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HomeMy WebLinkAboutGPA 2017-0003; OAKMONT OF CARLSBAD; FOCUSED TRAFFIC AND PARKING STUDY; 2017-10-26Fi P 2 I 1018 FOCUSED TRAFFIC AND PARKING STUDY FOR OAKMONT OF CARLSBAD ASSISTED LIVING FACILITY CARLSBAD, CALIFORNIA GPA 2017-0003/CUP 2017-0008/AMEND 2017-0011/ 2C 2017-0001 October 26, 2017 Revised: February 7, 2018 Prepared for: Oakmont Senior Living and the City of Carlsbad, CA Prepared by: CRANE TRANSPORTATION GROUP 2621 E. Windrim Court Elk Grove, CA 95758 (916) 647-3406 FOCUSED TRAFFIC STUDY FOR OAKMONT OF CARLSBAD ASSISTED LIVING FACILITY I. INTRODUCTION At the request of Oakmont Senior Living, and in consultation with the City of Carlsbad, Crane Transportation Group (CTG) has prepared this study to address weekday vehicle trip generation, intersection level of service, vehicle queue demand, and parking supply and demand for Oakmont's proposed l 5 l-unit, 175-bed assisted living facility in Carlsbad, California. The facility is proposed to be located immediately north of the signalized Faraday A venue/El Fuerte Street intersection. See Figure 1. Area Map. The site is undeveloped, and is referenced as Lot I of the Carlsbad Oaks North development. The facility would serve individuals in need of living assistance and/or memory care. See Figure 2. Site Plan, and Figure 3. Proposed Lane Striping. II. SUMMARY Issues specifically addressed in this study are as follows: Faraday Avenue/El Fuerte Street Intersection Lane Geometrics: The Faraday Avenue/El Fuerte Street intersection is currently a "T' intersection; with the project, it will become a four-leg intersection with the project driveway forming the new 4th leg of the intersection. Osakmont of Carlsbad Trip Generation: The proposed assisted care facility would accommodate 175 beds (151 units), of which 52 units would accommodate memory care residents. Most residents would not drive or require automobile storage (parking) on-site. The primary trip generation and parking demand would be created by staff and visitors to the site. The proposed 175-bed facility would be expected to generate 490 daily trips, with 33 trips during the ambient commute AM peak hour, and 46 trips during the ambient commute PM peak hour. Faraday Avenue/El Fuerte Street Intersection Level of Service: The analysis of the project access intersection, shows that existing without and with-project conditions, and 2035 without and with-project conditions operate acceptably at LOS C or better for all analysis time periods and conditions. Faraday Avenue/El Fuerte Street Intersection Queue Demand: Vehicle queues are derived from the intersection level of service operations analysis, with results of Synchro runs included in the appendix to this study. Required vehicle queuing capacity is shown in feet, rounded to the nearest 25 feet. As shown, the greatest required queue length at the Faraday A venue/El Fuerte Street intersection would occur with the year 2035 planning horizon, when "with project" conditions would require a 200-foot long through/left turn queue lane on the northbound El Fuerte Street left turn to Faraday Avenue, assuming a northbound through/left turn lane and separate right turn lane. The existing 125-foot lane will need to be extended 75 feet, to a total of200 feet. Oakmont of Carlsbad Parking Supply and Demand: All parking would be provided on-site. City code would require 61 spaces, however, Oakmont proposes to provide 163 parking spaces of which 6 would be handicapped accessible. Sixty (60) spaces would be surface parking, and I 03 spaces would be in underground garages; an additional parking space would be reserved for the Oakmont shuttle. Parking demand anticipated for the proposed assisted care facility is detailed by the employee shift schedule and anticipated visitor parking. Parking demand is also addressed in the context of surveys conducted for Oakmont's existing Cardinal Point I Assisted Living Facility. Parking would accommodate employee shift change and peak visitor parking. Event parking would be handled by valet service for specific events (occurring about three times per year). According to the City of Carlsbad's Development Permit P-2 guideline, item H, the City does not require full traffic studies of projects producing fewer than 200 peak hour trips or fewer than 500 daily trips. Oakmont of Carlsbad will produce, at most, 490 daily trips, with 33 two-way (inbound+ outbound) AM peak hour trips and 46 two-way (inbound+ outbound) PM peak hour trips, below the City's thresholds for requiring a full traffic study. For this reason, the following information addresses existing and future (2035) traffic volumes at the Faraday Avenue/El Fuerte Street (project access) intersection, project trip generation, Faraday Avenue/El Fuerte Street intersection level of service and queue demand with and without the project, and on-site parking demand/supply. This study does not provide a full traffic analysis, as defined in item Hof the City's Development Permit (P-2) guideline. III. SETTING The project site is accessed via the signalized Faraday Avenue/El Fuerte Street intersection. The primary site access would be a driveway forming the north leg of the Faraday A venue/El Fuerte Street intersection. Lane configurations for existing and future (2035) conditions arc shown on Figure 4. Existing and 2035 with and without Project Intersection Lane Geometrics and Control. Neighboring land uses arc undeveloped lands, however, the site is designated as Lot 1 of the planned Carlsbad Oaks North development. There is no public transit service along Faraday Avenue or El Fuerte Street in the immediate site vicinity, however, North County Transit provides the City of Carlsbad and the region with extensive transit options, including train, bus and shuttle services. The nearest transit service to the site is located at Faraday Avenue/South Melrose Drive, about a 10-minute walk east of the site, or at Faraday A venue/El Camino Real, about a 25-minute walk west of the site. Traffic count data. Weekday traffic counts were conducted by Crane Transportation Group Thursday, September 21, 2017 from 7:00 to 9:00 AM and 4:00 to 6:00 PM at the Faraday A venue/El Fuerte Street intersection. The peak traffic hours were found to occur from 7:30 to CTG 2m16 Revised Focused Traffic and Parking Study for Oakmont of Carlsbad Assisted Living Facility, Carlsbad, CA Page 2 CRANE TRANSPORTATION GROUP 8:30 AM and from 4:45 to 5:45 PM. Cumulative raffic volume projections were obtained from the SANDAG regional traffic model for year 2035 conditions. Figure S. Existing and 2035 (without Project) AM and PM Peak Hour Traffic Volumes, shows existing and projected volumes for weekday peak traffic hours at the Faraday Avenue/ El Fuerte Street study intersection. The 2035 planning horizon traffic volume data was supplied by e-mail from Joaquin Ortega, Associate Transportation Modeler, SAND AG, on January 23, 2018, with the following notes: • 2035 Forecast year SAN DAG Series 13 land use forecast • Revenue constrained road network as approved in the 2015 RTP/SCS • ABM version l 3.3.2 current to Summer 2017 • Scenario 709 • Corrected income forecast --post Measure A investigation • Volumes rounded to nearest ten • AM peak period 6:00 AM-9:00 AM • PM peak period 3:00-PM-6:30 PM The volumes are for peak periods only and by leg of intersection. SANDAG volumes indicate low-level growth on El Fuerte Street at Faraday Avenue. IV. DESCRIPTION OF SITE PLAN AND OAKMONT'S PROPOSED TRANSPORTATION SERVICES Automobile access to and from the Oakmont of Carlsbad Assisted Living Facility "project site" would be via a two-way entrance driveway connection to Faraday Avenue, opposite El Fuerte Street, near the site's southeast boundary. The site would provide separate buildings for Assisted Living and Memory Care. Each building would have its own drop-off/pick-up at front-door Porte Cochere one-way driveways. The one-way driveways would connect to two-way driveways with access to all on-site parking. Transportation Services CTG Oakmont Senior Living, LLC, will provide the following services for its residents and employees on a daily basis. • • • • • • Shuttle service to take residents to shopping, etc . On-call, by appointment car service for all residents at all times . Materials that describe and promote transportation alternatives . Current information for employees and visitors, including carpool options, bicycle and pedestrian walking maps to/from the facility and the nearest bus stops and transit locations. Bike racks in sufficient supply at all times Plans to handle seasonal events and valet parking services when needed . 