Appendix J

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
TABLE OF CONTENTS
1
EXECUTIVE SUMMARY ........................................................................................................ 1
INTRODUCTION ................................................................................................................... 3
2.1
2.2
2.3
2.4
2.5
Background ............................................................................................................. 3
Scope of Work ........................................................................................................ 3
Traffic Operation Evaluation Methodologies and Level of Service Standards ...... 5
LOS Standards ........................................................................................................ 6
Standards of Significance Criteria .......................................................................... 6
EXISTING TRAFFIC CONDITIONS ......................................................................................... 7

3.1
3.2
3.3
3.4
3.5
3.6
Existing Traffic Network ........................................................................................ 7

Transit ................................................................................................................... 10
Pedestrian Facilities .............................................................................................. 10
Bicycle Facilities ................................................................................................... 10
Existing Traffic Data............................................................................................. 11
Existing Traffic Conditions Intersection Operations ............................................ 11
EXISTING PLUS PROJECT CONDITIONS............................................................................ 13

4.1
4.2
4.3
4.3.1
Project Trip Generation......................................................................................... 13

Project Trip Distribution and Assignment ............................................................ 13
Existing plus Project Conditions Analysis............................................................ 16
Existing plus Project Conditions Intersection Operations ....................................16
CUMULATIVE WITHOUT PROJECT CONDITIONS ............................................................... 18

5.1
5.2
5.2.1
Cumulative Volumes ............................................................................................ 18

Cumulative without Project Analysis ................................................................... 22
Cumulative without Project Conditions Intersection Operations..........................22
CUMULATIVE WITH PROJECT TRAFFIC CONDITIONS ....................................................... 24

6.1
6.2
6.2.1
PROJECT ACCESS AND ON-SITE CIRCULATION ............................................................... 28

7.1
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Cumulative Projects Trip Generation ................................................................... 24

Cumulative with Project Analysis ........................................................................ 24
Cumulative with Project Conditions Intersection Operations ...............................24
Project Access and On-Site Circulation ................................................................ 28
TRAFFIC IMPACT FEES...................................................................................................... 29
Page i
LIST OF EXHIBIT
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Project Study Area

Existing Conditions Lane Configuration
Existing Conditions Traffic Volumes
Existing Conditions Trip Distribution
Existing Conditions Trip Assignment
Existing Conditions Plus Project Traffic Volumes
Cumulative Conditions without Project Traffic Volumes
Cumulative Conditions Trip Distribution
Cumulative Conditions Trip Assignment
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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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.
2.
3.
4.
Imjin Road and 8th Street

8th Street and 5th Avenue
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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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.
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.
2.
3.
4.
Imjin Road / Project Driveway and 8th Street

8th Street - 7th Avenue and Inter-Garrison Road
Analysis Conditions
The study analyzed traffic conditions, under the following development scenarios:
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Existing plus Project Conditions
Cumulative Conditions without the Project
Cumulative Conditions with the Project
Page 3
Marina City Boundary

Project Study Area
Project Study Intersection
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
PK
2ND AVE
JIN
IMJIN RD
8TH
ST
5TH AVE
3
H
8T
4TH AVE
ST
INTER-GARRISON RD
7TH AVE
6TH AVE
DIVARTY ST
GEN
ERA
L JIM
MOO
R
E BL
VD
LIGHTFIGHTER DR
North
THE PROMONTORY AT CSUMB
Exhibit 1: Project Study Area
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
Intersections operating at LOS A contain no congestion. The

intersection operates with very little delay.
0 10
Intersections operating at LOS B contain very little

congestion. The intersection operates with minimal delay.
>10 15
Intersections operating at LOS C contain little congestion.

The intersection operates with some delay.
>15 25
Intersections operating at LOS D contain some congestion.

The intersection operates with longer delays.
>25 35
Intersections operating at LOS E border on being congested.
>35 50
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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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 allway 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
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 allway, 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.
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Project Study Area
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
PK
2ND AVE
JIN
IMJIN RD
8TH
ST
3
H
8T
5TH AVE
4TH AVE
ST
INTER-GARRISON RD
DIVARTY ST
7TH AVE
6TH AVE
GEN
ERA
L JIM
MOO
RE B
LVD
LIGHTFIGHTER DR
IMJIN RD & 8TH ST
8TH ST & 5TH AVE
8TH ST / 7TH AVE &

INTER-GARRISON RD
8TH ST & 6TH AVE
8T
8T
5T
ST
E
AV
ST
IMJIN RD
8TH ST
INTER-GARRISON RD
4
North
7TH AVE
6TH AVE
5TH AVE
DRIVEWAY
8TH ST
Exhibit 2: Existing Conditions Lane Configuration
3.2
Transit
Two public transit services are provided within close proximity to the project study area, MontereySalinas Transit (MST), Lines 16, 25, 26 and 74, and CSUMBs 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
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
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
1. Imjin Rd / 8th St
2. 8th St and 5th
Ave
3. 8th St and 6th
Ave
4.Inter-Garrison Rd
and 8th St
Intersection
LOS
Control
Movement
Threshold
Type
All-way
Two-way
Overall
SB (Worst
Approach)
Overall
AM
Delay
LOS
(sec)
PM
Delay
LOS
(sec)
12.3
8.2
9.2
8.9
8.0
4.7
All-way
Overall
10.9
8.5
All-way
Overall
32.7
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.
.
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Project Study Area
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
PK
2ND AVE
JIN
IMJIN RD
3
H
8T
5TH AVE
4TH AVE
ST
INTER-GARRISON RD
DIVARTY ST
7TH AVE
6TH AVE
GEN
ERA
L JIM
MOO
RE B
LVD
LIGHTFIGHTER DR
8TH ST & 6TH AVE
0 (28)
13 (316)
6 (3)
3 (6)
16 (28)
8 (173)
1
0 6 (5
(0 6
) )
7TH AVE
6TH AVE
43 (156)
2 (0)
5 (6)
3 (5)
5TH AVE
0 (0)
0 (1)
0 (2)
DRIVEWAY
0 (0)
331 (282)
193 (66)
INTER-GARRISON RD
8TH ST
North
8TH ST / 7TH AVE &

INTER-GARRISON RD
ST
H
8T 7)
1
0 ( 7)
0 ( 15)
(
90
13 (29)
3 (1)
9)
ST
(3 8)
H
88 1 (7
31
8T
E
AV
46 (182)
11 (30)
0 (0)
1)
(2 )
77 4 (0
2 (0)
78 (16)
0 (1)
8TH ST
8TH ST & 5TH AVE

5T
IMJIN RD
5 (2)
0 (2)
314 (96)
IMJIN RD & 8TH ST
Exhibit 3: Existing Conditions Traffic Volumes
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
Beds
Student Housing
4.2
Beds
Beds
Period
Daily
AM
PM
Trip Generation
Total In Out
1504 0.5 0.5
70
0.1 0.9
128 0.5 0.5
Project Trip Distribution and Assignment

The existing condition project vehicle trip distribution and assignment are included in Exhibits 4
and 5.
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Project Study Area
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
PK
2ND AVE
JIN
IMJIN RD
5%
5%
8T
5TH AVE
4TH AVE
ST
10%
80%
INTER-GARRISON RD
DIVARTY ST
70%
7TH AVE
5%
6TH AVE
10%
5%
GEN
ERA
L JIM
MOO
RE B
LVD
LIGHTFIGHTER DR
North
Exhibit 4: Existing Conditions Trip Distribution

Project Study Area
#
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
PK
2ND AVE
JIN
IMJIN RD
3
H
8T
5TH AVE
4TH AVE
ST
INTER-GARRISON RD
DIVARTY ST
7TH AVE
6TH AVE
GEN
ERA
L JIM
MOO
R
E BL
VD
LIGHTFIGHTER DR
ST
H
8T (3)
3 3)
3 ( (0)
0
H
ST
6)
6 ( 51)
(
51
INTER-GARRISON RD
6TH AVE
7 (52)
0 (0)
0 (0)
0 (0)
5TH AVE
3 (3)
3 (3)
57 (58)
DRIVEWAY
8TH ST
North
0 (3)
0 (0)
0 (0)
0
0 (6)
(0
)
0 (0)
0 (0)
0 (0)
7TH AVE
E
AV
3 (3)
0 (0)
8TH ST / 7TH AVE &

INTER-GARRISON RD
0 (0)
0 (3)
0 (0)
8TH ST & 6TH AVE

8T
0 (0)
0 (0)
0 (3)
0 (0)
0 (0)
7 (58)
)
(3
0 (0)
0
8TH ST
8TH ST & 5TH AVE

5T
IMJIN RD
0 (0)
0 (3)
0(0)
IMJIN RD & 8TH ST
Exhibit 5: Existing Conditions Trip Assignment
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
LOS
Intersection
Control
Movement
Threshold
Type
1. Imjin Rd /
8th St
2. 8th St and
5th Ave
3. 8th St and
6th Ave
4.InterGarrison Rd
and 8th St
All-way
Existing Conditions plus

