IRSCH REEN Hirsch/Green Transportation Consulting, Inc.

Size: px
Start display at page:

Download "IRSCH REEN Hirsch/Green Transportation Consulting, Inc."

Transcription

1

2

3 IRSCH REEN Hirsch/Green Transportation Consulting, Inc. February 6, 2013 Mr. David Weil Director of Finance St. Matthew s Parish School 1031 Bienveneda Avenue Pacific Palisades, California RE: Trip Generation and Traffic Impact Assessment for a Proposed 59-student Enrollment Increase at the Existing St. Matthew s Parish School at 1031 Bienveneda Avenue in the Pacific Palisades Community of the City of Los Angeles Dear Mr. Weil, This document summarizes the results of our evaluation of the traffic-related effects and potential impacts of a proposed modification to the current Conditional Use Permit ( CUP ) for the St. Matthew s Parish School, located at 1031 Bienveneda Avenue in the Pacific Palisades community of the City of Los Angeles. The School s current CUP [Case No. ZA (PA1), June 18, 2004] establishes an enrollment limit of 325 students; the proposed modification would allow for an increase in enrollment at the School of up to 59 students, to a total of 384 students. The proposed modification is necessary, in part, due to ongoing enrollment demands at the School, and in fact, the School currently exhibits an enrollment of approximately 351 students, exceeding the CUP enrollment cap by about 26 students. It is of note, however, that in order to minimize the traffic effects of the School on the surrounding community and roadway network, the existing Conditions of Approval require that a minimum of 52 percent of the students arrive in carpools with a minimum average vehicle occupancy ( AVO ) of 2.0 students per vehicle. Summary of Results To summarize the results of our evaluations, the St. Matthew s Parish School currently transports approximately 75 percent of its students to the site during the morning student arrival period in vehicles containing two or more students, well above the minimum 52 percent required in the Conditions of Approval, and resulting in an overall AVO for student-related vehicles of approximately 2.04 students per vehicle. Additionally, based on empirical trip generation rates derived from a series of empirical traffic counts conducted during the morning student arrival period (7:00 to 9:00 AM) and afternoon student dismissal period (2:00 to 4:00 PM), it is expected that the proposed 59-student enrollment increase would result in a total of approximately 53 new trips to and from the School site (27 inbound and 26 outbound) during the peak morning student drop-off period (approximately 7:30 to 8:30 AM), while during the peak afternoon student pick-up period (approximately 2:30 to 3:30 PM), the 59 additional students would result in a total of approximately 38 additional trips (21 inbound and 17 outbound) Ventura Boulevard, Suite 204 Sherman Oaks, California Phone Fax

4 Letter to Mr. David Weil February 6, 2013 Page 2 of 21 The effects of these potential additional trips were then evaluated at the nearest signalized intersection to the School, Sunset Boulevard and Bienveneda Avenue, located approximately one-third of a mile to the south of the site, and which serves as the primary access to and from the School for the majority of the School-related trips. Traffic volume data at this intersection were obtained from new counts, which were also conducted on a mid-week day representing the typical operations at the School, in order to assure that the intersection data and operations reflected the same traffic activity levels for the School as are reported in this analysis. The data indicate that the intersection of Sunset Boulevard and Bienveneda Avenue currently operates at good levels of service during both the AM student arrival peak hour (LOS B) and the afternoon school dismissal peak hour (LOS A). Additionally, observations of the operations of the intersection during these times, including operations of the eastbound left-turn move from Sunset Boulevard onto Bienveneda Avenue (no left-turn lane is provided for this move) and vehicular queuing along southbound Bienveneda Avenue at Sunset Boulevard, indicate that there is little congestion or delay associated with any of the intersection movements. Further, all southbound vehicular queues on Bienveneda Avenue (including School-related vehicles) cleared the intersection during a single signal phase, with no cumulative queue building occurring during either the morning or afternoon peak analysis periods. However, it should be noted that the existing traffic volume data collected at the intersection already intrinsically includes trips associated with a total of approximately 26 additional students (out of the proposed 59-student enrollment increase) beyond what would typically be considered as the baseline conditions at the intersection (with the School only operating at its CUP enrollment limit of 325 students). As such, based on the empirical trip generation estimates and vehicular access (travel route) assumptions described above, the trips associated with these additional students were removed from the intersection counts, in order to estimate the conditions at the intersection under pre-project (325 student enrollment level identified in the School s CUP) conditions. The incremental trips associated with the entire proposed 59-student enrollment increase were then added to this adjusted baseline intersection condition for both the AM peak hour and afternoon (school dismissal) hour, to determine the effects on the intersection of the additional traffic anticipated as a result of the enrollment increase. These analyses indicated that the additional trips would not be expected to result in any significant impacts at the intersection of Sunset Boulevard and Bienveneda Avenue, nor would they be expected to result in any substantial change in the operations of the intersection, such as additional delays or vehicular queuing along Bienveneda Avenue at this location. The details of the trip generation and vehicle occupancy surveys at the School site, as well as a discussion of the data, assumptions, and methodologies used in this analysis are provided in the following pages. The supporting data, including the survey data and intersection traffic count worksheets, are contained in the attachments to this document.

