HomeMy WebLinkAboutCUP 2017-0008; OAKMONT OF CARLSBAD; FOCUSED TRAFFIC AND PARKING STUDY; 2018-09-22RECORD COPY
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: January 26, 2018,
May 7, 2018, & September 22, 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
la
FOCUSED TRAFFIC STUDY
FOR OAKMONT OF CARLSBAD
ASSISTED LIVING FACILITY
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 151-unit, 175-bed assisted living facility in Carlsbad, California. The
facility is proposed to be located immediately north of the signalized Faraday Avenue/El Fuerte
Street intersection. See Figure 1. Area Map. The site is undeveloped, and is referenced as Lot 1
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.
SUMMARY
Issues specifically addressed in this study are as follows:
Faraday Avenue/El Fuerte Street Intersection Lane Geometries: 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.
Oakmont 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 455 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 Avenue/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 of 200 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 153
parking spaces of which 6 would be handicapped accessible. Fifty (50) spaces would be
surface parking, and 103 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, 455 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 H of 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 Avenue/El Fuerte
Street intersection. Lane configurations for existing and future (2035) conditions are shown on
Figure 4. Existing and 2035 with and without Project Intersection Lane Geometrics and
Control.
Neighboring land uses are 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 Avenue/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
Avenue/El Fuerte Street intersection. The peak traffic hours were found to occur from 7:30 to
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CRANE TRANSPORTATION GROUP
8:30 AM and from 4:45 to 5:45 PM. Cumulative Traffic volume projections were obtained from
the SANDAG regional traffic model for year 2035 conditions. Figure 5. 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, SANDAG, on January 23, 2018, with the following notes:
2035 Forecast year
SANDAG Series 13 land use forecast
Revenue constrained road network as approved in the 2015 RTP/SCS
ABM version 13.3.2 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
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.
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CRANE TRANSPORTATION GROUP
TRIP GENERATION AND DISTRIBUTION
Trip rates utilized in this evaluation are 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 455 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. These trips are more conservative than the
SANDAG trip generation rates for a Congregate Care facility at 151 units X 2.5 ADT/unit = 378
ADT.
Figure 6 shows the project increment of traffic distributed to the roadway system.
Table 1
TRIP GENERATION
ASSISTED LIVING (175 'BEDS, 151 UNITS)
USE
SIZE
___
DAILY
2-WAY TRIPS
AM PEAK HOUR
VOLUMES
PM PEAK HOUR
VOLUMES
IN + OUT IN + OUT
RATE VOL RATE VOL RATE VOL
ASSISTED
LIVING'
175 beds 2.60 2 455 .19 2 33 .26 2 46
'Trip Rate Source: Trip Generation, 10Ih Edition, Institute of Traffic Engineers (ITE) September 2017, Land Use #254.
2Average two-way rates (inbound + outbound). lIE Trip Generation, jO" Edition provides no fitted curve equation for daily or
peak hour conditions.
Compiled by: Crane Transportation Group
Figure 7 shows existing-with-project and 2035 with-project traffic volumes.
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.
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Table 2
EXISTING CONDITIONS
INTERSECTION LEVEL OF SERVICE
LOCATION
WEEKDAY AM PEAK HOUR WEEKDAY PM PEAK HOUR
W/O
PROJECT
WITH
PROJECT
W/O
PROJECT
WITH
PROJECT
Faraday Avenue/El Fuerte Street (signalized) B-16.6 (2) C-21.6 B-19.8 C-27.4
Supporting data is provided in the appendix worksheets.
Signalized level of service - control delay in seconds.
Year 2000 Highway Capacity Manual (HCM) Analysis Methodology
Source: Crane Transportation Group
Table 3
2035 CONDITIONS
INTERSECTION LEVEL OF SERVICE (1)
LOCATION
WEEKDAY AM PEAK HOUR WEEKDAY PM PEAK HOUR
W/O
PROJECT
WITH
PROJECT
W/O
PROJECT
WITH
PROJECT
Faraday Avenue/El Fuerte Street (signalized) C-20.3 (2) C-26.7 C-21.7 C-34.4
Supporting data is provided in the appendix worksheets.
Signalized level of service - control delay in seconds.
Year 2000 Highway Capacity Manual (HCM) Analysis Methodology
Source: Crane Transportation Group
Tables 4 and S 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 Avenue,
assuming a left/through lane. The existing 125-foot lane will need to be extended 75 feet,
to a total of 200 feet.