2ll/18 Revised Focused Traffic and Parking Study for Oakmont of Cartsbad Assisted Living Facility, Cartsbad. CA Pagel CRANE TRANSPORTATION GROUP V. TRIP GENERATION AND DISTRIBUTION Trip rates utilized in this evaluation arc from the Trip Generation -An ITE Informational Report, 10th Edition, by the Institute of Transportation Engineers, 2017. Although occupancy is typically closer to 95 percent than 100 percent, the higher percentage is used in this evaluation to present a conservative analysis. Table 1 shows projected trip generation for the Assisted Living + Memory Care project. As shown in Table 1, the proposed 175-bed facility would be expected to generate 490 daily two-way trips, with 33 two-way trips during the ambient commute AM peak hour, and 46 two- way trips during the ambient commute PM peak hour. Figure 6 shows the project increment of traffic distributed to the roadway system. Table 1 TRIP GENERATION ASSISTED LIVING (175 BEDS, 151 UNITS) DAILY A'-1 PEAK HOUR PM PEAK HOUR VOLUMES VOLUMES 2-WAY TRIPS IN+ OUT IN+ orT SIZE llSE Ri\TE VOL RATE VOL Ri\TE VOL ASSISTED 175 beds 2.60 l 490 .19 2 33 .26 2 46 LIVING 1 ,. ., 'Tnp Rate Source: 7 np Generatron, J(j Ed1t10n, Jnst1tute of Traffic Engineers (J1"n) September 2017, Land Use #254 . 2 A veragc, two-way rates (inbound -outbound). !TE Trip Generation, J(f' Edition provides no fitted curve equation for daily or peak hour co11ditions. Compiled hy: Crane Transportation Group Figure 7 shows existing-with-project and 2035 with-project traffic volumes. VI. INTERSECTION LEVEL OF SERVICE OPERATION AND RESULTING 95TH PERCENTILE VEHICLE QUEUES The.City of Carlsbad considers Level of Service (LOS) D to be the minimum acceptable intersection operation (LOS). As shown in Tables 2 and 3, both existing with and without project conditions, and 2035 with and without project conditions, operate acceptably at LOS C or better for all analysis time periods. CTG 2nl18 Revised Focused Traffic and Parking Study for Oakmont of Carlsbad Assisted Lllling Facility, Carlsbad, CA Page4 CRANE TRANSPORTATION GROUP Table 2 EXISTING CONDITIONS INTERSECTION LEVEL OF SERVICE Ol WEEKDAY AM PEAK HOUR WEEKDAY PM PEAK HOUR W/0 WITH LOCATION PROJECT PROJECT Faraday Avenue/El Fuerte Street (signalized} B-16.6 (L) (I) Supporting data is provided in the appendix worksheets. (2) Signalized level of service -control delay in seconds. Year 2000 Highway Capacity J.1anua! (HCMJ Analysis Methodology Source: Crane Transportation Group Table 3 C-21.6 W/0 PROJECT 8-19.8 2035 CONDITIONS INTERSECTION LEVEL OF SERVICE (Il WITH PROJECT C-27.4 WEEKDAY AM PEAK HOUR WEEKDAY PM PEAK HOUR W/0 WITH LOCATION: PROJECT PROJECT Faraday Avenue/El Fuerte Street (signalized) C-20.3 (SJ (I) Supporting data is provided in the appendix worksheets. (2) Signalized level of service -control delay in seconds. Year 2000 Highway Capacity lv!anual (HCl\1) Analysis Methodology Source. Crane Transportation Group C-26. 7 W/0 WITH PROJECT PROJECT C-21.7 C-34.4 Tables 4 and 5 provide vehicle queue demand at the Faraday Avenue/El Fuerte Street intersection for existing without and with-project conditions, and 2035 without and with- project conditions. As shown, the greatest required queue length at the intersection would occur with the year 2035 planning horizon, when ';with project" conditions would require a 200-foot storage lane on the northbound El Fuerte Street left turn to Faraday A venue, assuming a left/through lane. The existing 125-foot lane will need to be extended 75 feet, to a total of 200 feet. CTG 2nl18 Revised Focused Traffic and Parking Study for Oakmont of Carlsbad Assisted living Facility, Cartsbad, CA Page 5 CRANE TRANSPORTATION GROUP TABLE 4 EXISTING CONDITIONS LEVEL OF SERVICE (Il AND 95TH PERCENTILE VEHICLE QUEUES (l) FARADAY AVENUE/ EL FUERTE STREET OAKMONT ACCESS INTERSECTION WITHOUT AND WITH-PROJECT CONDITIONS Location AM PEAK HOUR PM PEAK HOUR WITHOUT WITH PROJECT PROJECT 951" % Vehicle 95th % Vehicle Queues in Feet Queues in Feet (VPH) (VPH) LOS: 8-16.6 LOS: C-21.6 EB Faraday Ave Left NA 25 Tum to Oakmont Drivewav {3l NB El Fuerte St Left 75 75 (SJ Turn to Faradav Ave (-1J SB Oakmont Driveway NA 25 approach to Faraday Ave/ El Fuerte St Intersection (6) (I) Signalized level of service-vehicle control delay in seconds. (2) Required queuing distance is rounded up to the nearest 25 feet. WITHOUT WITH PROJECT PROJECT 95th % Vehicle 95 th % Vehicle Queues in Feet Queues in Feet (VPH) (VPH) LOS: 8-21.7 LOS: C-27.4 NA 25 125 175 l~J NA 25 (3) Left turn lane queuing distance for EB Faraday Avenue at the Oakmont Driveway/El Fuerte Street intersection. ( 4) Left turn lane or combined through/left lane queuing distance for NB El Fuerte Street approach. (5) Queue demand is shown to be 75 feet (AM) and 175 feet (PM)for