5 Letter to Mr. David Weil February 6, 2013 Page 3 of 21 Site Description and Vehicular Operations Site Layout The St. Matthew s Parish School is a private school serving pre-k through 8 th grade students. The campus is located at 1031 Bienveneda Avenue, approximately one-third of a mile north of Sunset Boulevard, in the Pacific Palisades community of the City of Los Angeles, as shown in Figure 1. The School site is developed with a number of classroom, administrative, and assembly buildings, athletic fields and facilities, and parking lots spread throughout the campus. On-site vehicular circulation for the School site is provided primarily via an internal one-way (counterclockwise) Loop Road that winds through the campus and allows access to various smaller internal parking areas of the School campus, although a large ( Main ) parking lot, accessed directly from Bienveneda Avenue, is also provided near the southern edge of the site. Vehicular access to the School site itself is provided via three driveways, with the northernmost driveway allowing entry-only access to the Loop Road, while the middle driveway provides entry-only access to the Main Parking Lot. The southernmost site driveway serves as the exit location for both the Loop Road and the Main Parking Lot. The St. Matthew s Parish School campus and vehicular circulation/parking scheme is shown in Figure 2. Student Drop-Off/Pick-Up Operations The School s student morning drop-off and afternoon pick-up activities occur completely on-site, within both the Main Parking Lot and at various locations along the internal Loop Road, and parents are instructed not to park along Bienveneda Avenue to drop-off or pick-up students. Because many of the students also have siblings attending the School, some parents drop off students along both the Loop Road and in the Main Parking Lot, exiting the site via the southernmost driveway after dropping off one or more students on either the Loop Road or within the Main Parking Lot, and then re-entering the site to drop off the remaining student(s). It is of note that the northernmost site driveway (to the School s Loop Road entrance) also provides two-way access (entry from and exit to Bienveneda Avenue) to a number of buildings associated with the St. Matthew s Parish Church, such as a thrift shop and church administrative offices, located generally to the north of the Loop Road and main School site. However, these uses are not associated with the operations of the St. Matthew s Parish School itself, and no School student-related traffic typically exits from the northernmost site driveway. Trip Generation and Vehicle Occupancy Count Methodology In order to evaluate the current trip generation characteristics of the School, including both the number and occupancy of the vehicles accessing the School site, a detailed survey and count of traffic entering and exiting the site was conducted. These counts and surveys were performed on Wednesday, December 12, 2012, which represented a typical mid-week school day

6 ST. MATTHEW'S PARISH SCHOOL \ VICINITY N PROJECT SITE 1/29/2013 FIGURE 1 PROJECT SITE VICINITY Hirsch/Green Transportation Consulting, Inc. 4

7 ST. MATTHEW'S PARISH SCHOOL \ SITE-LAYOUT 1/29/2013 FIGURE 2 PROJECT SITE LAYOUT AND ACCESS LOCATIONS Hirsch/Green Transportation Consulting, Inc. 5