Project
AM
PM
AM
PM
Delay
Delay
Delay
Delay
LOS
LOS
LOS
LOS
(sec)
(sec)
(sec)
(sec)
Overall
12.3
8.2
12.9
8.5
SB (Worst
Approach)
9.2
8.9
9.3
8.9
Overall
Two-way
8.0
4.7
8.1
4.7
All-way
Overall
10.9
8.5
11.9
9.4
All-way
Overall
32.7
30.1
33.8
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.
.
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Project Study Area
#
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
PK
2ND AVE
JIN
IMJIN RD
8TH
ST
3
H
8T
5TH AVE
4TH AVE
ST
INTER-GARRISON RD
DIVARTY ST
7TH AVE
6TH AVE
GEN
ERA
L JIM
MOO
R
E BL
VD
LIGHTFIGHTER DR
0 (28)
13 (316)
6 (3)
3 (6)
16 (31)
8 (173)
1
0 6 (6
(0 2
) )
7TH AVE
6TH AVE
50 (208)
2 (0)
5 (6)
3 (5)
5TH AVE
3 (3)
3 (4)
57 (60)
DRIVEWAY
0 (3)
331 (282)
193 (66)
INTER-GARRISON RD
8TH ST
North
8TH ST / 7TH AVE &

INTER-GARRISON RD
ST
H )
8T (20 )
3 11 )
3 ( (15
90
16 (32)
3 (1)
6)
ST
(4 9)
H
94 (12
2
36
4)
(2 )
77 4 (0
46 (182)
11 (30)
7 (58)
8TH ST & 6TH AVE

8T
E
AV
2 (0)
78 (16)
0 (4)
8TH ST
8TH ST & 5TH AVE

5T
IMJIN RD
5 (2)
0 (5)
314 (96)
IMJIN RD & 8TH ST
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
KSF
Office Park (750)
133164
2/6/2013
KSF
KSF
Period
Daily
AM
PM
Trip Generation
Total In Out
2233 0.50 0.50
364 0.89 0.11
309 0.14 0.86
Page 18
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.
northern approach.
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
2/6/2013
Page 19
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 InterGarrison 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.
133164
2/6/2013
Page 20

Project Study Area
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
PK
2ND AVE
JIN
IMJIN RD
ST
IMJIN
8TH
PKW
3
H
8T
5TH AVE
4TH AVE
ST
INTER-GARRISON RD
DIVARTY ST
7TH AVE
6TH AVE
GEN
ERA
L JIM
MOO
R
E BL
VD
LIGHTFIGHTER DR
7TH AVE
0 (30)
196 (224)
109 (3)
19 (10)
134 (111)
51 (228)
35 (6)
322 (24)
233 (110)
6TH AVE
6 (15)
21 (89)
1 (0)
0 (0)
0 (0)
0 (0)
DRIVEWAY
ST
H
8T
2)
26 7)
4 ( (5 4)
20 144 5 (6
North
144 (317)
340 (151)
268 (107)
INTER-GARRISON RD
8TH ST
)
30 )
(3 7
1 13
11 8 (
17 (0)
0
1 (7)
12 (7)
53 (131)
12 (40)
8TH ST / 7TH AVE &

INTER-GARRISON RD
8TH ST & 6TH AVE

)
ST
22
H
6 ( 41) )
8T
2 1
5 ( (1
11 80
E
AV
H
)
5T
39
(1 (7)
19
155 (20)
63 (124)
0 (0)
8TH ST
65 (9)
176 (146)
0 (2)
8TH ST & 5TH AVE

21
8 (53)
0 (0)
19 (128)
8TH ST & DRIVEWAY
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
1. Project Driveway
/ 8th St
All-way
Two-way
2. 8th St and 5th

Ave
3. 8th St and 6th
Ave
4.Inter-Garrison Rd
and 8th St
LOS
Movement
Threshold
Overall
SB (Worst
Approach)
Overall
AM
Delay
LOS
(sec)
PM
Delay
LOS
(sec)
9.0
9.2
10.3
10.3
7.8
4.7
All-way
Overall
64.3
18.0
All-way
Overall
252.5
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
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Page 22
Table 7: Cumulative without Project Conditions Improved Intersection Operations

Intersection
Intersection
Control Type
1. Project Driveway
/ 8th St
Roundabout
Two-way
2. 8th St and 5th

Ave
3. 8th St and 6th
Ave
4.Inter-Garrison Rd
and 8th St
LOS
Movement
Threshold
Overall
SB (Worst
Approach)
Overall
AM
Delay
LOS
(sec)
PM
Delay
LOS
(sec)
5.9
5.4
10.3
10.3
7.8
4.7
Roundabout
Overall
18.7
9.1
Roundabout
Overall
21.5
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
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Page 23
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 plus Project
Conditions
PM
AM
PM
Delay
Delay
Delay
LOS
LOS
LOS
(sec)
(sec)
(sec)

Intersection
Intersection
Control Type
1. Project
Driveway /
8th St
Roundabout
Overall
2. 8th St and
5th Ave
Two-way
SB (Worst
Approach)
Overall
3. 8th St and
6th Ave
4.InterGarrison Rd
and 8th St
LOS
Movement
Threshold
AM
Delay
LOS
(sec)
A
5.9
5.4
6.0
5.8
10.3
10.3
10.4
10.5
7.8
4.7
7.6
4.6
Roundabout
Overall
18.7
9.1
19.4
10.1
Roundabout
Overall
21.5
12.7
21.9
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.
133164
2/6/2013
Page 24

Project Study Area
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
JIN
PK
2ND AVE
9TH ST
IMJIN RD
5%
IMJIN
AVE
5TH
8TH ST
Y
P KW
10%
5%
H
8T
4TH AVE
ST
10%
70%
INTER-GARRISON RD
7TH AVE
6TH AVE
DIVARTY ST
5%
5%
GEN
ERA
L JIM
MOO
RE B
LVD
LIGHTFIGHTER DR
North
Exhibit 8: Cumulative Conditions Trip Distribution

Project Study Area
#
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
PK
2ND AVE
JIN
IMJIN RD
ST
IMJIN
8TH
PKW
3
H
8T
5TH AVE
4TH AVE
ST
INTER-GARRISON RD
DIVARTY ST
7TH AVE
6TH AVE
GEN
ERA
L JIM
MOO
R
E BL
VD
LIGHTFIGHTER DR
0 (0)
0 (3)
0 (0)
0 (0)
0 (0)
0 (0)
7TH AVE
9 (10)
0 (0)
53 (54)
0 (3)
0 (0)
0 (0)
)
(0
0 (7)
1 (0)
0
DRIVEWAY
1 (4)
0 (0)
0 (0)
INTER-GARRISON RD
8TH ST
5 (45)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
ST
3 (3)
7 (7)
8TH ST / 7TH AVE &

INTER-GARRISON RD
ST
H
8T (3)
3 3)
3 ( (0)
0
North
8T
0 (0)
1 (6)
8TH ST & 6TH AVE
3)
3 ( 6)
6 ( 45)
(
44
E
AV
)
H
(3
0 (0)
0
5T
0 (0)
0 (0)
6 (55)
8TH ST
0 (0)
0 (0)
1 (9)
8TH ST & 5TH AVE
6TH AVE
8TH ST & DRIVEWAY
Exhibit 9: Cumulative Conditions Trip Assignment

Project Study Area
CAL
IFO
R
NIA
AVE
HIG
HW
AY
1
IM
PK
2ND AVE
JIN
IMJIN RD
ST
IMJIN
8TH
PKW
3
H
8T
5TH AVE
4TH AVE
ST
INTER-GARRISON RD
DIVARTY ST
7TH AVE
6TH AVE
GEN
ERA
L JIM
MOO
R
E BL
VD
LIGHTFIGHTER DR
7TH AVE
0 (30)
196 (224)
109 (3)
19 (10)
134 (114)
51 (228)
35 (9)
322 (24)
233 (110)
6TH AVE
11 (60)
21 (89)
1 (0)
10 (10)
0 (0)
53 (54)
DRIVEWAY
ST
H
8T
5)
26 0)
7 ( (6 4)
20 147 5 (6
North
145 (321)
340 (151)
268 (107)
INTER-GARRISON RD
8TH ST
)
30 )
(3 4
1 14
11 9 (
17 (0)
0
1 (7)
13 (13)
56 (134)
19 (47)
8TH ST / 7TH AVE &

INTER-GARRISON RD
8TH ST & 6TH AVE

)
ST
25
H
9 ( 47) )
8T
2 6
1 ( (5
12 124
E
AV
H
)
5T
42
(1 (7)
19
155 (20)
63 (124)
6 (55)
8TH ST
65 (9)
176 (146)
1 (11)
8TH ST & 5TH AVE

21
8 (53)
0 (0)
19 (128)
8TH ST & DRIVEWAY
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.
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
2/6/2013
Page 28
TRAFFIC IMPACT FEES