existing-plus-project conditions; however, as volumes increase due to growth in the area, the northbound El Fuerte Street lane accommodating left turns has storage capacity well beyond the current and "with project" demand. The lane becomes a combined through/left with the project. (6) SR queuing distance for the Oakmont Driveway approach to Faraday Avenue. Source. Crane Tran~por1alion Group CTG 2f7/18 Revised Focused Traffic and Parking Sludy for Oakmont of Carlsbad Assisted Living Facilily, Carlsbad, CA Page6 CRANE TRANSPORTATION GROUP TABLES 2035 CONDITIONS LEVEL OF SERVICE (Il AND 95TH PERCENTILE VEHICLE QUEUES (ll FARADAY AVENUE/ EL FUERTE STREET OAKMONT ACCESS INTERSECTION WITHOUT AND WITH-PROJECT CONDITIONS Location AM PEAK HOUR PM PEAK HOUR WITHOUT WITH PROJECT PROJECT 95'" % Vehicle 95th % Vehicle Queues in Feet Queues in Feet (VPH) (VPH) LOS: B-20.3 LOS: C-26.7 EB Faraday Ave Left NA 25 Turn to Oakmont Driveway (3l NB El Fuerte St Left 75 75 Turn to Faraday Ave 14l SB Oakmont Driveway NA 25 approach to Faraday Ave/ El Fuerte St Intersection {6J (I) Signalized level of service-vehicle control delay in seconds. (2) Required queuing distance is rounded up to the nearest 25 feet. WITHOUT WITH PROJECT PROJECT 95th % Vehicle 951h % Vehicle Queues in Feet Queues in Feet (VPH) (VPH) LOS: 8-19.8 LOS: C-34.4 NA 25 125 200 \J) NA 25 (3) Left turn lane queuing distance for EB Faraday Avenue at the Oakmont Driveway/El Fuerte Street intersection. ( 4) Left. turn lane or combined through/left turn lane queuing distance for NB El Fuerte Street approach. (5) Queue demand is shown to be 75 feet (AM) and 200 feet (PM) for 2035-plus-project conditions; however, as volumes increase due to growth in the area, the northbound El Fuerte Street lane accommodating left turns has storage capacity well beyond the current and ''2035 with project" demand. (6) SB queuing distance for the Oakmont Driveway approach to Faraday Avenue. S'nurce: Crane Transportation Group Vll. RECOMMENDED LANE CONFIGURATIONS AND NOTES ON SIGNAL PHASING AND 95TH PERCENTILE VEHICLE QUEUES Figures 8 and 9 provide diagrams of existing and existing-plus-project intersection lane configurations, with notes regarding signal phasing. With-project conditions have been modeled with split north-south signal phasing. Lane geometrics for the "with project" condition will CTG 2n/18 Revised Focused Traffic and Parking Study for Oakmont of Carlsbad Assisted Living Facility, Carlsbad, CA Page7 CRANE TRANSPORTATION GROUP require provision of a southbound through/left and separate right lane from the Oakmont facility, a 25-foot eastbound Faraday A venue left turn lane and a northbound Cl Fuerte Street through-left turn lane. Existing-plus-project traffic volumes would require 175 feet of queuing space for the northbound Cl Fuerte Street through-left turn lane, while 2035-plus-pro_ject traffic volumes would require 200 feet of queuing space for the northbound El Fuerte Slreet through-left turn lane. VIII. PARKING SUPPLY AND DEMAND The facility would provide assisted living services that are personalized to the individual needs of those who require help with all activities of daily living, such as bathing, dressing, eating, toileting, mobility, and medication management. In assisted living, residents receive three meals a day, housekeeping services, and weekly laundry of linens and personal clothing. Specialized recreational and social programs would be provided. A typical assisted living resident needs help with at least three or more activities of daily living, and residents who are living in memory care need help with all activities. Also, in a dedicated assisted living and memory care building the social, recreational and dining programs are structured to meet the resident's needs, as residents are less mobile and must make use of more adaptive devices. Oakmont's staff is licensed in a wide range of care-giving, and requires few specialty caregivers over and above the Oakmont staff. 1 Oakmont proposes to provide a total of 163 employee, visitor and resident parking spaces, consisting of: • 60 surface parking spaces (3 accessible), • 67 underground garage spaces for the Assisted Living building (2 accessible), • 32 underground garage spaces for the Memory Care building ( 1 accessible), • 4 spaces in the Models building garage. In addition, one space would be dedicated to parking for the Oakmont shuttle, for a grand total l 04 parking spaces. Oakmont staff would comprise the primary daily parking demand. Table 4 provides a sampling of three weekday time periods when parking demand would likely be greatest. Staff Shift Changes The morning and afternoon non-admini.