8 Letter to Mr. David Weil February 6, 2013 Page 6 of 21 exhibiting no special events or other activities, during the typical morning student drop-off period (7:00 to 9:00 AM) and afternoon student pick-up period (2:00 to 4:00 PM). The counts were taken at each of the School s three driveways (as described earlier), and identified the number of vehicles entering (via the Loop Road and Main Parking Lot entrance driveways) and exiting the site (via the combined Loop Road/Main Parking Lot exit at the southernmost site driveway). The vehicles were also categorized according to the driver/passenger characteristics, including parent only, faculty only, parent with student(s), and faculty with student(s). School personnel were stationed at each of the School s driveways to assist in identifying not only the vehicle occupant type, but also the number of students per vehicle, which was also recorded in order to determine the percentage of students who arrive in carpools with two or more student occupants (as required by the School s Conditions of Approval). Note that neither the vehicle occupancy nor driver characteristics (parent or faculty) were recorded for the exiting vehicles during the morning survey/count period, since exiting vehicles during this time are largely parent-only occupied vehicles, having dropped off any student passengers. Similarly, during the afternoon student pick-up operations, driver characteristics were not noted for the entering vehicles (since they are predominantly parent-driven with no student occupants), but were documented (along with the number of students per vehicle) for exiting vehicles. Finally, the directionality of both the entering and exiting vehicles was noted, in order to estimate the number of School-related vehicles that arrive and/or depart the site from the south via the intersection of Sunset Boulevard and Bienveneda Avenue. This information was used to develop the School-related traffic distributions and assignments, which were necessary in order to estimate the potential effects or impacts to this intersection as a result of the proposed student enrollment increase, which are discussed in detail later in this document. The School vehicular traffic and occupancy count data and evaluation worksheets are contained in the attachments to this report. The results of the trip generation and vehicle occupancy evaluations for the School are detailed in the following section. Results of Trip Generation and Vehicle Occupancy Surveys/Counts Morning Student Drop-Off Period (7:00 to 9:00 AM) A total of 341 of the 351 students currently enrolled at the School were in attendance on the day of the counts and surveys, which represents an attendance level of approximately 97 percent of the total student population; the three-percent student absentee rate noted is typical for most schools, and therefore, the surveyed day is considered to accurately reflect normal operations at the School and does not need to be adjusted to account for inordinately high absentees. Additionally, the vehicle occupancy surveys performed at the School on that day identified a total of 338 students, or over 99 percent of the 341 students in attendance that day. As such,

9 Letter to Mr. David Weil February 6, 2013 Page 7 of 21 the empirical count data exhibit a very high correlation to the actual activity and attendance levels at the School on the survey day, and therefore, no adjustments to the raw vehicle or student count data were considered to be necessary. The results of the trip generation counts and vehicle occupancy surveys indicate that, over the course of the two-hour morning observation period, the total 338 students observed arrived at the School in a total of 166 vehicles (including one bus), which represents an overall occupancy rate of approximately 2.04 students per arriving vehicle. The surveys also indicate that a total of 255 students, or approximately 75 percent of the 338 students observed, arrived in vehicles carrying two or more students (including 13 students in the bus), well above the minimum level of 52 percent of the students required to do so by the School s Conditions of Approval. Further, the surveys show that approximately 34 percent of the students arrive in two-student carpools, approximately 21 percent arrive in three-student carpools, and approximately 10 percent arrive in four-student carpools, with the remaining approximately 10 percent of the students arriving in vehicles carrying five or more students (including the 13-passenger bus). This current data is also consistent with historical vehicle occupancy data provided by the School (also contained in the attachments), which indicates that between 70 and 80 percent of its students typically arrive at the site during the morning drop-off period in carpools carrying two or more students. As a result, it can be concluded that the School currently, and historically, far exceeds its requirement to transport a minimum of 52 percent of its students to the School during the morning student drop-off period, and is therefore in compliance with this component of its Conditions of Approval. The morning vehicle and occupancy counts also show that approximately 98 percent of the students (332 of the 338 students in attendance on the observation day) arrive at the site during the peak morning student drop-off period, which occurs between about 7:30 and 8:30 AM. During this peak one-hour morning student arrival period, a total of approximately 159 vehicles (including one bus carrying a total of 13 students) transported the arriving students, resulting in an overall student-related vehicle occupancy of approximately 2.09 students per vehicle (including the bus) during the peak student arrival period. Additionally, the data identify that a total of approximately 155 vehicles departed the School site during this time period after dropping off their student passengers, resulting in a total morning peak hour trip generation level of approximately 314 student-related vehicle trips. It is important to note that the number of vehicles described above represents only the amount of student-related traffic arriving at the School during the peak morning student drop-off period, and does not include a total of 12 parent-driven student drop-off vehicles that were observed entering either the Loop Road or Main Parking Lot driveway to drop off one or more students, then exiting the site to re-enter in order to drop off additional students, as described earlier.