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CRANE TRANSPORTATION GROUP
TABLE 4-
EXISTING CONDITIONS
LEVEL OF SERVICE (1) AND 95TH PERCENTILE VEHICLE QUEUES (2)
FARADAY AVENUE/ EL FUERTE STREET OAKMONT ACCESS
INTERSECTION
WITHOUT AND WITH-PROJECT CONDITIONS
Location
AM PEAK HOUR PM PEAK HOUR
WITHOUT WITH WITHOUT WITH
PROJECT PROJECT PROJECT PROJECT
95th Vehicle 95th % Vehicle 95th % Vehicle 95th % Vehicle
Queues in Feet Queues in Feet Queues in Feet Queues in Feet
(VPH) (VPH) (VPH) (VPH)
LOS: 8-16.6 LOS: C-21.6 LOS: B-21.7 LOS: C-27.4
EB Faraday Ave Left NA 25 NA 25
Turn to Oakmont
Driveway (3)
NB El Fuerte St Left 75 75 (5) 125 175
Turn to Faraday Ave (4)
SB Oakmont Driveway NA 25 NA 25
approach to Faraday Ave/
El Fuerte St
Intersection (6)
Signalized level of service—vehicle control delay in seconds.
Required queuing distance is rounded up to the nearest 25 feet.
Left turn lane queuing distance for EB Faraday Avenue at the Oakmont Driveway/El Fuerte Street intersection.
Left turn lane or combined through/left lane queuing distance for NB El Fuerte Street approach.
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.
SB queuing distance for the Oakmont Driveway approach to Faraday Avenue.
Source: Crane Transportation Group
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CRANE TRANSPORTATION GROUP
TABLE 5
2035 CONDITIONS
LEVEL OF SERVICE (1) AND 95TH PERCENTILE VEHICLE QUEUES (2)
FARADAY AVENUE/ EL FUERTE STREET OAKMONT ACCESS
INTERSECTION
WITHOUT AND WITH-PROJECT CONDITIONS
Location
AM PEAK HOUR PM PEAK HOUR
WITHOUT WITH WITHOUT WITH
PROJECT PROJECT PROJECT PROJECT
95th Vehicle 95°' % Vehicle 95°' % Vehicle 95th Vehicle
Queues in Feet Queues in Feet Queues in Feet Queues in Feet
(VPH) (VPH) (VPH) (VPH)
LOS: B-20.3 LOS: C-26.7 LOS: B-19.8 LOS: C-34.4
EB Faraday Ave Left NA 25 NA 25
Turn to Oakmont
Driveway (3)
NB El Fuerte St Left 75 75 125 200
Turn to Faraday Ave (4)
SB Oakmont Driveway NA 25 NA 25
approach to Faraday Ave/
El Fuerte St
Intersection (6)
Signalized level of service—vehicle control delay in seconds.
Required queuing distance is rounded up to the nearest 25 feet.
Left turn lane queuing distance for LB Faraday Avenue at the Oakmont 'Driveway/El Fuerte Street intersection.
Left turn lane or combined through/left turn lane queuing distance for NB El Fuerte Street approach.
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.
SB queuing distance for the Oakmont Driveway approach to Faraday Avenue.
Source: Crane Transportation Group
VII. 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
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CRANE TRANSPORTATION GROUP
require provision of a southbound through/left and separate right lane from the Oakmont facility,
a 25-foot eastbound Faraday Avenue left turn lane and a northbound El Fuerte Street through-left
turn lane. Existing-plus-project traffic volumes would require 175 feet of queuing space for the
northbound El Fuerte Street through-left turn lane, while 2035-plus-project traffic volumes
would require 200 feet of queuing space for the northbound El Fuerte Street 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.
Oakmont proposes to provide a total of 153 employee, visitor and resident parking spaces,
consisting of:
50 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.
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-administrative 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 V2 hour
period, rather than in a highly concentrated peak.
Basis of Parking Supply and Demand
'William Mabry, Partner, Project Development, Oakmont Assisted Living, personal communication with
Crane Transportation Group, June 16, 2017.
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CRANE TRANSPORTATION GROUP
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 shift
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 Avenue 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 rideshare 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 andfrom 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,
cleaning 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.
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CRANE TRANSPORTATION GROUP
TABLE 6
TYPICAL DAY MAXIMUM WEEKDAY PARKING DEMAND
DURING THREE SAMPLE TIME PERIODS
ISTAFF 7:30-8:30 AM I 2:30-3:30 PM 5:30-6:30 PM
Administrative 20 20 0
Morning Shift * 28* 0 0
(6AM-2PM}
Afternoon Shift* 0 28* 28*
(2PM-1OPM)
Visitors (including 9 9 12
visiting health
professionals)
Oakmont Service Car 2 2 2
(on-call service for all
residents)
TOTAL 59 1 59 1 42
Total employee 50 50 30
parking demand
*Based upon surveys conducted by Crane Transportation Group for the Cardinal Point 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 153 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 153
parking spaces would result in exceeding the City's code requirement by a factor of about 2.5.
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.
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CRANE TRANSPORTATION GROUP
TABLE 7
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
home
0.33 spaces per bed
With 175 beds: 58 spaces required
City of Danville Convalescent Home, Rest
Home, Nursing Home,
0.33 spaces per bed
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 beds
With 175 beds: 95 spaces required
* Calculated based upon zoning requirements or approved projects.