The project will pay appropriate FORA and City of Marina traffic impact fees.
133164
2/6/2013
Page 29
Appendix A
Proposed Project Site Plan
Appendix B
Background Materials
MST RIDES
CSUMB.EDU/trip
831-582-4262
MST.ORG
1-888-MST-BUS1
1-888-678-2871
MSTs regular fixed route buses are fully

accessible and equipped with a wheelchair lift. If you believe you are unable to
use MSTs regular buses due to your
disability, you may be eligible for the
MST RIDES ADA program. To request a
program application, call 1-888-MSTBUS1 or visit www.mst.org.
Persons eligible for the MST RIDES

program can ride FREE by showing a
valid CSUMB ID Card. MST RIDES
ADA program is for persons who have a
disability that prevents them from using
MST's regular fixed route bus service.
ADA Paratransit Program
Line 25 will use different bus

types from Aug 22 Sep 2
Note:
East Campus housing connect
to campus via Line 25 or 16
Main Campus shuttle every 8 minutes

Late night weekend service
FREE Unlimited Transit
NEW SERVICES!
Look for the new CSUMB/MST Riders Guide in Sept.
Aug 19 - Sep 16, 2011
CSUMB
Shuttle and Public
Transit Services
Mon Fri, 7 a.m. 7 p.m.
Line 25 Salinas Marina
Line 16 Marina Monterey
Note: Line 25 will use different bus types Aug 22 Sept 2, 2011.
Marina P
lanning B
oundary
as R
an
th
Regional
Reservoir
Reserve
dary
Boun
PF-O
PF-C
Ma
te
Blv
PF-E(P)
PF-O
PF-C
PF-C
Re
ser
PF-E
PF-E
PF-E
Go
rina
on
lM
PF-E
De
State Hig
Grow
PF-E(P)
PF-E(P)
PF-O
iver
Regional Waste
Management Facilities
Urb
hway 1
Monterey Bay
Salin
Mu
lvd
nic
ipa
ion
R
PF-E(P) d
lA
irpo
rt
MPC
PF-O
PF-O
PF-O
PF-O
Bla
Second Ave
PF-E
PF-O
nco
Rd
PF-E
vat
lf B
PF-O
PF-O
PF-O
PF-O
PF-O PF-O
CSUMB PF-E
PF-O PF-E
kway
jin Par
PF-E(P)
Im
Inter-Garrison Rd
Figure 2.2. Land Use Plan

Urban Growth Boundary
Planning Area Boundary

Parks and Open Space
Habitat Reserve &
Other Open Space
Parks & Recreation
Agriculture
Golf Course
Residential
Single Family Residential

(average density 5 dwelling
units/acre)
Marina Heights Residential
(average density 5.5 to 6.5
dwelling units per acre)
Village Homes
(average density
8 dwelling units/acre)
Multi-family Residential
(15-35 dwelling units/acre)
CITY OF MARINA GENERAL PLAN
Roads
Commercial
Industrial
Light Industrial/
Service Commercial
Multiple Use
Office/Research
Public Facilities
Retail/Service
E Education
E(P) Education (Proposed)
Visitor-Serving
C Civic
O Other Public Facilities
0.5
1.5
2 Miles
City of Marina
M
Pedestrian and Bicycle Master Plan

Proposed Bikeways
Class I - Bicycle Paths
To Castroville
Class II - Bicycle Lanes
Existing Bikeways
Class I - Bicycle Paths
Class II - Bicycle Lanes

Class III - Bicycle Routes
O C E
Monterey Bay Coastal Bike Path - Class I

(County/Caltrans Designated Bikeway)
Area Designation
^
_
Public Services and Facilities

Neighborhood
Shopping Center
School Site
Employment Center
P A
C I
F I
C
0.5
1 Miles
Library
in
B
it y
ary
^
_
aC
rin
Ma
d
oun
Mar
Marin
ina St
a Stat
ate B e
e B ea
ach
ch
Station
V
U
R i ver
See Supplemental Map 4-2(a)
Marina
De
lM
on
te
"
Ca
rd
oz
Bl
vd
aA
ve
Base map source: City of Marina, 2009. Map images

copyright 2009 ESRI and its licensors. All rights
reserved. Used by permission.
Transit Exchange
ve
^
_
^
_
r mePost Office
lA
See Supplemental Map 4-2(c)
Ma
rin
a
Air Mun
po icip
rt
al
Re
se
rva
tio
nR
d
Ca
lifo
rn
ia A
ve
City Hall
To CSUMB East
Campus Housing
"
Preston
UCMBEST
Knolls
Park
Marina
General Jim Moore Blvd
Rd
jin
m
I
See Supplemental Map 4-2(e)
M O N T E R E Y
"
2nd Ave
"
To Seaside
See Supplemental Map 4-2(d)
Park
St
^
_
Abrams
Heights
The
To
CSUMB Dunes
CSUMB
"
Im
jin
Pk
y
th
12
For
Fort
t Or d
Or d
Dun
Dune
es S
s Sta
tate
te Pa
Park
rk
Cypress
Bla
nc
oR
d
Police/Fire C a
C O
See Supplemental Map 4-2(f)
Inter-Garrison Rd
To CSUMB East
Campus Housing
rincon
Figure 4-2: Existing and Proposed Bicycle Facilities
City of Marina
M
Pedestrian and Bicycle Master Plan

Pedestrian Network *
Existing Facility
To Castroville
A N
Proposed Facility
Monterey Bay Coastal Bike Path - Class I
(County/Caltrans Designated Bikeway)
Area Designation
^
_
Public Services and Facilities
O C E
Neighborhood
Shopping Center
School Site
Employment Center
0.5
1 Miles
*Depicts collector and arterial level streets only.
See Supplemental Map 4-2(a)
Library
s
a
in
B
it y
ary
^
_
aC
rin
Ma
d
o un
Mar
Marin
ina St
a Stat
ate B e
e B ea
ach
ch
Station
V
U
R i ver
Bl
vd
aA
ve
Ca
rd
oz
De
lM
on
te
Marina
"
P A
C I
F I
C
Base map source: City of Marina, 2009. Map images

copyright 2009 ESRI and its licensors. All rights
reserved. Used by permission.
^
_
Transit Exchange
ve
^
_
r melPost Office
A
See Supplemental Map 4-2(b)
Ma
rin
a
Air Mun
po icip
rt
al
Re
se
rva
tio
nR
d
Ca
lifo
rn
ia A
ve
City Hall
"
To CSUMB East
Campus Housing
Cypress
UCMBEST
Knolls
Park
Marina
Heights
The
General Jim Moore Blvd
2nd Ave
Abrams
Park
See Supplemental Map 4-2(d)
Rd
jin
Im
See Supplemental Map 4-2(e)
M O N T E R E Y
"
To Seaside
"
^
_
CSUMB
St
To
CSUMB Dunes
"
Im
jin
Pk
y
th
12
For
Fort
t Or d
Or d
Dun
Dune
es S
s Sta
tate
te Pa
Park
rk
Preston
Bla
nc
oR
d
Police/Fire C a
C O
See Supplemental Map 4-2(f)
Inter-Garrison Rd
rincon
Figure 4-1: Existing and Proposed Pedestrian Facilities
Appendix C
Intersection Level of Service Calculations
HCM Unsignalized Intersection Capacity Analysis

1: 8th Street & Imjin Rd
1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
Hourly flow rate (vph)
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2
0.70
3
Stop
78
0.70
111
0
0.70
0
0
0.75
0
Stop
11
0.75
15
46
0.75
61
0
0.92
0
Stop
0
0.92
0
0
0.92
0
314
0.71
442
Stop
0
0.71
0
5
0.71
7
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Departure Headway (s)
Degree Utilization, x
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
3
3
0
0.50
6.3
0.00
533
8.1
8.8
A
WB 1
0
0
0
0.00
5.8
0.00
576
7.6
7.9
A
WB 2
76
0
61
-0.41
5.4
0.11
606
7.9
NB 1
0
0
0
0.00
5.0
0.00
674
8.0
0.0
A
SB 1
449
442
7
0.23
4.7
0.58
749
14.0
14.0
B
Intersection Summary
Delay
HCM Level of Service
Intersection Capacity Utilization
Analysis Period (min)
EB 2
111
0
0
0.00
5.8
0.18
579
8.8
12.3
B
28.5%
15
Promontory at CSUMB 1/8/2013 Existing 2012 AM
ICU Level of Service
Synchro 7 - Report
Page 1

2: 8th Street & 5th Avenue
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
vC1, stage 1 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
1/8/2013
WBL
WBR
NBT
NBR
SBL
SBT
3
Free
0%
0.70
4
13
5
Stop
0%
0.70
7
77
0.70
4
0.70
110
4
Stop
0%
0.70
6
27
26
18
0
4.1
27
6.7
0
6.2
26
7.1
18
6.5
2.2
100
1636
4.2
99
830
3.3
100
1091
3.5
89
970
4.0
99
878
0.70
19
None
WB 1
23
4
19
1636
0.00
0
1.4
A
1.4
Average Delay
NB 1
11
0
4
911
0.01
1
9.0
A
9.0
A
SB 1
116
110
0
965
0.12
10
9.2
A
9.2
A
8.0
21.1%
15
Synchro 7 - Report
Page 2

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBT
EBR
WBL
WBT
NBL
NBR
Stop
88
0.72
122
311
0.72
432
0
0.80
0
Stop
16
0.80
20
Stop
43
0.75
57
2
0.75
3
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
554
0
432
-0.44
3.7
0.56
973
11.3
11.3
B
WB 1
20
0
0
0.42
5.0
0.03
688
8.1
8.1
A
NB 1
60
57
3
0.20
5.2
0.09
622
8.7
8.7
A
Delay
10.9
B
33.8%
15
Synchro 7 - Report
Page 3