10 Letter to Mr. David Weil February 6, 2013 Page 8 of 21 While these vehicles were counted as part of the driveway vehicle counts, they do not increase the number of vehicles actually arriving at or departing from the School, and were therefore removed from the calculation of the total number of vehicles entering and exiting the site. Additionally, the number of student-related vehicles noted earlier does not include a total of approximately 43 vehicles transporting only School faculty and staff (no student passengers) that also arrived between 7:30 and 8:30 AM (there were a total of 58 faculty-only vehicles arriving at the School throughout the entire two-hour observation period). These faculty-staff vehicles were excluded from the student-related trip counts and AVO calculations, since the purpose of this evaluation is to determine the potential increase in trips and associated traffic impacts related to the proposed enrollment increase. As such, it is not appropriate to include the faculty/staff-only vehicles in either the trip counts or the calculation of student vehicle AVO s; such non-student vehicle trips would inappropriately reduce the student-vehicle AVO number (by adding trips with no student occupants), and increase the calculated empirical per student trip generation rate developed from the count data by intrinsically including potential increases in staffing levels due to the additional students. No increase in the number of teachers or staff at the School is anticipated as a result of the enrollment increase, and therefore, this study assumes that the number of faculty/staff trips will remain unchanged from current levels. Afternoon Student Pick-Up Period (2:00 to 4:00 PM) During the two-hour afternoon School dismissal/student pick-up period, a total of 188 students (approximately 56 percent of the 338 arriving students observed) departed the School site in a total of 113 vehicles (not including the bus, which does not run during the afternoon), which equates to an overall vehicle occupancy of approximately 1.66 students per vehicle. Note that the reduced number of students leaving the site during this time period (as compared to the number of students arriving at the School in the morning) reflects a high level of student participation in a number of after-school athletic and academic programs at the School, as is typical of many similar schools. Additionally, a number of the pre-school students were dismissed earlier in the day, between approximately 11:00 AM and 12:30 PM, as is typical of the School s pre-school half-day schedule. The count data indicated that the peak hour of student pick-up activity occurred between approximately 2:30 and 3:30 PM, with a total of 175 of the 188 observed departing students leaving in a total of 102 vehicles during this time, or a peak hour vehicle occupancy of approximately 1.72 students per vehicle. The traffic count data also identify that, during the afternoon student dismissal peak hour period, a total of approximately 125 vehicles arrived at the School site to pick-up the students, resulting in a total afternoon peak hour trip generation level of approximately 227 student-related vehicle trips. Once again, as described in detail for the morning student arrival period calculations, the number of student-related vehicles during

11 Letter to Mr. David Weil February 6, 2013 Page 9 of 21 the afternoon student dismissal period was adjusted to remove vehicles that exited the site after their initial arrival to re-enter the site and pick up additional students (two vehicles), and exiting vehicles occupied only by School faculty or staff (a total of seven vehicles). The School s Conditions of Approval do not specify any requirements for the afternoon student dismissal period related to the minimum number (or percentage) of students that must travel in vehicles with two or more student occupants. This is primarily due to the fact that the total number of vehicles entering or exiting the School site during this time period is typically substantially reduced compared to the morning student arrival period, and because the dismissal period typically occurs during the afternoon when such traffic does not significantly interfere with residential or commuter traffic along Bienveneda Avenue or Sunset Boulevard. Nonetheless, the vehicle occupancy data indicate that 112 of the total 188 students leaving the School during the two-hour afternoon dismissal period, or approximately 60 percent, did so in vehicles with two or more student occupants, including approximately 24 percent in two-student carpools, approximately 14 percent in three-student carpools, approximately nine (9) percent in four-student carpools, and the remaining approximately 13 percent in vehicles carrying five or more students. As a result, even though it is not required, the School exceeded the 52 percent threshold for multiple-student vehicles during the afternoon student pick-up period. Empirical St. Matthew s Parish School Trip Generation Rates To summarize, as described in the preceding pages, the St. Matthew s Parish School currently exhibits a total of 314 student-related trips (159 inbound and 155 outbound) during the peak morning student arrival hour (7:30 to 8:30 AM), and 227 student-related trips (125 inbound and 102 outbound) during the peak afternoon student dismissal hour (2:30 to 3:30 PM). Therefore, based on this current trip and AVO data, when normalized against the entire current student enrollment of 351 students, the School exhibits an AM peak hour trip generation rate of approximately trips per student (with 51 percent arriving and 49 percent leaving), while during the afternoon dismissal period, the School exhibits a peak hour trip generation rate of approximately trips per student (with 55 percent arriving and 45 percent leaving). A further review of the School s trip generation data indicates that the empirical AM peak hour trip generation rate is slightly lower than the corresponding AM peak hour trip generation rate of trips per student identified for the Private School (K-8) land use (Land Use 534) in the current edition of the Institute of Transportation Engineers ( ITE ) Trip Generation manual 1. Similarly, during the afternoon peak hour of student dismissal activity, the empirical trip generation rate is slightly higher (approximately 7.8 percent) than the typical ITE trip generation rate of trips per student (for the PM Peak Hour of Generator time period), although the 1 Trip Generation, 8 th Edition, Institute of Transportation Engineers, Washington, D.C., 2008.