As can be seen from the above data, the 153 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.
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CRANE TRANSPORTATION GROUP
According to the study Assisted Living Residences: A Study of Traffic 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 a 0.22 per unit (the equivalent of 33 spaces for a 151-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 conditions ,would result in
acceptable operation at LOS C or better for all analysis time periods at the Faraday
Avenue/El Fuerte/Project Access intersection.
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 153 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 intendedfor presentation and use in its entirety, together with all of its supporting exhibits, schedules, and
appendices. Crane Transportation Group will have no liability for 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. Ifyou provide a portion of the Report to a third party,
you agree to hold CTG harmless against any liability to such third parties based upon their use of or reliance upon a less than
complete version of the Report.
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CRANE TRANSPORTATION GROUP
FIGURES
Not To Scale
NORTH
L
1214
156
64 85
467
185
Existing AM Peak Hour
(7:30-8:30)
Signal
486
67
203
,ói 137 76
179
Existing PM Peak Hour
-' (4:45-5:45)
Oakmont at Carlsbad Traffic Study, Carlsbad, CA -
AMCRANE TRANSPORTATION GROUP
S-I ' 'S
Year 2035AM Peak Hour
(7:30-8:30)
1512
170
40210
14
1456 "
180
Year 2035PM Peak Hour
(4:45-5:45)
Figure 5
Existing and 2035 (without Project)
AM and PM Peak Hour Traffic Volumes
I
Not To Scale
NORTH
00 13
VCN 00 156
1214
264
467 '-
185
Existing AM Peak Hour Year 2035 AM Peak Hour
(7:30-8:30) (7:30-8:30)
tB=Signal S
00
9
486
2 17
4\203
1176
179
1512
70
140
1456
180
Existing PM Peak Hour Year 2035 PM Peak Hour
(4:45-5:45) (4:45-5:45)
Oakmont at Carlsbad Traffic Study, Carlsbad, CA
Figure 7
1 S
Existing and 2035 (with Project)
A=CRANE TRANSPORTATION GROUP AM and PM Peak Hour Traffic Volumes
Not To Scale
NORTH
= Maximum 95% queue lengt
Oakmont at Carlsbad Traffic Study, Carlsbad, CA
Figure 8
Existing Intersection Lane Geometrics and
CRANE TRANSPORTATION GROUP Queue Lengths with and without Project
Not To Scale
II = Signal Existing Lane NORTH Geometrics
77
"7
Maximum 95% queue Inq
Split phasing
north-south
V '5
Lane Geometrics
with Project
= Maximum 95% queue leng
Oakmont at Carlsbad Traffic Study, Carlsbad, CA
Figure 9
Year 2035 Intersection Lane Geometrics and
"ii- CRANE TRANSPORTATION GROUP Queue Lengths with and without Project
HCM 2010 Signalized Intersection Summary
2: El Fuerte St & Faraday Av . 10/17/2017
-+_p #•4_4 ,,
Movement EBT EBR WL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 467 185 156 1214 85 64
Future Volume (veh/h) 467 185 156 1214 85 64 -
Number 4 14 3 8 5 12 -
Initial 0 (Qb), veh 0 0 0 0 0 0
Ped-BikeAdj(A_pbT) 1.00 1.-0-- 0-- 1.00 1.00 - - Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863
Adj Flow Rate, veh/h 543 215 181 1412 99 74
Adj No. of Lanes 2 0 1 2 1 1 . ... Peak Hour Factor 0.86 0.86 0.86 0.86 ---6.8-6----0.8-6--
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 871 344 228 1928 577 515
Arrive On Green 0.35 0.35 0.13 0.54 0.33 0.33
Sat Flow, veh/h 2574 979 1774 3632 1774 1583
Grp Volume(v), veh/h 387 371 181 1412 99 74
Grp Sat Flow(s),veh/h/ln 1770 1690 1774 1770 1774 1583
:0 Serve(g_s), s 12.6 12.6 6.9 20.9 2.8 2.3
Cycle 0 Clear(g_c), s 12.6 12.6 6.9 20.9 2.8 2.3
Prop In Lane 0.58 1.00 1.00 1.00 J Lane Grp Cap(c), veh/h 622 594 228 1928 577 515
V&Ratio(X)0.62 0.63 0.