4: Intergarrison Rd & 8th Street
1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
0.70
0
Stop
13
0.70
19
6
0.70
9
193
0.70
276
Stop
331
0.70
473
0
0.70
0
3
0.80
4
Stop
16
0.80
20
8
0.80
10
0
0.72
0
Stop
0
0.72
0
90
0.72
125
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
27
0
9
-0.16
5.1
0.04
685
8.3
8.3
A
WB 1
749
276
0
0.11
4.5
0.93
793
38.6
38.6
E
NB 1
34
4
10
0.10
6.1
0.06
571
9.4
9.4
A
SB 1
125
0
125
-0.58
5.2
0.18
671
9.4
9.4
A
Delay
32.7
D
47.0%
15
Synchro 7 - Report
Page 4

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
0.70
0
Stop
16
0.70
23
1
0.70
1
0
0.82
0
Stop
30
0.82
37
182
0.82
222
0
0.70
0
Stop
1
0.70
1
2
0.70
3
96
0.74
130
Stop
2
0.74
3
2
0.74
3
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
0
0
0
0.00
5.1
0.00
691
6.9
7.0
A
WB 1
0
0
0
0.00
4.9
0.00
735
6.7
8.0
A
WB 2
259
0
222
-0.59
4.3
0.31
813
8.0
NB 1
4
0
3
-0.40
4.3
0.01
765
7.3
7.3
A
SB 1
135
130
3
0.18
4.7
0.18
713
8.8
8.8
A
Delay
EB 2
24
0
1
-0.04
5.0
0.03
683
7.0
8.2
A
31.7%
15
Promontory at CSUMB 1/8/2013 Existing 2012 PM
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
1/8/2013
WBL
WBR
NBT
NBR
SBL
SBT
1
Free
0%
0.70
1
29
6
Stop
0%
0.70
9
21
0.70
7
0.70
30
0
Stop
0%
0.70
0
44
35
24
0
4.1
44
6.5
0
6.2
35
7.1
24
6.5
2.2
100
1636
4.0
99
851
3.3
99
1091
3.5
97
962
4.0
100
873
0.70
41
None
WB 1
43
1
41
1636
0.00
0
0.2
A
0.2
Average Delay
NB 1
16
0
7
945
0.02
1
8.9
A
8.9
A
SB 1
30
30
0
962
0.03
2
8.9
A
8.9
A
4.7
17.8%
15
Synchro 7 - Report
Page 2

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBT
EBR
WBL
WBT
NBL
NBR
Stop
39
0.70
56
78
0.70
111
0
0.70
0
Stop
56
0.70
80
Stop
156
0.85
184
0
0.85
0
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
167
0
111
-0.40
4.1
0.19
848
8.0
8.0
A
WB 1
80
0
0
0.00
4.5
0.10
746
8.0
8.0
A
NB 1
184
184
0
0.22
4.7
0.24
736
9.1
9.1
A
Delay
8.5
A
22.2%
15
Synchro 7 - Report
Page 3

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
28
0.70
40
Stop
316
0.70
451
3
0.70
4
66
0.70
94
Stop
282
0.70
403
0
0.70
0
6
0.70
9
Stop
28
0.70
40
173
0.70
247
17
0.70
24
Stop
7
0.70
10
15
0.70
21
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
496
40
4
0.04
6.2
0.85
569
34.7
34.7
D
WB 1
497
94
0
0.07
6.2
0.86
567
35.5
35.5
E
NB 1
296
9
247
-0.46
6.5
0.54
514
16.8
16.8
C
SB 1
56
24
21
-0.14
7.8
0.12
406
11.9
11.9
B
Delay
30.1
D
52.8%
15
Synchro 7 - Report
Page 4

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2
0.70
3
Stop
78
0.70
111
3
0.70
4
57
0.75
76
Stop
11
0.75
15
46
0.75
61
0
0.92
0
Stop
0
0.92
0
7
0.92
8
314
0.71
442
Stop
3
0.71
4
5
0.71
7
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
3
3
0
0.50
6.5
0.01
514
8.3
9.1
A
WB 1
76
76
0
0.50
6.4
0.14
520
9.2
8.6
A
WB 2
76
0
61
-0.41
5.5
0.12
604
8.0
NB 1
8
0
8
-0.60
4.7
0.01
691
7.7
7.7
A
SB 1
454
442
7
0.23
4.9
0.62
713
15.4
15.4
C
Delay
EB 2
116
0
4
-0.03
5.9
0.19
560
9.1
12.9
B
41.0%
15
Promontory at CSUMB 1/8/2013 Existing + Proj 2012 AM
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
1/8/2013
WBL
WBR
NBT
NBR
SBL
SBT
3
Free
0%
0.70
4
13
5
Stop
0%
0.70
7
80
0.70
4
0.70
114
4
Stop
0%
0.70
6
27
26
18
0
4.1
27
6.7
0
6.2
26
7.1
18
6.5
2.2
100
1636
4.2
99
830
3.3
100
1091
3.5
88
970
4.0
99
878
0.70
19
None
WB 1
23
4
19
1636
0.00
0
1.4
A
1.4
Average Delay
NB 1
11
0
4
911
0.01
1
9.0
A
9.0
A
SB 1
120
114
0
965
0.12
11
9.3
A
9.3
A
8.1
21.3%
15
Synchro 7 - Report
Page 2

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBT
EBR
WBL
WBT
NBL
NBR
Stop
88
0.72
122
318
0.72
442
0
0.80
0
Stop
22
0.80
28
Stop
94
0.75
125
2
0.75
3
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
564
0
442
-0.44
3.9
0.61
916
12.6
12.6
B
WB 1
28
0
0
0.42
5.2
0.04
644
8.5
8.5
A
NB 1
128
125
3
0.22
5.3
0.19
605
9.6
9.6
A
Delay
11.9
B
36.2%
15
Synchro 7 - Report
Page 3

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
0.70
0
Stop
13
0.70
19
6
0.70
9
193
0.70
276
Stop
331
0.70
473
3
0.70
4
3
0.80
4
Stop
19
0.80
24
8
0.80
10
0
0.72
0
Stop
0
0.72
0
90
0.72
125
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
27
0
9
-0.16
5.1
0.04
682
8.3
8.3
A
WB 1
753
276
4
0.10
4.5
0.94
792
39.9
39.9
E
NB 1
38
4
10
0.13
6.1
0.06
568
9.5
9.5
A
SB 1
125
0
125
-0.58
5.2
0.18
669
9.4
9.4
A
Delay
33.8
D
47.2%
15
Synchro 7 - Report
Page 4

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
0.70
0
Stop
16
0.70
23
4
0.70
6
58
0.82
71
Stop
30
0.82
37
182
0.82
222
3
0.70
4
Stop
4
0.70
6
60
0.70
86
96
0.74
130
Stop
5
0.74
7
2
0.74
3
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
0
0
0
0.00
5.4
0.00
630
7.2
7.3
A
WB 1
71
71
0
0.50
5.6
0.11
613
8.1
8.4
A
WB 2
259
0
222
-0.59
4.5
0.33
763
8.5
NB 1
96
4
86
-0.53
4.4
0.12
760
8.0
8.0
A
SB 1
139
130
3
0.17
5.0
0.19
672
9.2
9.2
A
Delay
EB 2
29
0
6
-0.14
5.3
0.04
635
7.3
8.5
A
31.8%
15
Promontory at CSUMB 1/8/2013 Exis + Proj 2012 PM
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
1/8/2013
WBL
WBR
NBT
NBR
SBL
SBT
1
Free
0%
0.70
1
32
6
Stop
0%
0.70
9
24
0.70
7
0.70
34
0
Stop
0%
0.70
0
49
37
26
0
4.1
49
6.5
0
6.2
37
7.1
26
6.5
2.2
100
1636
4.0
99
846
3.3
99
1091
3.5
96
959
4.0
100
871
0.70
46
None
WB 1
47
1
46
1636
0.00
0
0.2
A
0.2
Average Delay
NB 1
16
0
7
942
0.02
1
8.9
A
8.9
A
SB 1
34
34
0
959
0.04
3
8.9
A
8.9
A
4.7
18.0%
15
Synchro 7 - Report
Page 2

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBT
EBR
WBL
WBT
NBL
NBR
Stop
46
0.70
66
129
0.70
184
0
0.70
0
Stop
62
0.70
89
Stop
208
0.85
245
0
0.85
0
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
250
0
184
-0.44
4.2
0.29
804
9.0
9.0
A
WB 1
89
0
0
0.00
4.8
0.12
693
8.5
8.5
A
NB 1
245
245
0
0.22
4.9
0.33
700
10.3
10.3
B
Delay
9.4
A
28.5%
15
Synchro 7 - Report
Page 3

