree Utilization, x 0.61 0.04 0.19Capacity (veh/h) 916 644 605Control Delay (s) 12.6 8.5 9.6Approach Delay (s) 12.6 8.5 9.6Approach LOS B A A





Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 27 753 38 125Volume Left (vph) 0 276 4 0Volume Right (vph) 9 4 10 125Hadj (s) -0.16 0.10 0.13 -0.58Departure Headway (s) 5.1 4.5 6.1 5.2Degree Utilization, x 0.04 0.94 0.06 0.18Capacity (veh/h) 682 792 568 669Control Delay (s) 8.3 39.9 9.5 9.4Approach Delay (s) 8.3 39.9 9.5 9.4Approach LOS A E A A



Promontory at CSUMB 1/8/2013 Exis + Proj 2012 PM Synchro 7 - ReportPage 1


Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total (vph) 0 29 71 259 96 139Volume Left (vph) 0 0 71 0 4 130Volume Right (vph) 0 6 0 222 86 3Hadj (s) 0.00 -0.14 0.50 -0.59 -0.53 0.17Departure Headway (s) 5.4 5.3 5.6 4.5 4.4 5.0Degree Utilization, x 0.00 0.04 0.11 0.33 0.12 0.19Capacity (veh/h) 630 635 613 763 760 672Control Delay (s) 7.2 7.3 8.1 8.5 8.0 9.2Approach Delay (s) 7.3 8.4 8.0 9.2Approach LOS A A A A





Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 250 89 245Volume Left (vph) 0 0 245Volume Right (vph) 184 0 0Hadj (s) -0.44 0.00 0.22Departure Headway (s) 4.2 4.8 4.9Degree Utilization, x 0.29 0.12 0.33Capacity (veh/h) 804 693 700Control Delay (s) 9.0 8.5 10.3Approach Delay (s) 9.0 8.5 10.3Approach LOS A A B





Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 496 501 300 66Volume Left (vph) 40 94 9 29Volume Right (vph) 4 4 247 21Hadj (s) 0.04 0.07 -0.45 -0.11Departure Headway (s) 6.3 6.3 6.6 8.0Degree Utilization, x 0.87 0.88 0.55 0.15Capacity (veh/h) 559 558 508 404Control Delay (s) 37.5 39.1 17.6 12.3Approach Delay (s) 37.5 39.1 17.6 12.3Approach LOS E E C B


HCM Unsignalized Intersection Capacity Analysis Cumul AM1: 8th Street & Driveway 2/6/2013

Promontory at CSUMB 1/8/2013 Cumul AM Synchro 7 - ReportPage 1


Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 284 256 0 32Volume Left (vph) 76 0 0 22Volume Right (vph) 0 182 0 9Hadj (s) 0.05 -0.27 0.00 0.19Departure Headway (s) 4.3 4.0 5.1 5.2Degree Utilization, x 0.34 0.28 0.00 0.05Capacity (veh/h) 825 874 637 617Control Delay (s) 9.5 8.6 8.1 8.5Approach Delay (s) 9.5 8.6 0.0 8.5Approach LOS A A A A


HCM Unsignalized Intersection Capacity Analysis Cumul AM2: 8th Street & 5th Avenue 2/6/2013


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsVolume (veh/h) 1 12 12 53 213 19Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 1 14 14 62 251 22PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 76 62 45vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 76 62 45tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 73 98cM capacity (veh/h) 1522 941 1024

Direction, Lane # EB 1 WB 1 SB 1Volume Total 15 76 273Volume Left 1 0 251Volume Right 0 62 22cSH 1522 1700 948Volume to Capacity 0.00 0.04 0.29Queue Length 95th (ft) 0 0 30Control Delay (s) 0.6 0.0 10.3Lane LOS A BApproach Delay (s) 0.6 0.0 10.3Approach LOS B


HCM Unsignalized Intersection Capacity Analysis Cumul AM3: 8th Street & 6th Avenue 2/6/2013