Avail Cap(c_a), veh/h 831 794 551 2992 577 515
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d), s/veh 18.6 18.7 29.3 11.9 16.7 16.5
lncroelay(d2), s/veh 1.0 1.1 6.1 0.5 0.6 Initial 0 Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/lrl0.4 10.1 6.8 15.4 2.6 2.0
LnGrp Delay(d),s/veh 19.7 19.7 35.4 12.5 17.3 17.1
LnGrp LOS B B D B B B
Approach Vol, veh/h 758 1593 173
Approach Delay, s/veh 19.7 15.1 17.2
A ch pproaLOS B B B
rtin,er 1 2 3 T 5 6 7
Assigned Phs 2 3 4 8
Phs Duration (G+Y+Rc), s 27.0 13.4 28.8 42.2
Change Period (Y+Rcs 4.5 4.5 4•5 4.5
Max Green Setting (Gmax), s 22.5 21.5 32.5 58.5
Max Q Clear Time (g_c+(1), s 4.8 8.9 14.6 22.9
Green Ext Time (p_c), s 0.4 0.3 9.7 13.1
Intersection summary
HCM 2010 Ctrl Delay 16.6
HCM 2010 LOS B -
Existing AM Peak Hour Synchro 9 Report
without Project Page 1
HCM 2010 Signalized Intersection Summary
2: El Fuerte St & Faraday Av . 10/17/2017
Lane Configurations
Traffic Volume (veh/h) 1176 179 67 486 137 203
Future Volume (veh/h) 1176 179 67 486 137 203
Number 4 14 3 8 5 12
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, vehlhlln 1863 1900 1863 1863 1863 1863
Adj Flow Rate, veh/h 1292 197 74 534 151 223
rAdj No. of Lanes 2 0 1 2 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 1536 233 95 2163 479 428
ArriveOn Green 0.500500.050.610.270.27
Sat Flow, veh/h 3176 467 1774 -3632-1774 1583
,Grp Volume(v), veh/h 738 751 74 534 151 223
Grp Sat Flow(s),veh/h/ln 1770 1780 1774 1770 1774 1583
P Serve(g_s), s 27.2 27.8 3.1 5.2 5.2 9.1
Cycle Q Clear(g_c), s 27.2 27.8 3.1 5.2 5.2 9.1
?rop In Lane 0.26 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 881 887 95 2163 479 428
'IIC Ratio(X) - 0.84 0.8-5 - 0-18- 0.25- 0.3-1 0.52
Avail Cap(c_a), veh/h 1108 1115 199 2823 479 428
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d), s/veh 16.4 16.5 35.4 6.8 22.1 23.5 ...
lncr Delay (d2), s/veh 4.7 5.1 12.6 0.1 1.7 4.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(956/6),vehllr2o.5 21.1 3.3 -4.6-409-
L n-Grp Delay(d),s/veh 21.1 21.7 48.1 6.8 23.8 28.0
LnGrpLOS C C 0 A C C
Approach Vol, veh/h 1489 608 374
Approach Delay, s/veh 21.4 11.8 26.3
pproa hc LOS C B C
ssigned Phs 2 3 4 8
Phs Duration (G+Y+Rc), s 25.0 8.6 42.3 50.9
change Period (Y+Rc),s :..__4•._.__ . - ..... Max Green Setting (Gmax), s 20.5 8.5 47.5 60.5
Max Q Clear Time (g_c+ll), s 11.1 5.1 29.8 7.2
Green Ext Time (p _c), s 0.8 0.0 8.0 10.6
Intersection Summary
HCM 2010 Ctrl Delay 19.8
HCM2016L6S B
Existing PM Peak Hour Synchro 9 Report
without Project Page 1
HCM 2010 Signalized Intersection Summary
2: El Fuerte St & Faraday AV 01-25-2018
_•4_4\
Lane Configurations
Traffic Volume (veh/h) 810 -18"5-------l--60----1-395----1-32 93
Future Volume (vehlh) 810 185 160 1395 132 93
Number 4 14 3 8 5 12
Initial 0 (Qb), veh 0 0 0 0 0 0
Ped-BikeAdj(A_pbl)1.00 1.00 09.............................-
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
..............................................