1/8/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
28
0.70
40
Stop
316
0.70
451
3
0.70
4
66
0.70
94
Stop
282
0.70
403
3
0.70
4
6
0.70
9
Stop
31
0.70
44
173
0.70
247
20
0.70
29
Stop
11
0.70
16
15
0.70
21
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
496
40
4
0.04
6.3
0.87
559
37.5
37.5
E
WB 1
501
94
4
0.07
6.3
0.88
558
39.1
39.1
E
NB 1
300
9
247
-0.45
6.6
0.55
508
17.6
17.6
C
SB 1
66
29
21
-0.11
8.0
0.15
404
12.3
12.3
B
Delay
32.5
D
53.7%
15
Synchro 7 - Report
Page 4

1: 8th Street & Driveway
Cumul AM
2/6/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
65
0.85
76
Stop
176
0.85
207
0
0.85
0
0
0.85
0
Stop
63
0.85
74
155
0.85
182
0
0.85
0
Stop
0
0.85
0
0
0.85
0
19
0.85
22
Stop
0
0.85
0
8
0.85
9
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
284
76
0
0.05
4.3
0.34
825
9.5
9.5
A
WB 1
256
0
182
-0.27
4.0
0.28
874
8.6
8.6
A
NB 1
0
0
0
0.00
5.1
0.00
637
8.1
0.0
A
SB 1
32
22
9
0.19
5.2
0.05
617
8.5
8.5
A
Delay
Promontory at CSUMB 1/8/2013 Cumul AM
9.0
A
39.0%
15
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Cumul AM
2/6/2013
EBL
EBT
WBT
WBR
SBL
SBR
12
Free
0%
0.85
14
12
Free
0%
0.85
14
53
213
Stop
0%
0.85
251
19
0.85
22
None
None
76
62
45
76
4.1
62
6.4
45
6.2
2.2
100
1522
3.5
73
941
3.3
98
1024
0.85
1
EB 1
15
1
0
1522
0.00
0
0.6
A
0.6
WB 1
76
0
62
1700
0.04
0
0.0
0.0
Average Delay
0.85
62
SB 1
273
251
22
948
0.29
30
10.3
B
10.3
B
7.8
23.5%
15
Synchro 7 - Report
Page 2

Cumul AM
2/6/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
6
0.85
7
Stop
115
0.85
135
80
0.85
94
0
0.85
0
Stop
178
0.85
209
111
0.85
131
6
0.85
7
Stop
21
0.85
25
1
0.85
1
233
0.85
274
Stop
322
0.85
379
35
0.85
41
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
236
7
94
-0.21
6.4
0.42
545
14.1
14.1
B
WB 1
340
0
131
0.04
6.4
0.61
549
18.9
18.9
C
NB 1
33
7
1
0.06
7.2
0.07
437
10.7
10.7
B
SB 1
694
274
41
0.12
5.9
1.15
601
106.1
106.1
F
Delay
64.3
F
61.4%
15
Synchro 7 - Report
Page 3

Cumul AM
2/6/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
0.85
0
Stop
196
0.85
231
109
0.85
128
268
0.85
315
Stop
340
0.85
400
144
0.85
169
19
0.85
22
Stop
134
0.85
158
51
0.85
60
204
0.85
240
Stop
144
0.85
169
5
0.85
6
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
359
0
128
-0.18
8.3
0.83
412
40.1
40.1
E
WB 1
885
315
169
-0.01
8.3
2.03
440
489.6
489.6
F
NB 1
240
22
60
0.15
9.2
0.61
373
25.5
25.5
D
SB 1
415
240
6
0.11
8.3
0.96
425
62.4
62.4
F
Delay
252.5
F
102.2%
15
Synchro 7 - Report
Page 4

1: 8th Street & Driveway
Cumul PM
2/6/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
9
0.85
11
Stop
146
0.85
172
2
0.85
2
0
0.85
0
Stop
124
0.85
146
20
0.85
24
0
0.85
0
Stop
0
0.85
0
0
0.85
0
128
0.85
151
Stop
0
0.85
0
53
0.85
62
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
185
11
2
0.00
4.6
0.24
729
9.1
9.1
A
WB 1
169
0
24
-0.08
4.6
0.22
740
8.8
8.8
A
NB 1
0
0
0
0.00
5.0
0.00
651
8.0
0.0
A
SB 1
213
151
62
-0.03
4.7
0.28
716
9.5
9.5
A
Delay
Promontory at CSUMB 1/8/2013 Cumul PM
9.2
A
32.2%
15
Synchro 8 Report
Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Cumul PM
2/6/2013
EBL
EBT
WBT
WBR
SBL
SBR
7
Free
0%
0.85
8
40
Free
0%
0.85
47
131
139
Stop
0%
0.85
164
7
0.85
8
None
None
201
149
124
201
4.1
149
6.4
124
6.2
2.2
99
1371
3.5
81
843
3.3
99
927
0.85
8
EB 1
16
8
0
1371
0.01
0
3.8
A
3.8
WB 1
201
0
154
1700
0.12
0
0.0
0.0
Average Delay
0.85
154
SB 1
172
164
8
847
0.20
19
10.3
B
10.3
B
4.7
25.0%
15
Synchro 8 Report
Page 2

Cumul PM
2/6/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
22
0.85
26
Stop
241
0.85
284
11
0.85
13
0
0.85
0
Stop
137
0.85
161
330
0.85
388
15
0.85
18
Stop
89
0.85
105
0
0.85
0
110
0.85
129
Stop
24
0.85
28
6
0.85
7
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
322
26
13
-0.01
5.8
0.51
587
14.7
14.7
B
WB 1
549
0
388
-0.40
5.1
0.77
693
23.0
23.0
C
NB 1
122
18
0
0.06
6.7
0.23
466
11.7
11.7
B
SB 1
165
129
7
0.17
6.7
0.31
480
12.6
12.6
B
Delay
18.0
C
52.7%
15
Synchro 8 Report
Page 3

Cumul PM
2/6/2013
Movement
Lane Configurations
Sign Control
Volume (vph)
Peak Hour Factor
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
30
0.85
35
Stop
224
0.85
264
3
0.85
4
107
0.85
126
Stop
151
0.85
178
317
0.85
373
10
0.85
12
Stop
111
0.85
131
228
0.85
268
262
0.85
308
Stop
57
0.85
67
64
0.85
75
Direction, Lane #
Volume Total (vph)
Volume Left (vph)
Volume Right (vph)
Hadj (s)
Capacity (veh/h)
Control Delay (s)
Approach Delay (s)
Approach LOS
EB 1
302
35
4
0.05
9.6
0.81
370
42.3
42.3
E
WB 1
676
126
373
-0.26
8.8
1.65
422
326.5
326.5
F
NB 1
411
12
268
-0.35
8.7
0.99
411
72.6
72.6
F
SB 1
451
308
75
0.04
9.1
1.14
410
118.2
118.2
F
Delay
172.2
F
102.1%
15
Synchro 8 Report
Page 4
MOVEMENT SUMMARY
Site: 8thSt@Driveway
8th Street @ Driveway

Cumul AM Peak Hour
1/31/2013
Roundabout
Movement Performance - Vehicles

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
0.4
0.4
0.4
0.4
0.37
0.37
0.37
0.37
0.73
0.36
0.47
0.52
23.5
25.5
25.1
24.6
1.1
1.1
1.1
1.1
28.7
28.7
28.7
28.7
0.23
0.23
0.23
0.23
0.80
0.31
0.45
0.41
22.6
24.6
24.1
24.2
LOS A
LOS A
LOS A
LOS A
0.1
0.1
0.1
0.1
3.0
3.0
3.0
3.0
0.18
0.18
0.18
0.18
0.66
0.26
0.38
0.56
23.4
25.7
25.1
23.9
5.7
5.7
5.7
5.7
LOS A
LOS A
LOS A
LOS A
1.2
1.2
1.2
1.2
29.1
29.1
29.1
29.1
0.12
0.12
0.12
0.12
0.85
0.26
0.43
0.42
22.8
25.1
24.5
24.4
5.9
LOS A
1.2
29.1
0.17
0.42
24.3
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
1
1
1
4
0.0
0.0
0.0
0.0
0.004
0.004
0.004
0.004
4.4
4.4
4.4
4.4
LOS A
LOS A
LOS A
LOS A
0.0
0.0
0.0
0.0
East: 8th Street

1
L
6
T
16
R
Approach
1
74
182
258
0.0
9.0
9.0
9.0
0.269
0.269
0.269
0.269
6.5
6.5
6.5
6.5
LOS A
LOS A
LOS A
LOS A
North: Driveway
7
L
4
T
14
R
Approach
22
1
9
33
2.0
0.0
40.0
12.8
0.036
0.036
0.036
0.036
4.2
4.2
4.2
4.2
West: 8th Street

5
L
2
T
12
R
Approach
76
207
1
285
0.0
0.0
0.0
0.0
0.258
0.258
0.258
0.258
All Vehicles
579
4.7
0.269
Mov ID
Turn
South: Driveway
3
L
8
T
18
R
Approach
95% Back of Queue

Vehicles
Distance
veh
ft
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 movement
LOS 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 PM

Copyright 2000-2011 Akcelik and Associates Pty Ltd
SIDRA INTERSECTION 5.1.13.2093
www.sidrasolutions.com
Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul_AM
\2_8thSt@Driveway_Cumul_AM.sip
8000668, MICHAEL BAKER ENGINEERING TRANSPORTATION DEPT, SINGLE
MOVEMENT SUMMARY
Site: 8th@6th
8th Street @ 6th Avenue