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 236 340 33 694Volume Left (vph) 7 0 7 274Volume Right (vph) 94 131 1 41Hadj (s) -0.21 0.04 0.06 0.12Departure Headway (s) 6.4 6.4 7.2 5.9Degree Utilization, x 0.42 0.61 0.07 1.15Capacity (veh/h) 545 549 437 601Control Delay (s) 14.1 18.9 10.7 106.1Approach Delay (s) 14.1 18.9 10.7 106.1Approach LOS B C B F

Intersection SummaryDelay 64.3HCM Level of Service FIntersection Capacity Utilization 61.4% ICU Level of Service BAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Cumul AM4: Intergarrison Rd & 8th Street 2/6/2013



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 359 885 240 415Volume Left (vph) 0 315 22 240Volume Right (vph) 128 169 60 6Hadj (s) -0.18 -0.01 0.15 0.11Departure Headway (s) 8.3 8.3 9.2 8.3Degree Utilization, x 0.83 2.03 0.61 0.96Capacity (veh/h) 412 440 373 425Control Delay (s) 40.1 489.6 25.5 62.4Approach Delay (s) 40.1 489.6 25.5 62.4Approach LOS E F D F

Intersection SummaryDelay 252.5HCM Level of Service FIntersection Capacity Utilization 102.2% ICU Level of Service GAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Cumul PM1: 8th Street & Driveway 2/6/2013

Promontory at CSUMB 1/8/2013 Cumul PM Synchro 8 ReportPage 1


Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 185 169 0 213Volume Left (vph) 11 0 0 151Volume Right (vph) 2 24 0 62Hadj (s) 0.00 -0.08 0.00 -0.03Departure Headway (s) 4.6 4.6 5.0 4.7Degree Utilization, x 0.24 0.22 0.00 0.28Capacity (veh/h) 729 740 651 716Control Delay (s) 9.1 8.8 8.0 9.5Approach Delay (s) 9.1 8.8 0.0 9.5Approach LOS A A A A


HCM Unsignalized Intersection Capacity Analysis Cumul PM2: 8th Street & 5th Avenue 2/6/2013





HCM Unsignalized Intersection Capacity Analysis Cumul PM3: 8th Street & 6th Avenue 2/6/2013



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 322 549 122 165Volume Left (vph) 26 0 18 129Volume Right (vph) 13 388 0 7Hadj (s) -0.01 -0.40 0.06 0.17Departure Headway (s) 5.8 5.1 6.7 6.7Degree Utilization, x 0.51 0.77 0.23 0.31Capacity (veh/h) 587 693 466 480Control Delay (s) 14.7 23.0 11.7 12.6Approach Delay (s) 14.7 23.0 11.7 12.6Approach LOS B C B B

Intersection SummaryDelay 18.0HCM Level of Service CIntersection Capacity Utilization 52.7% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Cumul PM4: Intergarrison Rd & 8th Street 2/6/2013



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 302 676 411 451Volume Left (vph) 35 126 12 308Volume Right (vph) 4 373 268 75Hadj (s) 0.05 -0.26 -0.35 0.04Departure Headway (s) 9.6 8.8 8.7 9.1Degree Utilization, x 0.81 1.65 0.99 1.14Capacity (veh/h) 370 422 411 410Control Delay (s) 42.3 326.5 72.6 118.2Approach Delay (s) 42.3 326.5 72.6 118.2Approach LOS E F F F

Intersection SummaryDelay 172.2HCM Level of Service FIntersection Capacity Utilization 102.1% ICU Level of Service GAnalysis Period (min) 15