dj Sat Flow, veh/h/ln 1863 1900 18631863 18631863
Adj Flow Rate, veh/h 942 215 186 1622 10 108
Adj No. of Lanes 2 0 1 2 1 1
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 6.96-
2 i ercent Heavy Veh, % 2 2 2 2 2
Cap, veh/h 1163 265 . 230 2101 515 460
rnve On Green 0.41 0.41 0.13 0.59 0.29 0.29 1:
Sat Flow, veh/h 2957 653 1774 3632 1774 1583
Grp Volume(v), vehlh 581 576 186 1622 153 108
Grp Sat Flow(s),vehThlln 1770 1748 1774 1770 1774 1583
Serve(g_s) $ 225 22.6 7.9 266 52 40 - - - - - - - - - CydeQ Clear(g_c), s 22.5 22.6 7.9 26.6 5.2 4.0
Prop In Lane 0.37
Lane
GrpCap(c),vehm
1.00 1.00 1-.00-
718 709 230 2101 515 460
WC Ratio(X) 0.81 0.81 0.81 0.77 . 0.30 0.23
Avail Cap(c_a), veh/h 742 733 492 2671 515 460
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d)s/veh20.420.4 .32.8 11.8 ...49_ -..-..-. lncr Delay (d2), slveh 6.5 6.7 6.7 1.1 1.5 1.2
InitialQDelay(d3),slveh 0.0 0.0 0.0 ...0.0 0.0
le BackOfQ(95%),vehfln 18.0 17.9 7.7 19.1 5.0 3.4 - ......................-- -
LnGrp Delay(d),s/veh 26.9 27.1 39.5 12.9 22.8 22.1
LnGrp LOS C C D B C C
Approach Vol, veh/h 1157 1808 261
Approach Delay, slveh 27.0 15.7 22.5
pproath LOS C B C
rimer 1 2 3 4 5 6 7 8
Assigned Phs 2 3 4 8
Phs Duration (G+Y+Rc), s 27.0 14.5 36.0 50.5
change Period Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 22.5 21.5 32.5 58.5
MaxQClearlime(g_c+11),s 7.2 9.9 24.6 28.6
Green Ext Time (p_c), s 0.6 0.3 6.4 17.4
Intersection Summary
HCM 2010 Ctrl Delay 20.3
HCM 2O1OLOS C
2035 AM Peak Hour Synchro 9 Report
without Project Page 1
HCM 2010 Signalized Intersection Summary
2: El Fuerte St & Faraday AV 01-25-2018
-0. ç4-.4 p
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations 0 1 ff1 T
rrafficVo!ume(veh/h) 1456 180 70 1512140 210 - Future Volume (vehlh) 1456 180 70 1512 140 210
,Number
Ini!Q(Qb),veh - . 000
.Ped-BikeAdj(A_pbl) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
dj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863
Adj Flow Rate, veh/h 1566 194 75 1626 151 226
'Adj No. of Lanes 2 0 1 2 1 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 1738 212 97 2316 426 380 .
Arrive On Green 0.55 0.55 0.05 0.65 0. 24 0.24
Sat Flow, veh/h 3269 388 1774 3632 1774 1583
Grp Volume(v), veh/h 863 897 75 1626 151 226
Grp Sat Flow(s)veh/Mn 1770 1794 1774 1770 1774 1583
:Q Serve(g_s), s 36.8 38.6 3.6 25.1 6.0 10.8
Cycle 0 Clear(g....c), s 36.8 38.6 3.6 25.1 6.0 10.8
Prop In Lane 0.22 1.00 1.00 1.00
Lane Grp Cap(c), vehlh 969 982 97 2316 426 380
V/C Ratio(X) 0.89 0.91 0.78 0.70 0.35 0.59
Avail Cap(c_a), veh/h 984 998 177 ----- 2508 426 380
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), slveh 17.1 17.5 39.9 9.4 26.9 28.8
lncr Delay (d2), slveh 10.2 12.3 12.5 0.8 2.3 6.7
IniUal 0 Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0
We BackOfO(95%),vehfln 27.9 30.0 3.8 18.0 5.8 9.2
LnGrp Delay(d),s/veh 27.2 29.8 52.3 10.2 29.3 35.5
LnGrpLOS C C 0 B C D
Approach Vol, veh/h 1760 1701 377
Approach Delay, s/veh 28.5 12.1 33.0
Approach LOS C B C
rimer 1 2 3 4
Assigned Phs 2 3 4 8
Phs Duration (G+Y+Rc, s 25.0 9.1 51.2 60.4
hange Period (Y+Rc), s 4.5 4.54.5 4..5. - Max Green Setting (Gmax), s 20.5 8.5 47.5 60.5
MaxaClearTime(g_c+11),s 1285.6 ....
Green Ext Time (p-c), s 0.7 0.0 6.1 ----- 22-.3
Intersection Summary
HCM 2010 Ctrl Delay 21.7
HCM2O1OLOS C
2035 PM Peak Hour Synchro 9 Report
without Project Page 1
HCM 2010 Signalized Intersection Summary
2: El Fuerte St/Project Ent & Faraday Av 01-25-2018
f4_44\ t p\ 4'
Lane Configurations '9 ft '9 It. Traffic Volume (vehlh) 6 467 185 156 1214
FutureVolume(vehlh) 6 467 185 156 1214
Number 7 4 14 3 8
initial Q (9),Veh .............._.._Q._ .P_. °. Ped-Bike Adj(A_pbl) 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 7 543 215 181 1412
Adj No. of Lanes 1 2 0 1 2
Peak Hour Factor 0.92 0.86 0.86 0.86 0.86
Percent Heavy Veh, % 2 2 2 2
--
2
13 85 2 64 4 2 6
13 85 2 64 4 2 6
18 5 2 12 1 6 1
0 0 0 0 0 0 0
1.00 1.00 1.00 1.00 1.00:
1.00 1.00 1.00 1.00 1.00 1.00 1.00
1900 1900 1863 1863 1900 1863 186
14 99 2 74 4 2 7
0 0 1 1 0 1 1]
0.92 0.86 0.92 0.86 0.92 0.92 0.92
2 2 2 2 2 2
Cap, veh/h 127 1032 407 226 1696 17 223 5 203 86 43 113
Arrive On Green 0.07 0.42 0.42 0.13 OR 0.47 0.13 0.13 0.13 0.07 0.07 0.07!