Cumul AM Peak Hour
1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
3.8
3.8
3.8
3.8
0.44
0.44
0.44
0.44
0.83
0.49
0.66
0.57
23.5
25.1
24.5
24.7
1.5
1.5
1.5
1.5
42.7
42.7
42.7
42.7
0.17
0.17
0.17
0.17
1.01
0.30
0.30
0.30
21.9
24.1
24.1
24.1
LOS D
LOS D
LOS D
LOS D
10.6
10.6
10.6
10.6
273.4
273.4
273.4
273.4
0.89
0.89
0.89
0.89
1.08
1.02
1.05
1.04
17.1
17.4
17.3
17.3
12.7
12.7
12.7
12.7
LOS B
LOS B
LOS B
LOS B
1.8
1.8
1.8
1.8
45.7
45.7
45.7
45.7
0.66
0.66
0.66
0.66
1.08
0.80
0.80
0.81
20.7
22.0
22.0
21.9
18.7
LOS C
10.6
273.4
0.65
0.79
19.6
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
7
25
1
33
2.0
2.0
2.0
2.0
0.045
0.045
0.045
0.045
5.4
5.4
5.4
5.4
LOS A
LOS A
LOS A
LOS A
0.1
0.1
0.1
0.1
South East: 8th Street

3X
L
8X
T
18X
R
Approach
1
209
131
341
0.0
25.0
2.0
16.1
0.365
0.365
0.365
0.365
7.9
7.9
7.9
7.9
LOS A
LOS A
LOS A
LOS A
North: 6th Avenue

7
L
4
T
14
R
Approach
274
379
41
694
2.0
2.0
40.0
4.3
0.839
0.839
0.839
0.839
26.7
26.7
26.7
26.7
North West: 8th Street

7X
L
4X
T
14X
R
Approach
7
135
94
236
1.0
1.0
2.0
1.4
0.413
0.413
0.413
0.413
1305
6.8
0.839
Mov ID
Turn
South: 6th Avenue

3
L
8
T
18
R
Approach
All Vehicles
95% Back of Queue

Vehicles
Distance
veh
ft


\3_8thSt@6thAve_Cumul_AM.sip
MOVEMENT SUMMARY
Site: 8thSt@Intergarrison
8th Street / 7th Avenue @ Intergarrison Road

Cumul AM Peak Hour
1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
42.0
42.0
42.0
0.57
0.57
0.57
0.87
0.75
0.84
20.8
21.6
21.0
9.9
9.9
0.7
9.9
250.8
250.8
18.2
250.8
0.84
0.84
0.34
0.74
0.96
0.86
0.42
0.81
18.0
18.5
25.1
19.2
LOS D
LOS D
LOS D
5.9
5.9
5.9
147.7
147.7
147.7
0.86
0.86
0.86
1.21
1.14
1.18
16.2
16.5
16.3
23.0
23.0
23.0
23.0
LOS C
LOS C
LOS C
LOS C
4.1
4.1
4.1
4.1
104.6
104.6
104.6
104.6
0.79
0.79
0.79
0.79
1.16
1.00
1.04
1.02
17.9
18.5
18.4
18.5
21.5
LOS C
9.9
250.8
0.76
0.94
18.6
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
South: 7th Avenue

3
L
18
R
Approach
180
60
240
21.9
0.0
16.4
0.398
0.398
0.398
11.9
11.9
11.9
LOS B
LOS B
LOS B
1.5
1.5
1.5
East: Intergarrison Road

1
L
6
T
16
R
Approach
315
400
169
885
2.0
2.0
2.0
2.0
0.805
0.805
0.186
0.805
22.5
22.5
5.8
19.3
LOS C
LOS C
LOS A
LOS C

7X
L
14X
R
Approach
240
175
415
0.0
0.0
0.0
0.780
0.780
0.780
30.6
30.6
30.6
West: Intergarrison Road

5
L
1
2
T
231
12
R
128
Approach
360
2.0
2.0
2.0
2.0
0.675
0.675
0.675
0.675
All Vehicles
3.4
0.805
Mov ID
Turn
1900
95% Back of Queue

Vehicles
Distance
veh
ft


\4_8thSt@Intergarrison_Cumul_AM.sip
MOVEMENT SUMMARY

Cumul PM Peak Hour
1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
0.4
0.4
0.4
0.4
0.38
0.38
0.38
0.38
0.73
0.37
0.48
0.53
23.4
25.5
25.0
24.6
0.6
0.6
0.6
0.6
15.2
15.2
15.2
15.2
0.07
0.07
0.07
0.07
0.96
0.27
0.45
0.30
23.3
25.7
25.0
25.6
LOS A
LOS A
LOS A
LOS A
0.9
0.9
0.9
0.9
22.6
22.6
22.6
22.6
0.31
0.31
0.31
0.31
0.68
0.35
0.46
0.61
22.7
24.7
24.2
23.2
5.5
5.5
5.5
5.5
LOS A
LOS A
LOS A
LOS A
0.8
0.8
0.8
0.8
19.0
19.0
19.0
19.0
0.30
0.30
0.30
0.30
0.90
0.38
0.52
0.41
23.1
25.2
24.7
25.0
5.4
LOS A
0.9
22.6
0.24
0.46
24.4
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
1
1
1
4
0.0
0.0
0.0
0.0
0.004
0.004
0.004
0.004
4.5
4.5
4.5
4.5
LOS A
LOS A
LOS A
LOS A
0.0
0.0
0.0
0.0
East: 8th Street

1
L
6
T
16
R
Approach
1
146
24
171
0.0
0.0
1.0
0.1
0.153
0.153
0.153
0.153
4.6
4.6
4.6
4.6
LOS A
LOS A
LOS A
LOS A
North: Driveway
7
L
4
T
14
R
Approach
151
1
62
214
0.0
0.0
0.0
0.0
0.220
0.220
0.220
0.220
5.8
5.8
5.8
5.8
West: 8th Street

5
L
2
T
12
R
Approach
11
172
2
185
0.0
0.0
0.0
0.0
0.190
0.190
0.190
0.190
All Vehicles
573
0.0
0.220
Mov ID
Turn
South: Driveway
3
L
8
T
18
R
Approach
95% Back of Queue

Vehicles
Distance
veh
ft


Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul_PM
\2_8thSt@Driveway_Cumul_PM.sip
MOVEMENT SUMMARY
Site: 8th@6th

Cumul PM Peak Hour
1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
15.8
15.8
15.8
15.8
0.49
0.49
0.49
0.49
0.91
0.59
0.75
0.63
22.9
24.4
23.8
24.2
3.7
3.7
3.7
3.7
93.2
93.2
93.2
93.2
0.49
0.49
0.49
0.49
0.92
0.49
0.49
0.49
20.9
22.5
22.5
22.5
LOS A
LOS A
LOS A
LOS A
0.7
0.7
0.7
0.7
17.3
17.3
17.3
17.3
0.32
0.32
0.32
0.32
0.67
0.37
0.54
0.62
23.1
24.8
24.1
23.4
7.3
7.3
7.3
7.3
LOS A
LOS A
LOS A
LOS A
1.6
1.6
1.6
1.6
39.2
39.2
39.2
39.2
0.36
0.36
0.36
0.36
0.94
0.42
0.42
0.46
22.2
24.3
24.3
24.1
9.1
LOS A
3.7
93.2
0.43
0.52
23.2
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
South: 6th Avenue

3
L
8
T
18
R
Approach
18
105
1
124
1.0
2.0
0.0
1.8
0.173
0.173
0.173
0.173
7.0
7.0
7.0
7.0
LOS A
LOS A
LOS A
LOS A
0.6
0.6
0.6
0.6

3X
L
8X
T
18X
R
Approach
1
161
388
551
0.0
0.0
2.0
1.4
0.575
0.575
0.575
0.575
11.6
11.6
11.6
11.6
LOS B
LOS B
LOS B
LOS B
North: 6th Avenue

7
L
4
T
14
R
Approach
129
28
7
165
2.0
2.0
2.0
2.0
0.178
0.178
0.178
0.178
5.6
5.6
5.6
5.6

7X
L
4X
T
14X
R
Approach
26
284
13
322
2.0
0.0
0.0
0.2
0.336
0.336
0.336
0.336
1161
1.2
0.575
Mov ID
Turn
All Vehicles
95% Back of Queue

Vehicles
Distance
veh
ft


\3_8thSt@6thAve_Cumul_PM.sip
MOVEMENT SUMMARY

Cumul PM Peak Hour
1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
115.7
115.7
115.7
0.79
0.79
0.79
1.09
1.02
1.05
18.2
18.6
18.4
1.5
1.5
1.9
1.9
37.2
37.2
49.4
49.4
0.38
0.38
0.40
0.39
0.80
0.42
0.45
0.51
22.3
24.1
23.8
23.6
LOS B
LOS B
LOS B
3.4
3.4
3.4
85.6
85.6
85.6
0.62
0.62
0.62
0.87
0.75
0.83
20.7
21.5
20.9
12.0
12.0
12.0
12.0
LOS B
LOS B
LOS B
LOS B
2.2
2.2
2.2
2.2
55.1
55.1
55.1
55.1
0.63
0.63
0.63
0.63
1.06
0.77
0.84
0.80
20.8
22.2
22.0
22.0
12.7
LOS B
4.6
115.7
0.58
0.76
21.3
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
South: 7th Avenue