MOVEMENT SUMMARY Site: 8thSt@Driveway

8th Street @ DrivewayCumul AM Peak Hour1/31/2013Roundabout

Movement Performance - Vehicles95% Back of Queue

Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Vehicles Distance

veh/h % v/c sec veh ft per veh mphSouth: Driveway

3 L 1 0.0 0.004 4.4 LOS A 0.0 0.4 0.37 0.73 23.5

8 T 1 0.0 0.004 4.4 LOS A 0.0 0.4 0.37 0.36 25.5

18 R 1 0.0 0.004 4.4 LOS A 0.0 0.4 0.37 0.47 25.1

Approach 4 0.0 0.004 4.4 LOS A 0.0 0.4 0.37 0.52 24.6

East: 8th Street

1 L 1 0.0 0.269 6.5 LOS A 1.1 28.7 0.23 0.80 22.6

6 T 74 9.0 0.269 6.5 LOS A 1.1 28.7 0.23 0.31 24.6

16 R 182 9.0 0.269 6.5 LOS A 1.1 28.7 0.23 0.45 24.1

Approach 258 9.0 0.269 6.5 LOS A 1.1 28.7 0.23 0.41 24.2

North: Driveway

7 L 22 2.0 0.036 4.2 LOS A 0.1 3.0 0.18 0.66 23.4

4 T 1 0.0 0.036 4.2 LOS A 0.1 3.0 0.18 0.26 25.7

14 R 9 40.0 0.036 4.2 LOS A 0.1 3.0 0.18 0.38 25.1

Approach 33 12.8 0.036 4.2 LOS A 0.1 3.0 0.18 0.56 23.9

West: 8th Street

5 L 76 0.0 0.258 5.7 LOS A 1.2 29.1 0.12 0.85 22.8

2 T 207 0.0 0.258 5.7 LOS A 1.2 29.1 0.12 0.26 25.1

12 R 1 0.0 0.258 5.7 LOS A 1.2 29.1 0.12 0.43 24.5

Approach 285 0.0 0.258 5.7 LOS A 1.2 29.1 0.12 0.42 24.4

All Vehicles 579 4.7 0.269 5.9 LOS A 1.2 29.1 0.17 0.42 24.3

Level of Service (LOS) Method: Delay & v/c (HCM 2010). Roundabout LOS Method: Same as Sign Control.Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movementLOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection).Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010).Roundabout Capacity Model: US HCM 2010.HCM Delay Model used. Geometric Delay not included.

Processed: Thursday, January 31, 2013 4:02:27 PMSIDRA INTERSECTION 5.1.13.2093

Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul_AM\2_8thSt@Driveway_Cumul_AM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE

MOVEMENT SUMMARY Site: 8th@6th

8th Street @ 6th AvenueCumul AM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh ft per veh mphSouth: 6th Avenue

3 L 7 2.0 0.045 5.4 LOS A 0.1 3.8 0.44 0.83 23.5

8 T 25 2.0 0.045 5.4 LOS A 0.1 3.8 0.44 0.49 25.1

18 R 1 2.0 0.045 5.4 LOS A 0.1 3.8 0.44 0.66 24.5

Approach 33 2.0 0.045 5.4 LOS A 0.1 3.8 0.44 0.57 24.7

South East: 8th Street

3X L 1 0.0 0.365 7.9 LOS A 1.5 42.7 0.17 1.01 21.9

8X T 209 25.0 0.365 7.9 LOS A 1.5 42.7 0.17 0.30 24.1

18X R 131 2.0 0.365 7.9 LOS A 1.5 42.7 0.17 0.30 24.1

Approach 341 16.1 0.365 7.9 LOS A 1.5 42.7 0.17 0.30 24.1

North: 6th Avenue

7 L 274 2.0 0.839 26.7 LOS D 10.6 273.4 0.89 1.08 17.1

4 T 379 2.0 0.839 26.7 LOS D 10.6 273.4 0.89 1.02 17.4

14 R 41 40.0 0.839 26.7 LOS D 10.6 273.4 0.89 1.05 17.3

Approach 694 4.3 0.839 26.7 LOS D 10.6 273.4 0.89 1.04 17.3

North West: 8th Street

7X L 7 1.0 0.413 12.7 LOS B 1.8 45.7 0.66 1.08 20.7

4X T 135 1.0 0.413 12.7 LOS B 1.8 45.7 0.66 0.80 22.0

14X R 94 2.0 0.413 12.7 LOS B 1.8 45.7 0.66 0.80 22.0

Approach 236 1.4 0.413 12.7 LOS B 1.8 45.7 0.66 0.81 21.9

All Vehicles 1305 6.8 0.839 18.7 LOS C 10.6 273.4 0.65 0.79 19.6




Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul_AM\3_8thSt@6thAve_Cumul_AM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE

MOVEMENT SUMMARY Site: 8thSt@Intergarrison

8th Street / 7th Avenue @ Intergarrison RoadCumul AM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 180 21.9 0.398 11.9 LOS B 1.5 42.0 0.57 0.87 20.8