12 Letter to Mr. David Weil February 6, 2013 Page 10 of 21 difference in the afternoon peak hour trip generation rates is within the typically-accepted variability of approximately 10 percent difference in trip activity on any given day. This nominal difference in afternoon trip generation rates could also be due to higher busing utilization at the sites surveyed in the ITE data on which its trip generation rates are based, or on slightly lower student participation rates in after-school athletic and/or academic programs rather than any shortcoming in the St. Matthew s Parish School s traffic management programs. It is acknowledged that the empirical trip generation rates described above do not include trips generated by faculty/staff-only vehicles, which are intrinsically included in the ITE trip generation data. As described earlier in this document, the proposed 59-student enrollment increase is not expected to result in any additional faculty or staff at the School, and as such, the empirical trip generation rates used in this analysis are intended to address only student-related increases in the amount of traffic associated with the School. However, for purposes of direct comparison, if the excluded faculty/staff trips (a total of 43 inbound trips during the morning peak hour, and a total of seven outbound trips during the afternoon peak hour) were to be included in the empirical trip generation rates, they would increase the AM peak hour trip generation rate to approximately trips per student (approximately 13 percent higher than the comparable ITE rate of trips per student), and would increase the PM peak hour trip generation rate to approximately trips per student (approximately 11 percent higher than the ITE rate). Nonetheless, the empirical trip generation rates directly identify the actual current trip activity levels associated with the School, and reflect the amount of additional traffic that would be anticipated due only to the requested increase in student enrollment levels. Therefore, for purposes of this evaluation, these rates were used to determine the potential traffic increases and/or traffic impacts associated specifically with the proposed 59-student enrollment increase at the St. Matthew s Parish School, and to assure that the traffic increases relate directly to the actual trip activity levels associated with the School, as described in the following pages. Trip Generation Estimates for Proposed 59-Student Enrollment Increase Trip Generation Based on the empirical trip generation rates derived from the trip and vehicle occupancy data obtained from the surveys at the St. Matthew s Parish School, the number of trips associated with the proposed 59-student enrollment increase was estimated for both the morning and afternoon peak hour periods. However, as noted earlier in this report, the School already exhibits an enrollment level of 351 students, or 26 students in excess of its entitled maximum enrollment of 325 students. As a result, the trips generated by these additional students, as well as their associated impacts, are already occurring within the School vicinity. Further, any traffic volume data collected at the present time (for the evaluation of both the current and potential