3
L
18
R
Approach
142
268
411
2.0
2.0
2.0
0.684
0.684
0.684
21.4
21.4
21.4
LOS C
LOS C
LOS C
4.6
4.6
4.6

1
L
6
T
16
R
Approach
126
178
373
676
2.0
2.0
2.0
2.0
0.328
0.328
0.399
0.399
7.4
7.4
8.4
7.9
LOS A
LOS A
LOS A
LOS A

7X
L
14X
R
Approach
308
142
451
0.0
0.0
0.0
0.550
0.550
0.550
12.4
12.4
12.4

5
L
35
2
T
264
12
R
4
Approach
302
2.0
2.0
2.0
2.0
0.452
0.452
0.452
0.452
All Vehicles
1.5
0.684
Mov ID
Turn
1840
95% Back of Queue

Vehicles
Distance
veh
ft


\4_8thSt@Intergarrison_Cumul_PM.sip

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
Cumul + Proj AM
2/6/2013
EBL
EBT
WBT
WBR
SBL
SBR
13
Free
0%
0.85
15
19
Free
0%
0.85
22
56
213
Stop
0%
0.85
251
19
0.85
22
None
None
88
73
55
88
4.1
73
6.4
55
6.2
2.2
100
1507
3.5
73
928
3.3
98
1011
0.85
1
EB 1
16
1
0
1507
0.00
0
0.5
A
0.5
WB 1
88
0
66
1700
0.05
0
0.0
0.0
0.85
66
SB 1
273
251
22
934
0.29
31
10.4
B
10.4
B
7.6
24.1%
15
Promontory at CSUMB 1/8/2013 Cumul + Proj AM
Synchro 8 Report
Page 1
MOVEMENT SUMMARY

Cumul + Proj AM Peak Hour
1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
8.0
8.0
8.0
8.0
0.39
0.39
0.39
0.39
0.78
0.44
0.54
0.58
23.1
25.1
24.6
24.4
1.1
1.1
1.1
1.1
29.8
29.8
29.8
29.8
0.24
0.24
0.24
0.24
0.79
0.32
0.45
0.43
22.6
24.5
24.0
24.1
LOS A
LOS A
LOS A
LOS A
0.1
0.1
0.1
0.1
3.1
3.1
3.1
3.1
0.20
0.20
0.20
0.20
0.66
0.27
0.39
0.57
23.3
25.6
25.0
23.9
5.7
5.7
5.7
5.7
LOS A
LOS A
LOS A
LOS A
1.2
1.2
1.2
1.2
29.2
29.2
29.2
29.2
0.13
0.13
0.13
0.13
0.84
0.27
0.43
0.42
22.8
25.0
24.4
24.4
6.0
LOS A
1.2
29.8
0.21
0.45
24.2
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
South: Driveway
3
L
8
T
18
R
Approach
12
1
62
75
0.0
0.0
0.0
0.0
0.091
0.091
0.091
0.091
5.2
5.2
5.2
5.2
LOS A
LOS A
LOS A
LOS A
0.3
0.3
0.3
0.3
East: 8th Street

1
L
6
T
16
R
Approach
7
74
182
264
0.0
9.0
9.0
8.8
0.277
0.277
0.277
0.277
6.6
6.6
6.6
6.6
LOS A
LOS A
LOS A
LOS A
North: Driveway
7
L
4
T
14
R
Approach
22
1
9
33
2.0
0.0
40.0
12.8
0.036
0.036
0.036
0.036
4.3
4.3
4.3
4.3
West: 8th Street

5
L
2
T
12
R
Approach
76
207
1
285
0.0
0.0
0.0
0.0
0.260
0.260
0.260
0.260
All Vehicles
656
4.2
0.277
Mov ID
Turn
95% Back of Queue

Vehicles
Distance
veh
ft


Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul+Proj_AM
\2_8thSt@Driveway_Cumul+Proj_AM.sip
MOVEMENT SUMMARY
Site: 8th@6th

1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
4.5
4.5
4.5
4.5
0.45
0.45
0.45
0.45
0.82
0.50
0.66
0.61
23.4
25.0
24.3
24.4
1.5
1.5
1.5
1.5
43.3
43.3
43.3
43.3
0.19
0.19
0.19
0.19
1.00
0.31
0.31
0.31
21.9
24.0
24.0
24.0
LOS D
LOS D
LOS D
LOS D
10.8
10.8
10.8
10.8
279.8
279.8
279.8
279.8
0.90
0.90
0.90
0.90
1.10
1.05
1.08
1.07
16.9
17.2
17.1
17.1
15.6
15.6
15.6
15.6
LOS C
LOS C
LOS C
LOS C
2.6
2.6
2.6
2.6
66.9
66.9
66.9
66.9
0.71
0.71
0.71
0.71
1.11
0.87
0.87
0.88
19.8
20.9
20.9
20.9
19.4
LOS C
10.8
279.8
0.67
0.83
19.4
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
13
25
1
39
2.0
2.0
2.0
2.0
0.054
0.054
0.054
0.054
5.6
5.6
5.6
5.6
LOS A
LOS A
LOS A
LOS A
0.2
0.2
0.2
0.2

3X
L
8X
T
18X
R
Approach
1
211
131
342
0.0
25.0
2.0
16.1
0.370
0.370
0.370
0.370
8.0
8.0
8.0
8.0
LOS A
LOS A
LOS A
LOS A
North: 6th Avenue

7
L
4
T
14
R
Approach
274
379
41
694
2.0
2.0
40.0
4.3
0.845
0.845
0.845
0.845
27.5
27.5
27.5
27.5

7X
L
4X
T
14X
R
Approach
11
142
146
299
1.0
1.0
2.0
1.5
0.523
0.523
0.523
0.523
1374
6.6
0.845
Mov ID
Turn
South: 6th Avenue

3
L
8
T
18
R
Approach
All Vehicles
95% Back of Queue

Vehicles
Distance
veh
ft


\3_8thSt@6thAve_Cumul+Proj_AM.sip
MOVEMENT SUMMARY

1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
42.3
42.3
42.3
0.57
0.57
0.57
0.87
0.76
0.84
20.8
21.6
21.0
9.9
9.9
0.7
9.9
250.8
250.8
18.3
250.8
0.84
0.84
0.34
0.74
0.96
0.86
0.42
0.81
18.0
18.5
25.0
19.2
LOS D
LOS D
LOS D
6.2
6.2
6.2
154.9
154.9
154.9
0.87
0.87
0.87
1.23
1.16
1.20
15.9
16.2
16.0
23.4
23.4
23.4
23.4
LOS C
LOS C
LOS C
LOS C
4.2
4.2
4.2
4.2
105.7
105.7
105.7
105.7
0.79
0.79
0.79
0.79
1.17
1.01
1.05
1.02
17.8
18.4
18.3
18.4
21.9
LOS C
9.9
250.8
0.76
0.94
18.5
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
South: 7th Avenue

3
L
18
R
Approach
180
60
240
21.9
0.0
16.4
0.400
0.400
0.400
11.9
11.9
11.9
LOS B
LOS B
LOS B
1.5
1.5
1.5

1
L
6
T
16
R
Approach
315
400
171
886
2.0
2.0
2.0
2.0
0.805
0.805
0.188
0.805
22.5
22.5
5.8
19.2
LOS C
LOS C
LOS A
LOS C

7X
L
14X
R
Approach
244
179
422
0.0
0.0
0.0
0.793
0.793
0.793
31.8
31.8
31.8

5
L
1
2
T
231
12
R
128
Approach
360
2.0
2.0
2.0
2.0
0.680
0.680
0.680
0.680
All Vehicles
3.4
0.805
Mov ID
Turn
1908
95% Back of Queue

Vehicles
Distance
veh
ft


\4_8thSt@Intergarrison_Cumul+Proj_AM.sip

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
Cumul + Proj PM
2/6/2013
EBL
EBT
WBT
WBR
SBL
SBR
13
Free
0%
0.85
15
47
Free
0%
0.85
55
134
142
Stop
0%
0.85
167
7
0.85
8
None
None
213
166
134
213
4.1
166
6.4
134
6.2
2.2
99
1357
3.5
80
824
3.3
99
915
0.85
8
EB 1
24
8
0
1357
0.01
0
2.7
A
2.7
WB 1
213
0
158
1700
0.13
0
0.0
0.0
0.85
158
SB 1
175
167
8
828
0.21
20
10.5
B
10.5
B
4.6
25.7%
15
Promontory at CSUMB 1/8/2013 Cumul + Proj PM
Synchro 8 Report
Page 1
MOVEMENT SUMMARY