18 R 60 0.0 0.398 11.9 LOS B 1.5 42.0 0.57 0.75 21.6

Approach 240 16.4 0.398 11.9 LOS B 1.5 42.0 0.57 0.84 21.0

East: Intergarrison Road

1 L 315 2.0 0.805 22.5 LOS C 9.9 250.8 0.84 0.96 18.0

6 T 400 2.0 0.805 22.5 LOS C 9.9 250.8 0.84 0.86 18.5

16 R 169 2.0 0.186 5.8 LOS A 0.7 18.2 0.34 0.42 25.1

Approach 885 2.0 0.805 19.3 LOS C 9.9 250.8 0.74 0.81 19.2


7X L 240 0.0 0.780 30.6 LOS D 5.9 147.7 0.86 1.21 16.2

14X R 175 0.0 0.780 30.6 LOS D 5.9 147.7 0.86 1.14 16.5

Approach 415 0.0 0.780 30.6 LOS D 5.9 147.7 0.86 1.18 16.3

West: Intergarrison Road

5 L 1 2.0 0.675 23.0 LOS C 4.1 104.6 0.79 1.16 17.9

2 T 231 2.0 0.675 23.0 LOS C 4.1 104.6 0.79 1.00 18.5

12 R 128 2.0 0.675 23.0 LOS C 4.1 104.6 0.79 1.04 18.4

Approach 360 2.0 0.675 23.0 LOS C 4.1 104.6 0.79 1.02 18.5





Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul_AM\4_8thSt@Intergarrison_Cumul_AM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE


8th Street @ DrivewayCumul PM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 1 0.0 0.004 4.5 LOS A 0.0 0.4 0.38 0.73 23.4

8 T 1 0.0 0.004 4.5 LOS A 0.0 0.4 0.38 0.37 25.5

18 R 1 0.0 0.004 4.5 LOS A 0.0 0.4 0.38 0.48 25.0

Approach 4 0.0 0.004 4.5 LOS A 0.0 0.4 0.38 0.53 24.6

East: 8th Street

1 L 1 0.0 0.153 4.6 LOS A 0.6 15.2 0.07 0.96 23.3

6 T 146 0.0 0.153 4.6 LOS A 0.6 15.2 0.07 0.27 25.7

16 R 24 1.0 0.153 4.6 LOS A 0.6 15.2 0.07 0.45 25.0

Approach 171 0.1 0.153 4.6 LOS A 0.6 15.2 0.07 0.30 25.6

North: Driveway

7 L 151 0.0 0.220 5.8 LOS A 0.9 22.6 0.31 0.68 22.7

4 T 1 0.0 0.220 5.8 LOS A 0.9 22.6 0.31 0.35 24.7

14 R 62 0.0 0.220 5.8 LOS A 0.9 22.6 0.31 0.46 24.2

Approach 214 0.0 0.220 5.8 LOS A 0.9 22.6 0.31 0.61 23.2

West: 8th Street

5 L 11 0.0 0.190 5.5 LOS A 0.8 19.0 0.30 0.90 23.1

2 T 172 0.0 0.190 5.5 LOS A 0.8 19.0 0.30 0.38 25.2

12 R 2 0.0 0.190 5.5 LOS A 0.8 19.0 0.30 0.52 24.7

Approach 185 0.0 0.190 5.5 LOS A 0.8 19.0 0.30 0.41 25.0





Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul_PM\2_8thSt@Driveway_Cumul_PM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE


8th Street @ 6th AvenueCumul PM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 18 1.0 0.173 7.0 LOS A 0.6 15.8 0.49 0.91 22.9