Sat Flow, veh/h 1774 2481 979 1774 3590 36 1741 35 1583 1202 601 1583
Gm Volume(v), veh/h 7 387 371 181 696 730 101 0 74 6 0 7
Grp Sat Fl6w(s),veh/hlln 1774 1770 1690 1774 1770 1856 1776 0 1583 1803 0 1583
0-.--3 11.5 0.0 3.0 0.2 0.0 Ô3
Cyde 0 Clear(g_c), s 0.3 11.5 11.5 7.0 24.0 24.0 3.7 0.0 3.0 0.2 0.0 0.3
Prop In Lane 1.00 0.58 1.00 0.02 0.98 1.00 0.67 1.00
Lane Grp Cap(c),vehm 127 736 703 226 836 877 228 0 203 129 0 113
V/C Rafio(X) 0.06 0.53 0.53 0.80 0.83 0.83 0.44 0.00 0.36 0.05 0.00 0.06.
Avail çap(c_a), veh/h 455 1005 959 448 997 1046 228 0 203 141 0 124 .
HCM Platoon Ratio i:oo .:oo
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
cP!la (Iv!h.3Pk 13 15 ........?!1 .t ..1!1_.......8.2 0.0 27. 9 30.3 0.0 30
lncr Delay (d2), s/veh 0.2 0.6 0.6 6.4 5.3 5.1 6.1 0.0 5.0 0.1 0.0 0.2
!n it- al 0 Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Of 0.0 0.0 0.0;
%ile BackOfQ(95%),vehfln 0.2 9.6 9.3 6.9 18.7 19.4 3.9 0.0 2.8 0.2 0.0 0.2
LnGrp Delay(d),slveh 30.5 15.9 15.9 36.2 21.4 21.2 34.4 0.0 32.9 30.5 0.0 30.6
LnGrp LOS C B B D C C C C C C
Approach Vol, veh/h 765 1607 175 13
Approach Delay, s/veh 16.0 22.9 33.8 30.5
Approach LOS B C C C
Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 13.5 13.4 33.7 9.5 9.5 37.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 9.0 17.7 39.8 5.5 18.0 39.5
Max -6 Clear Time (g_c+ll), s 5.7 9.0 13.5 2.3 2.3 26.0
Green Ext Time (p_c), s 0.1 0.3 9.6 0.0 0.0 7.1
Intersection Summary I
HCM 2010 Ctrl Delay 21.6
Hdivi-i.os . c ........-. ... ..... ..
Notes
Existing AM Peak Hour Synchro 9 Report
with Project Page 1
HCM 2010 Signalized Intersection Summary
2: El Fuerte St/Project Ent & Faraday Av 01-25-2018
User approved pedestrian interval to be less than phase max green.
Existing AM Peak Hour Synchro 9 Report
with Project Page 2
HCM 2010 Signalized Intersection Summary
2: Fuerte St/Project Access & Faraday AV 01-25-2018
Lane Configurations Traffic Volume (veh/h) 2 1176 179 67 486 9 137 6 203 14 2 6
Future Volume(veh/h) 2 1176 179 67 486 9 137 6 203 14 2 6
Number 7 4 14 3 8 18 5 2 12 1 6 16
initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(&_pbl) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 18631863 1900 - 19001863 1863 1900 1863 1863
Adj Flow Rate, vehTh 2 1292 197 74 534 10 151 7 223 15 2 7
Adj No. of Lanes 1 2 0 1 2 0 0 1 1 0 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