Cumul + Proj PM Peak Hour
1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
8.3
8.3
8.3
8.3
0.41
0.41
0.41
0.41
0.79
0.46
0.56
0.60
23.1
25.0
24.5
24.3
0.9
0.9
0.9
0.9
22.5
22.5
22.5
22.5
0.11
0.11
0.11
0.11
0.83
0.26
0.42
0.43
23.0
25.3
24.7
24.5
LOS A
LOS A
LOS A
LOS A
1.0
1.0
1.0
1.0
24.2
24.2
24.2
24.2
0.38
0.38
0.38
0.38
0.72
0.42
0.52
0.66
22.5
24.4
23.9
22.9
6.1
6.1
6.1
6.1
LOS A
LOS A
LOS A
LOS A
0.9
0.9
0.9
0.9
21.5
21.5
21.5
21.5
0.37
0.37
0.37
0.37
0.91
0.44
0.57
0.47
22.9
24.9
24.4
24.7
5.8
LOS A
1.0
24.2
0.29
0.53
24.0
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
South: Driveway
3
L
8
T
18
R
Approach
12
1
64
76
0.0
0.0
0.0
0.0
0.094
0.094
0.094
0.094
5.4
5.4
5.4
5.4
LOS A
LOS A
LOS A
LOS A
0.3
0.3
0.3
0.3
East: 8th Street

1
L
6
T
16
R
Approach
65
146
24
234
0.0
0.0
1.0
0.1
0.212
0.212
0.212
0.212
5.2
5.2
5.2
5.2
LOS A
LOS A
LOS A
LOS A
North: Driveway
7
L
4
T
14
R
Approach
151
1
62
214
0.0
0.0
0.0
0.0
0.237
0.237
0.237
0.237
6.4
6.4
6.4
6.4
West: 8th Street

5
L
2
T
12
R
Approach
11
172
13
195
0.0
0.0
0.0
0.0
0.215
0.215
0.215
0.215
All Vehicles
720
0.0
0.237
Mov ID
Turn
95% Back of Queue

Vehicles
Distance
veh
ft


Project: C:\Users\cdietrich\Desktop\CRD WORKING FILES\CA\Revised Jan 31\Cumul+Proj_PM
\2_8thSt@Driveway_Cumul+Proj_PM.sip
MOVEMENT SUMMARY
Site: 8th@6th

1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
24.0
24.0
24.0
24.0
0.52
0.52
0.52
0.52
0.89
0.62
0.76
0.73
22.4
23.7
23.2
23.2
4.4
4.4
4.4
4.4
112.0
112.0
112.0
112.0
0.59
0.59
0.59
0.59
0.96
0.61
0.61
0.61
20.5
21.8
21.8
21.8
LOS A
LOS A
LOS A
LOS A
0.7
0.7
0.7
0.7
18.8
18.8
18.8
18.8
0.38
0.38
0.38
0.38
0.71
0.43
0.58
0.65
22.9
24.5
23.9
23.2
8.3
8.3
8.3
8.3
LOS A
LOS A
LOS A
LOS A
2.0
2.0
2.0
2.0
50.9
50.9
50.9
50.9
0.40
0.40
0.40
0.40
0.93
0.44
0.44
0.48
21.9
23.8
23.8
23.7
10.1
LOS B
4.4
112.0
0.50
0.59
22.7
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
South: 6th Avenue

3
L
8
T
18
R
Approach
71
105
1
176
1.0
2.0
0.0
1.6
0.249
0.249
0.249
0.249
8.0
8.0
8.0
8.0
LOS A
LOS A
LOS A
LOS A
0.9
0.9
0.9
0.9

3X
L
8X
T
18X
R
Approach
1
169
388
559
0.0
0.0
2.0
1.4
0.617
0.617
0.617
0.617
13.3
13.3
13.3
13.3
LOS B
LOS B
LOS B
LOS B
North: 6th Avenue

7
L
4
T
14
R
Approach
129
28
11
168
2.0
2.0
2.0
2.0
0.193
0.193
0.193
0.193
6.1
6.1
6.1
6.1

7X
L
4X
T
14X
R
Approach
29
291
66
386
2.0
0.0
0.0
0.2
0.402
0.402
0.402
0.402
1289
1.1
0.617
Mov ID
Turn
All Vehicles
95% Back of Queue

Vehicles
Distance
veh
ft


\3_8thSt@6thAve_Cumul+Proj_PM.sip
MOVEMENT SUMMARY

1/31/2013
Roundabout

Prop.
Queued
Effective
Stop Rate
per veh
Average
Speed
mph
118.6
118.6
118.6
0.80
0.80
0.80
1.10
1.03
1.05
18.1
18.4
18.3
1.5
1.5
2.0
2.0
37.4
37.4
50.5
50.5
0.38
0.38
0.41
0.40
0.80
0.43
0.46
0.51
22.3
24.0
23.8
23.5
LOS B
LOS B
LOS B
3.5
3.5
3.5
88.5
88.5
88.5
0.63
0.63
0.63
0.88
0.76
0.84
20.6
21.4
20.8
12.1
12.1
12.1
12.1
LOS B
LOS B
LOS B
LOS B
2.2
2.2
2.2
2.2
55.6
55.6
55.6
55.6
0.63
0.63
0.63
0.63
1.06
0.77
0.85
0.81
20.8
22.2
21.9
22.0
12.9
LOS B
4.7
118.6
0.58
0.76
21.3
Demand
Flow
veh/h
HV
%
Deg.
Satn
v/c
Average
Delay
sec
Level of
Service
South: 7th Avenue

3
L
18
R
Approach
146
268
414
2.0
2.0
2.0
0.692
0.692
0.692
21.9
21.9
21.9
LOS C
LOS C
LOS C
4.7
4.7
4.7

1
L
6
T
16
R
Approach
126
178
378
681
2.0
2.0
2.0
2.0
0.330
0.330
0.405
0.405
7.5
7.5
8.5
8.0
LOS A
LOS A
LOS A
LOS A

7X
L
14X
R
Approach
312
146
458
0.0
0.0
0.0
0.559
0.559
0.559
12.6
12.6
12.6

5
L
35
2
T
264
12
R
4
Approach
302
2.0
2.0
2.0
2.0
0.455
0.455
0.455
0.455
All Vehicles
1.5
0.692
Mov ID
Turn
1855
95% Back of Queue

Vehicles
Distance
veh
ft


\4_8thSt@Intergarrison_Cumul+Proj_PM.sip
Appendix D
Trip Generation Information
Traffic Impact Study - Proposed 200 Bed Dorm

State University College at Oneonta
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
AM Peak Hour
Land Use
PM Peak Hour
Enter
Trip generation
rates (trips/bed)
from Empire
Commons data
200 bed Hall of
residence (based
on Empire
Commons data)a
200 Mid-Rise
Apartment units
(ITE)b
75% of ITE trips
Exit
Total
Enter
Exit
Total
0.10
0.12
0.22
20
24
44
21
48
69
49
36
85
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
-9-

Appendix J - Traffic Analysis - 201307091620041967

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Appendix J - Traffic Analysis - 201307091620041967

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Traffic Impact Analysis

AMCAL Multi-Housing Traffic Analysis Report

TRAFFIC IMPACT ANALYSIS

AMCAL Multi-Housing Traffic Analysis Report

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

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

Existing Traffic Network ........................................................................................ 7

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

Project Trip Generation......................................................................................... 13

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

Cumulative Volumes ............................................................................................ 18

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

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

Cumulative Projects Trip Generation ................................................................... 24

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

AMCAL Multi-Housing Traffic Analysis Report

Project Study Area

Proposed Project Site Plan

Intersection Level of Service Calculations

Trip Generation Information

AMCAL Multi-Housing Traffic Analysis Report

Imjin Road and 8th Street

Existing Traffic Conditions

AMCAL Multi-Housing Traffic Analysis Report

AMCAL Multi-Housing Traffic Analysis Report

Imjin Road / Project Driveway and 8th Street

Existing Traffic Conditions

Marina City Boundary

THE PROMONTORY AT CSUMB

Exhibit 1: Project Study Area

AMCAL Multi-Housing Traffic Analysis Report

Traffic Operation Evaluation Methodologies and Level of Service Standards

Intersections operating at LOS A contain no congestion. The

Intersections operating at LOS B contain very little

Intersections operating at LOS C contain little congestion.

Intersections operating at LOS D contain some congestion.

Intersections operating at LOS E border on being congested.

Intersections operating at LOS F contain congestion.

Source: Highway Capacity Manual, 2010

AMCAL Multi-Housing Traffic Analysis Report

Standards of Significance Criteria

AMCAL Multi-Housing Traffic Analysis Report

EXISTING TRAFFIC CONDITIONS

Existing Traffic Network

AMCAL Multi-Housing Traffic Analysis Report

Marina City Boundary

IMJIN RD & 8TH ST

8TH ST & 5TH AVE

8TH ST / 7TH AVE &

8TH ST & 6TH AVE

THE PROMONTORY AT CSUMB

Exhibit 2: Existing Conditions Lane Configuration

AMCAL Multi-Housing Traffic Analysis Report

AMCAL Multi-Housing Traffic Analysis Report

Existing Traffic Data

Existing Traffic Conditions Intersection Operations

Marina City Boundary

8TH ST & 6TH AVE

8TH ST / 7TH AVE &

8TH ST & 5TH AVE

IMJIN RD & 8TH ST

THE PROMONTORY AT CSUMB