8 T 105 2.0 0.173 7.0 LOS A 0.6 15.8 0.49 0.59 24.4

18 R 1 0.0 0.173 7.0 LOS A 0.6 15.8 0.49 0.75 23.8

Approach 124 1.8 0.173 7.0 LOS A 0.6 15.8 0.49 0.63 24.2


3X L 1 0.0 0.575 11.6 LOS B 3.7 93.2 0.49 0.92 20.9

8X T 161 0.0 0.575 11.6 LOS B 3.7 93.2 0.49 0.49 22.5

18X R 388 2.0 0.575 11.6 LOS B 3.7 93.2 0.49 0.49 22.5

Approach 551 1.4 0.575 11.6 LOS B 3.7 93.2 0.49 0.49 22.5

North: 6th Avenue

7 L 129 2.0 0.178 5.6 LOS A 0.7 17.3 0.32 0.67 23.1

4 T 28 2.0 0.178 5.6 LOS A 0.7 17.3 0.32 0.37 24.8

14 R 7 2.0 0.178 5.6 LOS A 0.7 17.3 0.32 0.54 24.1

Approach 165 2.0 0.178 5.6 LOS A 0.7 17.3 0.32 0.62 23.4


7X L 26 2.0 0.336 7.3 LOS A 1.6 39.2 0.36 0.94 22.2

4X T 284 0.0 0.336 7.3 LOS A 1.6 39.2 0.36 0.42 24.3

14X R 13 0.0 0.336 7.3 LOS A 1.6 39.2 0.36 0.42 24.3

Approach 322 0.2 0.336 7.3 LOS A 1.6 39.2 0.36 0.46 24.1





Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul_PM\3_8thSt@6thAve_Cumul_PM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE


8th Street / 7th Avenue @ Intergarrison RoadCumul PM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 142 2.0 0.684 21.4 LOS C 4.6 115.7 0.79 1.09 18.2

18 R 268 2.0 0.684 21.4 LOS C 4.6 115.7 0.79 1.02 18.6

Approach 411 2.0 0.684 21.4 LOS C 4.6 115.7 0.79 1.05 18.4


1 L 126 2.0 0.328 7.4 LOS A 1.5 37.2 0.38 0.80 22.3

6 T 178 2.0 0.328 7.4 LOS A 1.5 37.2 0.38 0.42 24.1

16 R 373 2.0 0.399 8.4 LOS A 1.9 49.4 0.40 0.45 23.8

Approach 676 2.0 0.399 7.9 LOS A 1.9 49.4 0.39 0.51 23.6


7X L 308 0.0 0.550 12.4 LOS B 3.4 85.6 0.62 0.87 20.7

14X R 142 0.0 0.550 12.4 LOS B 3.4 85.6 0.62 0.75 21.5

Approach 451 0.0 0.550 12.4 LOS B 3.4 85.6 0.62 0.83 20.9


5 L 35 2.0 0.452 12.0 LOS B 2.2 55.1 0.63 1.06 20.8

2 T 264 2.0 0.452 12.0 LOS B 2.2 55.1 0.63 0.77 22.2

12 R 4 2.0 0.452 12.0 LOS B 2.2 55.1 0.63 0.84 22.0

Approach 302 2.0 0.452 12.0 LOS B 2.2 55.1 0.63 0.80 22.0

All Vehicles 1840 1.5 0.684 12.7 LOS B 4.6 115.7 0.58 0.76 21.3




Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul_PM\4_8thSt@Intergarrison_Cumul_PM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE

HCM Unsignalized Intersection Capacity Analysis Cumul + Proj AM2: 8th Street & 5th Avenue 2/6/2013

Promontory at CSUMB 1/8/2013 Cumul + Proj AM Synchro 8 ReportPage 1





8th Street @ DrivewayCumul + Proj AM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 12 0.0 0.091 5.2 LOS A 0.3 8.0 0.39 0.78 23.1