<urative staff shift changes will not coincide with the weekday ambient AM and PM commute peak traffic hours. Shift changes at Oakmont facilities have been observed to occur gradually, with employees arriving and departing over a ½ hour period, rather than in a highly concentrated peak. 1 William Mabry, Partner, Project Development, Oakmont Assisted Living, personal communication with Crane Transportation Group, June 16, 2017. CTG 2m18 Revised Forused Traffic and Parting Study for Oakmont of Carlsbad Assisted Living Facility, Carlsbad, CA Page8 CRANE TRANSPORTATION GROUP Basis of Parking Supply and Demand The facility will be in operation on a 24-hour basis, seven days per week. Many residents would require high levels of care, with some requiring memory care assistance. Few residents would drive, and few would require a parking space for car storage. The non-administrative staff shifl schedule would be 6:00 AM -2:00 PM (morning shift), 2:00 PM -10:00 PM (afternoon shift) and 10:00 PM -6:00 AM (nighttime shift). Non-administrative staff would total 28 for the morning shift, 28 for the afternoon shift, and 12 for the nighttime shift. A shuttle with driver would be on-call for residents at all times. Twenty (20) administrative staff would follow an 8:00 AM -5:00 PM schedule. Not all staff would be expected to drive to work-some may carpool or be dropped off at work by a family member. As stated, there is no convenient public transit along Faraday A venue or El Fuerte Street in the project vicinity. It is expected that some employees would be dropped off at work (this was observed at Oakmont's Cardinal Point I), and others may ridcshare to and from work. Surveys conducted of the Cardinal Point I facility revealed that 33 percent of morning shift staff used alternative modes of travel to and from work. However, due to the absence of easily available public transit in the project vicinity, this study conservatively assumes that each staff member would drive their own car to and.from the facility. The facility would provide car service for its residents, and at any given time, a vehicle would be parked with a driver on call, as needed. • • • Deliveries and Visitors Daily deliveries -produce, bread, milk Weekly or monthly deliveries -staples, paper goods, nursing supplies, office supplies, deaning supplies There would be no restrictions on visiting hours. The majority of weekday visits would occur during evenings from 6:00 to 8:00 PM. Although most medical and therapeutic services would be available through the Oakmont staff, a few residents would have in- house visits from aids or therapists, and these would generally occur between 10:00 AM and 2:00 PM. Weekend visits would occur from about 10:00 AM to 6:00 PM. CTG 2f7/18 Revised Foa.ised Traffic and Parking Study for Oakmont of Carlsbad Assisted Living Facility, Carlsbad, CA Page g CRANE TRANSPORTATION GROUP TABLE 6 TYPICAL DAY MAXIMUM WEEKDAY PARKING DEMAND DURING THREE SAMPLE TIME PERIODS lsTAFF I 7:30-8:30 AM I 2:30-3:30 PM I 5:30-6:30 PM Administrative 20 20 0 Morning Shift* 28* 0 0 (6 AM-2 PMl Afternoon Shift * 0 28* 28* '2 PM-10 PM) Visitors (including 9 9 12 visiting health nrofessionals) Oakmont Service Car 2 2 2 (on-call service for all residents) I TOTAL I 59 I 59 I 42 I Total employee I 50 I 50 I 30 !!ark.in~ demand I I I *Based upon surveys conducted by Crane Transportation Group for the Cardinal Pomt I and II Senior and Assisted Living facilities in Alameda, California, 33 percent of employees used modes of travel to work other than a single- occupant vehicle. The modes observed included walking, bicycle, public transit, rideshare and drop-off. To present a conservative analysis, the morning and afternoon shifts are not reduced in this table. Compiled by: Crane Transportation Group, July 6, 2017 IX. PARKING REQUIREMENT The project would be expected to have sufficient parking with its proposed 163 on-site parking spaces. plus one shuttle space, and would not depend upon any off-site, on-street parking spaces. The City of Carlsbad requires 2 spaces, plus one space per three beds for a Senior Assisted Care facility, thus, for this 175-bed facility, the City requires 61 parking spaces. The proposed 163 parking spaces would result in exceeding the City's code requirement by a factor