PercentHeavyVeh,% 2 2 2 2 2 2 2 2 2 2 2 2
Cap,4/6 5 1468 222 95 1873 35 322 15 300 96 13 97
Arrive On Green 0.00 0.48 0.48 0.05 0.53 0.53 0.19 0.19 0.19 0.06 0.06 0.06
Sat Flow, v eh/ h 1774 3083 467 1774 3554 67 1699 79 1583 1 57 4 210 1583
Grp Volume(v), veh/h 2 738 751 74 266 278 158 0 223 17 0
Grp Sat Flow(s)veh/hfln 1774 1770 1780 1774 1770 1851 .1778 0 1583 1784 0 1583
0 Serve(g..$), s 0.1 30.7 31.3 3.4 6.8 6.9 6.5 0.0 10.9 0.7 0.0 0.3.
Cycle Q Clear(g..c), s 0.1 30.7 31.3 3.4 6.8 6.9 6.5 0.0 10.9 0.7 0.00.3
Prop In Lane 1.00 0.26 1.00 0.04 0.96 1.00 0.88 1.00
Lane Grp Cap(c), veh/h 5 842 848 95 933 975 337 0 300 109 0 97
V/C Raho(X) 0.42 0.88 0.89 0.78 0.28 0.29 0.47 0.00 0.74 0.16 0.00 0.07
Avail Cap(c_a), veh/h 119 940 946 163 984 1029 337 0 300 120 0 106
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 . 1.00 1.00 1.00 1.00 1.00 199
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform be- lay(d), s/veh 40.8 19.3 19.4 38.3 10.8 10.8 29.5 0.0 31.3 36.4 0.0 36.7
mci- Delay (d2), s/veh 48.4 8.6 9.5 12.7 0.2 0.2 4.6 0.0 15.4 0.7 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 On 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0;
%ile BackOfO(95%),veMn 0.2 23.5 24.3 3.6 6.1 6.3 6.5 0.0 10.0 0.7 0.0 0.3 . Del LnGrpay(d),s/veh 89.2 27.9 28.9 51.0 10.9 10.9 34.2 0.0 46.7 37.1 0.0 36.6
LnGrp LOS F C C D B B C D D D
Approach Vol, veh/h 1491 618 381 24
Approach Delay, s/veh 28.5 15.7 . 41.5 36.9
Approach LOS C B D - 0
....
rimer 1 2 3 4 5 6 7 1
Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 20.0 8.9 43.5 9.5 4.7 47.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 7.5 43.5 5.5 5.5 45.5
MaxQC!earTime(g_c+ii),s -12.95.4 33.3
Green Ext Time (p_c), s 0.3 0.0 5.7 - 0.0 0.0 9.6
Intersection Summary I
HCM 2010 Ctrl Delay 27.4
HCM2O1OLOS C
Notes
2035 PM Peak Hour Synchro 9 Report
with Project Page 1
HCM 2010 Signalized Intersection Summary
2: Fuerte St/Project Access & Faraday Av 01-25-2018
User approved pedestrian interval to be less than phase max green.
2035 PM Peak Hour Synchro 9 Report
with Project Page 2
HCM 2010 Signalized Intersection Summary
2: El Fuerte St/Project Ent & Faraday Av 01-25-2018
Lane Configurations fri ' +1' 4 r 4 r
Traffic Volume (veh/h) 6 810 195 160 1395 13 132 2 93 4 2
FutureVolume(veh/h) 6 810 195 160 1395 13 132 2 93 4 2 6
Number 7 4 14 3 8 18 5 2 12 1 6 16
lnitialQ(Qb),veh 0 0 0 0-------0-- 0 0 0 0 0 0 0
Ped-BikeAdj(A_pbl) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.OG
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
dj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1900 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 7 942 227 186 1622 14 153 2 108 4 2 7
dj No. of Lanes 1 2 0 1 2 0 0 1 1 0 1 ii.
Peak Hour Factor 0.92 0.86 0.86 0.86 0.86 0.92 0.86 0.92 0.86 0.92 0.92 0.92
PercentH -ea vyVeh,% 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 118 1263 304 229 1830 16 209 3 189 80 40 105
rnve0nGreen- 007 045045 013 051 051 012 012 V20.-67- 007 007
Sat Flow, veh/h 1774 2831 681 1774 3596 31 1752 23 1583 1202 601 1583
GrpVolume(v),veh/h 7 588 581 186 798 838 155 0 108 6 0
Grp Sat Flow(s),veh/hlln 1774 1770 1743 1774 1770 1857 1775 0 1583 1803 0 1583
2°: !H. Q9 P...........9.4....__!9k._..........3q9 0.0 0.
Cycle Q Clear(g_c), s 0.3 20.8 20.9 7.7 30.4 30.4 6.3 0.0 4.9 0.2 0.0 0.3
F!9PJ Lane 1PQ. - to.............I Q0 0.. 6
Lane Grp Cap( hTh c),ve 118 790 777 229 901 945 212 0 189 120 0 105
/ic_R.O(L.... .............. .. ...... ............P P.75 _.PIL 0.81 ••9 9......0.8 97...........o.qo 0.57 9 •• ............00
AvailCap(c_a),veh/h 424 935 920 417 928 974 212 0 189 132 0 116
11CM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00
.
..00
.1..3 1Y.3 31.9 1!.5._ 1.6. . 32.00.0 .31.4
lncr Delay (d2),s!veh 0.2 2.7 2.8 6.8 10.1 9.8 19.8 0.0 11.9 0.2 0.0 0.3
!nial 0 Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
We BackOfQ(95%),veMn 0.3 16.1 16.0 7.6 23.9 24.9 7.7 0.0 4.9 0.2 0.0 0.3
nGrp Delay(d),slveh 33.2 20.0 20.1 38.7 26.6 26.3 51.8 0.0 43.3 33.1 0.0 33.3.