8 T 1 0.0 0.091 5.2 LOS A 0.3 8.0 0.39 0.44 25.1

18 R 62 0.0 0.091 5.2 LOS A 0.3 8.0 0.39 0.54 24.6

Approach 75 0.0 0.091 5.2 LOS A 0.3 8.0 0.39 0.58 24.4

East: 8th Street

1 L 7 0.0 0.277 6.6 LOS A 1.1 29.8 0.24 0.79 22.6

6 T 74 9.0 0.277 6.6 LOS A 1.1 29.8 0.24 0.32 24.5

16 R 182 9.0 0.277 6.6 LOS A 1.1 29.8 0.24 0.45 24.0

Approach 264 8.8 0.277 6.6 LOS A 1.1 29.8 0.24 0.43 24.1

North: Driveway

7 L 22 2.0 0.036 4.3 LOS A 0.1 3.1 0.20 0.66 23.3

4 T 1 0.0 0.036 4.3 LOS A 0.1 3.1 0.20 0.27 25.6

14 R 9 40.0 0.036 4.3 LOS A 0.1 3.1 0.20 0.39 25.0

Approach 33 12.8 0.036 4.3 LOS A 0.1 3.1 0.20 0.57 23.9

West: 8th Street

5 L 76 0.0 0.260 5.7 LOS A 1.2 29.2 0.13 0.84 22.8

2 T 207 0.0 0.260 5.7 LOS A 1.2 29.2 0.13 0.27 25.0

12 R 1 0.0 0.260 5.7 LOS A 1.2 29.2 0.13 0.43 24.4

Approach 285 0.0 0.260 5.7 LOS A 1.2 29.2 0.13 0.42 24.4





Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul+Proj_AM\2_8thSt@Driveway_Cumul+Proj_AM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE


8th Street @ 6th AvenueCumul + Proj AM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 13 2.0 0.054 5.6 LOS A 0.2 4.5 0.45 0.82 23.4

8 T 25 2.0 0.054 5.6 LOS A 0.2 4.5 0.45 0.50 25.0

18 R 1 2.0 0.054 5.6 LOS A 0.2 4.5 0.45 0.66 24.3

Approach 39 2.0 0.054 5.6 LOS A 0.2 4.5 0.45 0.61 24.4


3X L 1 0.0 0.370 8.0 LOS A 1.5 43.3 0.19 1.00 21.9

8X T 211 25.0 0.370 8.0 LOS A 1.5 43.3 0.19 0.31 24.0

18X R 131 2.0 0.370 8.0 LOS A 1.5 43.3 0.19 0.31 24.0

Approach 342 16.1 0.370 8.0 LOS A 1.5 43.3 0.19 0.31 24.0

North: 6th Avenue

7 L 274 2.0 0.845 27.5 LOS D 10.8 279.8 0.90 1.10 16.9

4 T 379 2.0 0.845 27.5 LOS D 10.8 279.8 0.90 1.05 17.2

14 R 41 40.0 0.845 27.5 LOS D 10.8 279.8 0.90 1.08 17.1

Approach 694 4.3 0.845 27.5 LOS D 10.8 279.8 0.90 1.07 17.1


7X L 11 1.0 0.523 15.6 LOS C 2.6 66.9 0.71 1.11 19.8

4X T 142 1.0 0.523 15.6 LOS C 2.6 66.9 0.71 0.87 20.9

14X R 146 2.0 0.523 15.6 LOS C 2.6 66.9 0.71 0.87 20.9

Approach 299 1.5 0.523 15.6 LOS C 2.6 66.9 0.71 0.88 20.9





Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul+Proj_AM\3_8thSt@6thAve_Cumul+Proj_AM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE


8th Street / 7th Avenue @ Intergarrison RoadCumul + Proj AM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 180 21.9 0.400 11.9 LOS B 1.5 42.3 0.57 0.87 20.8

18 R 60 0.0 0.400 11.9 LOS B 1.5 42.3 0.57 0.76 21.6

Approach 240 16.4 0.400 11.9 LOS B 1.5 42.3 0.57 0.84 21.0


1 L 315 2.0 0.805 22.5 LOS C 9.9 250.8 0.84 0.96 18.0

6 T 400 2.0 0.805 22.5 LOS C 9.9 250.8 0.84 0.86 18.5

16 R 171 2.0 0.188 5.8 LOS A 0.7 18.3 0.34 0.42 25.0

Approach 886 2.0 0.805 19.2 LOS C 9.9 250.8 0.74 0.81 19.2


7X L 244 0.0 0.793 31.8 LOS D 6.2 154.9 0.87 1.23 15.9

14X R 179 0.0 0.793 31.8 LOS D 6.2 154.9 0.87 1.16 16.2

Approach 422 0.0 0.793 31.8 LOS D 6.2 154.9 0.87 1.20 16.0


5 L 1 2.0 0.680 23.4 LOS C 4.2 105.7 0.79 1.17 17.8

2 T 231 2.0 0.680 23.4 LOS C 4.2 105.7 0.79 1.01 18.4

12 R 128 2.0 0.680 23.4 LOS C 4.2 105.7 0.79 1.05 18.3

Approach 360 2.0 0.680 23.4 LOS C 4.2 105.7 0.79 1.02 18.4





Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul+Proj_AM\4_8thSt@Intergarrison_Cumul+Proj_AM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE

HCM Unsignalized Intersection Capacity Analysis Cumul + Proj PM2: 8th Street & 5th Avenue 2/6/2013

Promontory at CSUMB 1/8/2013 Cumul + Proj PM Synchro 8 ReportPage 1





8th Street @ DrivewayCumul + Proj PM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 12 0.0 0.094 5.4 LOS A 0.3 8.3 0.41 0.79 23.1

8 T 1 0.0 0.094 5.4 LOS A 0.3 8.3 0.41 0.46 25.0

18 R 64 0.0 0.094 5.4 LOS A 0.3 8.3 0.41 0.56 24.5

Approach 76 0.0 0.094 5.4 LOS A 0.3 8.3 0.41 0.60 24.3

East: 8th Street

1 L 65 0.0 0.212 5.2 LOS A 0.9 22.5 0.11 0.83 23.0

6 T 146 0.0 0.212 5.2 LOS A 0.9 22.5 0.11 0.26 25.3

16 R 24 1.0 0.212 5.2 LOS A 0.9 22.5 0.11 0.42 24.7

Approach 234 0.1 0.212 5.2 LOS A 0.9 22.5 0.11 0.43 24.5

North: Driveway

7 L 151 0.0 0.237 6.4 LOS A 1.0 24.2 0.38 0.72 22.5

4 T 1 0.0 0.237 6.4 LOS A 1.0 24.2 0.38 0.42 24.4

14 R 62 0.0 0.237 6.4 LOS A 1.0 24.2 0.38 0.52 23.9

Approach 214 0.0 0.237 6.4 LOS A 1.0 24.2 0.38 0.66 22.9

West: 8th Street

5 L 11 0.0 0.215 6.1 LOS A 0.9 21.5 0.37 0.91 22.9

2 T 172 0.0 0.215 6.1 LOS A 0.9 21.5 0.37 0.44 24.9

12 R 13 0.0 0.215 6.1 LOS A 0.9 21.5 0.37 0.57 24.4

Approach 195 0.0 0.215 6.1 LOS A 0.9 21.5 0.37 0.47 24.7





Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul+Proj_PM\2_8thSt@Driveway_Cumul+Proj_PM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE


8th Street @ 6th AvenueCumul + Proj PM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 71 1.0 0.249 8.0 LOS A 0.9 24.0 0.52 0.89 22.4

8 T 105 2.0 0.249 8.0 LOS A 0.9 24.0 0.52 0.62 23.7

18 R 1 0.0 0.249 8.0 LOS A 0.9 24.0 0.52 0.76 23.2

Approach 176 1.6 0.249 8.0 LOS A 0.9 24.0 0.52 0.73 23.2


3X L 1 0.0 0.617 13.3 LOS B 4.4 112.0 0.59 0.96 20.5

8X T 169 0.0 0.617 13.3 LOS B 4.4 112.0 0.59 0.61 21.8

18X R 388 2.0 0.617 13.3 LOS B 4.4 112.0 0.59 0.61 21.8

Approach 559 1.4 0.617 13.3 LOS B 4.4 112.0 0.59 0.61 21.8

North: 6th Avenue

7 L 129 2.0 0.193 6.1 LOS A 0.7 18.8 0.38 0.71 22.9

4 T 28 2.0 0.193 6.1 LOS A 0.7 18.8 0.38 0.43 24.5

14 R 11 2.0 0.193 6.1 LOS A 0.7 18.8 0.38 0.58 23.9

Approach 168 2.0 0.193 6.1 LOS A 0.7 18.8 0.38 0.65 23.2


7X L 29 2.0 0.402 8.3 LOS A 2.0 50.9 0.40 0.93 21.9

4X T 291 0.0 0.402 8.3 LOS A 2.0 50.9 0.40 0.44 23.8

14X R 66 0.0 0.402 8.3 LOS A 2.0 50.9 0.40 0.44 23.8

Approach 386 0.2 0.402 8.3 LOS A 2.0 50.9 0.40 0.48 23.7





Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul+Proj_PM\3_8thSt@6thAve_Cumul+Proj_PM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE


8th Street / 7th Avenue @ Intergarrison RoadCumul + Proj PM Peak Hour1/31/2013Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3 L 146 2.0 0.692 21.9 LOS C 4.7 118.6 0.80 1.10 18.1

18 R 268 2.0 0.692 21.9 LOS C 4.7 118.6 0.80 1.03 18.4

Approach 414 2.0 0.692 21.9 LOS C 4.7 118.6 0.80 1.05 18.3


1 L 126 2.0 0.330 7.5 LOS A 1.5 37.4 0.38 0.80 22.3

6 T 178 2.0 0.330 7.5 LOS A 1.5 37.4 0.38 0.43 24.0

16 R 378 2.0 0.405 8.5 LOS A 2.0 50.5 0.41 0.46 23.8

Approach 681 2.0 0.405 8.0 LOS A 2.0 50.5 0.40 0.51 23.5


7X L 312 0.0 0.559 12.6 LOS B 3.5 88.5 0.63 0.88 20.6

14X R 146 0.0 0.559 12.6 LOS B 3.5 88.5 0.63 0.76 21.4

Approach 458 0.0 0.559 12.6 LOS B 3.5 88.5 0.63 0.84 20.8


5 L 35 2.0 0.455 12.1 LOS B 2.2 55.6 0.63 1.06 20.8

2 T 264 2.0 0.455 12.1 LOS B 2.2 55.6 0.63 0.77 22.2

12 R 4 2.0 0.455 12.1 LOS B 2.2 55.6 0.63 0.85 21.9

Approach 302 2.0 0.455 12.1 LOS B 2.2 55.6 0.63 0.81 22.0





Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul+Proj_PM\4_8thSt@Intergarrison_Cumul+Proj_PM.sip8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE

Appendix D

Trip Generation Information

Traffic Impact Study - Proposed 200 Bed Dorm

State University College at Oneonta

- 9 -

Edition and rates derived from traffic data collected by Delta at a similar site (Empire Commons)

as part of their University Place Pedestrian and Traffic Study conducted for DASNY.

There are no corresponding Land Use Codes in ITE for Dormitories or Halls of residence.

However, Trip generation estimates for the proposed project were prepared utilizing data found

under Land Use Code 223 (Mid-Rise Apartments) within the Institute of Transportation

Engineers’ (ITE) publication, Trip Generation, Eighth Edition and actual trip generation data

from a similar development at SUNY Albany. The SUNY Albany Empire Commons traffic data

was collected as part of the University Place Traffic Study prepared by Delta Engineers for

DASNY in February 2010. Empire Commons is comprised of similar style apartment campus

housing units situated on the edge of campus with vehicular access both from a campus road and

a City street and is in close walking distance to Campus destinations.

The following Table is a comparison of the projected trip generation estimated from ITE and

calculated rates from the Empire Commons data. Appendix B contains the trip generation

worksheets.

Table 2: Trip Generation Estimate

Land Use AM Peak Hour PM Peak Hour

Enter Exit Total Enter Exit Total Trip generation rates (trips/bed) from Empire Commons data

- - - 0.10 0.12 0.22

200 bed Hall of residence (based on Empire Commons data)a

- - - 20 24 44

200 Mid-Rise Apartment units (ITE)b

21 48 69 49 36 85

75% of ITE trips 16 36 52 37 27 64

a – Rates obtained from traffic data collected at Empire Commons b – Data obtained from ITE – Land Use Code 223 (Mid-Rise apartments)

As can be seen from Table 2 above, the trip generation estimated from traffic counts conducted

at an existing similar site with similar use at SUNY Albany is significantly lower that the trip

05. Appendix J -- Traffic Analysis_201307091620041967

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Transcript of 05. Appendix J -- Traffic Analysis_201307091620041967