13 Letter to Mr. David Weil February 6, 2013 Page 11 of 21 with 59-student enrollment increase conditions at the intersection of Sunset Boulevard and Bienveneda Avenue, as discussed later in this document) will intrinsically include the traffic associated with these additional 26 students, and skew the evaluation of the impacts resulting from the full 59-student enrollment increase. Additionally, since the School s current enrollment is in excess of its permitted levels, it is important to expand the traffic impact analyses to identify the (already existing) effects associated with the 26-student enrollment overage, to assure that no significant impacts from this existing traffic have already occurred. Therefore, in order to estimate both the already-existing effects of the 26-student enrollment overage, and to adjust the traffic volumes at the intersection of Sunset Boulevard and Bienveneda Avenue to reflect a no enrollment increase baseline (estimated traffic conditions assuming the School exhibited only its permitted 325-student enrollment level) so that the actual effects of the requested 59-student enrollment increase can accurately be evaluated, the number of trips generated by the 26 students was also estimated, based again on the empirical trip generation rates, so that the incremental impacts of these trips could be identified. The trip generation estimates for both the 59-student and 26-student increases are shown in Table 1. Table 1 Peak Hour Trip Generation Rates and Trip Estimates AM Peak Hour PM Peak Hour I/B O/B Total I/B O/B Total Empirical Trip Generation Rates 51% 49% % 45% Trip Estimates 59 -student Enrollment Increase student Enrollment Increase * * Note: Trips generated by 26-student enrollment increase already exist. As shown in Table 1, the entire requested 59-student enrollment increase would be expected to result in a total of approximately 53 trips (27 inbound and 26 outbound) to and from the School during the peak morning student arrival hour, and a total of approximately 38 trips (21 inbound and 17 outbound) during the peak afternoon student dismissal hour. It should be made clear, however, that these numbers reflect the total number of trips associated with the proposed enrollment increase, with a trip defined as a one-way travel between a vehicle s origin and destination points. Therefore, one vehicle arriving at the School represents one trip, while that same vehicle leaving the School represents a second trip. As such, the 53 total trips identified in Table 1 represent a total of only approximately 27 additional vehicles.

14 Letter to Mr. David Weil February 6, 2013 Page 12 of 21 Additionally, as also shown in Table 1, the 26 students already enrolled at the School beyond the entitled enrollment of 325 students are estimated to produce a total of approximately 23 trips (12 inbound and 11 outbound) to and from the School during the peak morning student arrival hour, and a total of approximately 17 trips (nine inbound and eight outbound) during the peak afternoon student dismissal hour. However, these currently-existing trips represent a portion of the trips identified for the requested 59-student enrollment increase, and therefore do not result in additional cumulative impacts beyond those trips generated by the 59 students. In fact, since the trips associated with these 26 students already exist on the area roadway network, the requested increase of 59 total additional students would only result in a net increase of approximately 30 trips (15 inbound and 15 outbound), or about 15 additional vehicles compared to the current (351-student enrollment level) conditions, to and from the School during the peak morning student arrival hour, and approximately 21 trips (12 inbound and nine outbound), or an incremental increase of about 12 vehicles from the existing School-related traffic levels during the peak afternoon student dismissal hour above the existing (2013) conditions in the area. Traffic Volumes at Sunset Boulevard and Bienveneda Avenue The effects of the trips shown in Table 1 associated with both the existing 26 students already enrolled at the School and with the requested total enrollment increase of 59 students (which includes the 26 existing students) were then evaluated to determine their impacts on the area roadway system, with specific focus on how these trips travel through, and therefore effect, the intersection of Sunset Boulevard and Bienveneda Avenue. In order to perform this analysis, new traffic counts were conducted at the intersection to identify the number of vehicles travelling through this location during both the morning (7:00 to 9:00 AM) and afternoon (2:00 to 4:00 PM) peak periods. The counts were performed on Thursday, January 24, 2013, which represented a typical mid-week day, during a week with no holidays or notable special events, and with the St. Matthew s Parish School exhibiting typical operations and attendance levels. The peak hour volumes at this intersection were then identified, which represent the four highest-volume consecutive 15-minute periods occurring within the larger two-hour peak period count windows noted above. This methodology identified the morning peak hour as occurring between approximately 7:30 and 8:30 AM, and the afternoon peak hour as occurring between approximately 2:30 and 3:30 PM, both of which correspond to the peak traffic activity hours associated with the School (as described earlier). The intersection traffic count data sheets are contained in the attachments to this document. Next, the School-related traffic volumes shown in Table 1 were assigned to this intersection. This process was based on the results of the trip generation and vehicle occupancy surveys, and supplemented by information provided by the School related to the residence locations of the current student population. As shown in the trip generation and vehicle occupancy data