LnGrp LOS C C C D C C 0 D C C
Approach Vol, veh/h 1176 1822 263 13
Approach Delay, s/veh 20.2 27.7 48.3 33.2
Approach LOS C C D C
AssignedPhs
Phs Duration (G+Y+Rc), s 13.5 14.2 38.1 9.5 9.5 42.9
hange Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 9.0 17.7 39.8 5.5 18.0 39.5
MaxQClearTime(Lc+ll),s 8.3 9.7 22.9 2.3 2.3 32.4
Green Ext Time (p_c), s 0.1 0.2 10.8 0.0 0.0 -5-.-5
Entersecon Summary
11CM 2010 Ctrl Delay 26.7
CM mid LOS C
notes
2035 AM Peak Hour Synchro 9 Report
with Project Page 1
HCM 2010 Signalized Intersection Summary
2: El Fuerte St/Project Ent & Faraday Av 01-25-2018
User approved pedestrian interval to be less than phase max green. -
2035 AM Peak Hour Synchro 9 Report
with Project Page 2
HCM 2010 Signalized Intersection Summary
2: Fuerte St/Project Access & Faraday AV 01-25-2018
ç4_44\ t P .
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SB
Lane Configurations ' fl ' +ti 4 4
1456180 .Q__ ........ ... .v.. 140 6- .. . ..............__. ?10.....................2
Future Volume(vehlh) 3 1456 180 70 1512 9 140 6 210 17 2 9
Number 7 4 14 3 8 18 5 2 12 1 6 1
lnialQ(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(&pbl) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
dj Sat Flow, veh/h/In 1863 1863 1900 1863 1863 1900 1900 1863 1863 1900 1863 186.
Adj Flow Rate, veh/h 3 1566 194 75 1626 10 151 6 226 18 2 10
Adj No. of Lanes 1 2 0 1 2 0 0 1 1 0 1 1:
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
PercentHeavyVeh,% 2 2 2 2 2 2 2 2 2 2 2 2
Cap,veh/h 7 1625 199 96 2026 12 299 12 277 90 10 89
AmveOnGreen -- 000 051 051 005 056 056 017 017 017 006 006 01 00
Sat Flow, veh/h 1 774 3176J66 1774 3606 22 1709 68 1583 1604 178 1583
Grp Volume(v), vehlh 3 863 897 75 797 839 157 0 226 20 0 10.
Grp Sat F1ow(s),veh/hfln 1774 1770 1794 1774 1770 1859 1777 0 1583 1.83 - 01583
Serve( g_s )s 01 412 433 37 - 319 3f9 - 71 00122 09 00 - Cycle 0 Clear(g..c), s 0.1 41.2 43.3 3.7 31.9 31.9 7.1 0.0 12.2 0.9 0.0 . 0.5
..1A0L...Q22- _._I0Q_..._ ............Q1.9 9.6 ............ - ....- ....i.0
Lane Grp Cap(c),vehTh 7 906 918 96 994 1044 311 0 277 100 0 89
V/C Raa(X)- 0.42 0.95 7.0.800.80 0.51 0.00 82 ...20 0--.0,- 0- .911 AvaCap(c_a),vehTh1P.... 908920 10 4...1P44........1 ........98
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 -
Upstream Fi!ter(l) tOO ......00 1.00 1.001.001.000.00 1.00 1.00 0.00 ..00
/veh 44.120.6 41. ...........15 ................53...1 9:0 35.2 ...9Q.Q
crDay(d2)s/veh Q...._1 4:L ........ .7.................0.0 .
lnitialoDeiay(d3),s/veh .0 0.0 . 0.00.00.0 ...0.0 PP..9° .......
We BackOfQ(95%yvehAn 0.3 33.0 9 .4. .24.57 9 0.0 ..4
LnGrp Deiay(d),slveh 79.1 40.1 45.1 67.8 20.3 20.1 38.9 0.0 58.0 - 40.9
LnGrp LOS E D 0 E C C D E D 0
pproachVol,vehTh 1763 1711 383 30
Approach DelaysNeh ............................. ................ .. .... ....... ....... - ....
pproach LOS - D
--
C P ........................
Assigned Phs 2 3 4 6 7 8 . .
Phs Duration (G+Y+Rc), s 20.0 9.3 49.9 9.5 4.9 54.3
Change Pedod(Y+Rc),s 4.54.54.5 45 4.54.5
Max Green Setting (G max), s 15.5 5.5 45.5 5.5 5.5 45.5
Max Q Clear Time (g 12 5.7 45.3 2.9 2.1 33.9 - ..... Green Extlime (p_c),s 0.2 0.0 0.1 0.0 0.0 9.5
Intersection Summary 7
HCM 2010 Ctrl Delay 34.4
i4CM2o1oLö --
notes I
2035 PM Peak Hour Synchro 9 Report
with Project Page 1
HCM 2010 Signalized Intersection Summary
2: Fuerte St/Project Access & Faraday Av 01-25-2018
Us&appvedpedesthan into be I ess- than phase max green - - - J
2035 PM Peak Hour Synchro 9 Report
with Project Page 2