of about 2.66. For informational purposes, a sampling of parking requirements for residential care facilities and similar land uses for several other California cities are provided in Table 5. CTG 2nl18 Revised Focused Traffic and Parking Study for Oakmont of Carlsbad Assisted Living Facility, Carlsbad, CA Page 10 CRANE TRANSPORTATION GROUP TABLE? A SAMPLING OF ASSISTED CARE PARKING REQUIREMENTS IN CALIFORNIA CITIES Jurisdiction Facility Type Parking Requirements City of Alameda Residential Care Facility 0.34 spaces per bed With 175 beds: 60 spaces required City of Corte Madera Convalescent hospital or rest 0.33 spaces per bed home With 175 beds: 58 spaces required City of Danville Convalescent Home, Rest 0.33 spaces per bed Home, Nursim! Home, With 175 beds: 58 spaces required City of Novato Residential Care 0.33 spaces per bed With 175 beds: 58 spaces required City of San Francisco Group Housing (of any kind) 0.33 spaces per bed+ 1 space for manager With 175 beds: 59 spaces required City of Concord Residential Care 0.41 spaces per bed* With 175 beds: 72 spaces required City of Upland Residential Care Facility 0.41 spaces per bed* With 175 beds: 72 spaces required City of Carmichael Residential Care Facility 0.34 spaces per bed* With 175 beds: 60 spaces required City of Thousand Oaks Residential Care Facility 0.29 spaces per bed* With 175 beds: 51 spaces required City of Camarillo Assisted Living Facility 0.54 spaces per bed* With 175 beds: 95 spaces required * Calculated based upon zoning requirements or approved projects. As can be seen from the above data, the 163 proposed parking spaces would be substantially greater than the number of spaces required by the cities listed above for various types of assisted care (including convalescent and rest home) facilities. CTG 2f7/18 Revised Focused Traffic and Parking Study for Oakmont of Carlsbad Assisted Living Facility, Carlsbad, CA Page 11 CRANE TRANSPORTATION GROUP According to the study Assisted Living Residences: A Study 1/Trqffic and Parking Implications, prepared by the American Seniors Housing Association, parking demand is low to moderate compared to other housing types. The study cites a parking demand for assisted living facilities as low as 0.22 per unit (the equivalent of 33 spaces for a 15 l-unit facility). The reason cited for this comparatively low parking requirement is: residents do not drive, and visitors typically arrive and depart during all hours of the day rather than concentrating during a specific period of the day. X. • • • • CONCLUSIONS The project would not generate enough traffic to require study of impacts on the capacity or operation of the surrounding roadway network according to the City's permit guidelines. Existing with-project conditions and 2035 with-project acceptable operation at LOS C or better for all analysis Avenue/El Fuerte/Project Access intersection. conditions would result In time periods at the Faraday The "2035 with-project" 95th percentile queue demand for the northbound El Fuerte Street through-left turn lane will require a 200-feet of storage, an extension of 75 feet to the existing 125-foot lane. As volumes increase due to growth in the area, the northbound El Fuerte Street lane accommodating left turns will have capacity well beyond the current and future "with project" demand. The project will have more than sufficient parking supply with its proposed 163 on-site parking spaces, and would more than double what is required by City code. Project parking would not depend upon any off-site, on-street parking spaces. This Report is intended for presentation and use in its entirety, together with al! of its supporting exhibits, schedules, and appendices. Crone Tronsporwrion Group wi!! h=e no /iobilityfor any use of the Report other than in its entirety, such as providing an excerpt to a third party or quoting a portion of the Report. If you provide a portion of the Report lo a third party, you agree to hold C FG harmless against any liability to such third parties based upon their use of or reliance upon a less than comp/e1e vcnion of the R.:pml. CTG 2m18 Revised Focused Traffic and Parking Study for Oakmont of Carlsbad Assisted Living Facility, Carlsbad, CA Page 12 CRANE TRANSPORTATION GROUP FIGURES APPENDIX HCM 2010 Signalized Intersection Summary 2: Fuerte St/Project Access & Faraday Av User approved pedestrian interval to be less than phase max green. 2035 PM Peak Hour with Project 01-25-2018 Synchro 9 Report Page 2 ' .