15 Letter to Mr. David Weil February 6, 2013 Page 13 of 21 worksheets contained in the attachments to this report, during the morning student arrival period, approximately 85 percent of the vehicles entering the School site did so via a left-turn from northbound Bienveneda Avenue, while approximately this same percentage of the vehicles exited the School site via southbound Bienveneda Avenue. As a result, it was assumed, for purposes of this analysis, that 85 percent of the traffic entering and exiting the School during the morning student arrival period travelled through the intersection of Sunset Boulevard and Bienveneda Avenue on their way to and from the School site; approximately 15 percent of the students reside in areas located to the west or northwest of the School, and would likely travel to and from the School site along Sunset Boulevard west of Bienveneda Avenue, while the remaining approximately 70 percent of the School-related traffic would arrive and depart from the School via Sunset Boulevard east of the intersection. During the afternoon student dismissal period, the percentage of School-related trips travelling along Bienveneda Avenue to and from the south of the site was somewhat different than that identified during the morning. As also shown in the trip generation and vehicle occupancy data, approximately 95 percent of the entering traffic arrived at the School from the south, while approximately 90 percent of the exiting vehicles travelled to the south. As such, for purposes of this analysis, it was assumed that a total of approximately 90 percent of both the entering and exiting trips during the afternoon student dismissal period travelled to and from the School site through the intersection of Sunset Boulevard and Bienveneda Avenue. Once again, however, it was assumed that a total of 15 percent of the traffic travelled along Sunset Boulevard to the west of the intersection, while the remaining 75 percent of the afternoon School-related traffic was assumed to travel along Sunset Boulevard to and from the east of the intersection. As described earlier in this report, the existing traffic volume data collected at the intersection of Sunset Boulevard and Bienveneda Avenue already include the incremental traffic associated with the 26-student enrollment overage. Therefore, in order to estimate the peak hour traffic volumes at the intersection representing the no enrollment increase scenario (School enrollment at 325 students), the traffic generated by the currently-enrolled 26 students was removed from the existing traffic volumes at the intersection, based on the empirical morning and afternoon peak hour School-related trip assignment percentages described previously. This procedure resulted in an estimate of the existing traffic volumes at the intersection prior to the addition of the 26 students, while the actual existing (and unadjusted) traffic count data reflects the intersection s volumes with the trips associated with these additional students included. Finally, the trips associated with the total requested 59-student enrollment increase were added to the adjusted existing intersection volumes, in order to identify the anticipated traffic volumes at the intersection following the addition of the requested 59 student increase. The AM and PM peak hour traffic volumes at Sunset Boulevard and Bienveneda Avenue for each of the scenarios described above are shown in Figures 3(a) and 3(b), respectively.

16 ST. MATTHEW'S PARISH SCHOOL \ AM-VOLS N 55 1 SUNSET BIENVENEDA AVE BLVD 8 20 SUNSET 15% 15% 70% BIENVENEDA AVE 1 70% BLVD EXISTING TRAFFIC VOLUMES PROJECT DISTRIBUTION PERCENTAGES AVE AVE SUNSET BIENVENEDA 1 8 BLVD 53 SUNSET BIENVENEDA BLVD STUDENT TRAFFIC VOLUMES "ADJUSTED" EXISTING (REMOVAL OF 26 STUDENTS) TRAFFIC VOLUMES AVE AVE SUNSET BIENVENEDA 1 19 BLVD 57 SUNSET BIENVENEDA BLVD /25/ STUDENT TRAFFIC VOLUMES FIGURE 3(a) NET EXISTING PLUS 59 STUDENT TRAFFIC VOLUMES LEGEND XX INBOUND XX OUTBOUND TRAFFIC VOLUMES AM PEAK HOUR Hirsch/Green Transportation Consulting, Inc. 14

17 ST. MATTHEW'S PARISH SCHOOL \ PM-VOLS N 48 2 SUNSET BIENVENEDA AVE BLVD 6 10 SUNSET 15% 15% 75% BIENVENEDA AVE 1 75% BLVD EXISTING TRAFFIC VOLUMES PROJECT DISTRIBUTION PERCENTAGES AVE AVE SUNSET BIENVENEDA 1 7 BLVD 47 SUNSET BIENVENEDA BLVD STUDENT TRAFFIC VOLUMES "ADJUSTED" EXISTING (REMOVAL OF 26 STUDENTS) TRAFFIC VOLUMES AVE AVE SUNSET BIENVENEDA 1 16 BLVD 50 SUNSET BIENVENEDA BLVD /25/ STUDENT TRAFFIC VOLUMES FIGURE 3(b) NET EXISTING PLUS 59 STUDENT TRAFFIC VOLUMES LEGEND XX INBOUND XX OUTBOUND TRAFFIC VOLUMES PM PEAK HOUR Hirsch/Green Transportation Consulting, Inc. 15

18 Letter to Mr. David Weil February 6, 2013 Page 16 of 21 School-Related Traffic Impact Analyses Methodology and Results Finally, the operations of the intersection of Sunset Boulevard and Bienveneda Avenue were analyzed for each of the various scenarios described earlier. The current traffic impact analysis policies of the City of Los Angeles Department of Transportation ( LADOT ) recommend the use of the Critical Movement Analysis ( CMA ) methodology to analyze signalized intersections such as Sunset Boulevard and Bienveneda Avenue. This analysis technique describes the operating characteristics of an intersection based on traffic volumes, signal phasing, lane geometries, and other factors specific to the intersection which determine both the quantity of traffic that can move through an intersection ( Capacity ) and the quality of that traffic flow ("Level of Service"). "Capacity" represents the maximum total hourly volume of vehicles in the critical lanes which has a reasonable expectation of passing through an intersection under typical conditions. Critical lanes are defined generally as the intersection movements or groups of movements which exhibit the highest per lane volumes travelling through the intersection during a specific time period. The capacity of an intersection also varies based on the number of signal phases for the location; more signal phases generally result in additional delays when signal indications change from red to green. The intersection capacities associated with the various levels of service are therefore based on the number of traffic signal phases, as shown in Table 2. Table 2 Critical Movement Analysis (CMA) Volume Ranges per Level of Service * Maximum Sum of Critical Volumes (VPH) vs. Number of Signal Phases Level of Two Three Four or More Service Phases Phases Phases A B 1,050 1, C 1,200 1,140 1,100 D 1,350 1,275 1,225 E 1,500 1,425 1,375 F Not Applicable * For planning applications only. Not appropriate for operations/design applications. LADOT policy sets the maximum baseline capacity of an intersection (without traffic signal coordination upgrades, as described later in this section) as the value associated with LOS E shown in Table 2. This value represents the highest volume of traffic that can pass through urban area intersections without unstable traffic flows, high congestion levels, or long delays.

19 Letter to Mr. David Weil February 6, 2013 Page 17 of 21 The Critical Movement indices at an intersection are determined by first identifying the sum of the critical lane traffic volumes at the intersection. This total traffic volume value, which represents the most critical intersection demand, is then divided by the appropriate intersection capacity value (from Table 2) for the type of signal control at the intersection, to determine the CMA value for the intersection, which is roughly equivalent to its volume-to-capacity ratio. Level of Service ( LOS ) describes the quality of traffic flow through the intersection. LOS A through LOS C exhibit good traffic flow characteristics, with little congestion. LOS D is typically the level for which metropolitan area street systems are designed, and represents the highest level of acceptable congestion and delay. LOS E defines conditions at or near the capacity of an intersection, and at its upper range, is characterized by short-duration stoppages and unstable traffic flows. LOS F conditions occur when traffic attempting to travel through the intersection exceeds the capacity of the intersection, and exhibits stop-and-go traffic flows and long duration delays; significant vehicular queue building can also occur at LOS F. Note that the LOS definitions do not represent a single operating condition, but rather correspond to a range of CMA values, as shown in Table 3. Table 3 Level of Service (LOS) as a Function of CMA Value CMA Value LOS Intersection Operation/Traffic Flow Characteristics < A No congestion; all vehicles clear in a single cycle. > < B Minimal congestion; all vehicles still clear in a single cycle. > < C No major congestion; most vehicles clear in a single cycle. > < D Generally uncongested, but vehicles may wait through more than one cycle; short duration queues may form on critical approaches. >0.900 < E > F Increased congestion on critical approaches; long duration queues form at higher end of range. Over capacity; forced flow with long periods of congestion; substantial queues form. Using the analysis procedures and assumptions described earlier, the basic CMA value and corresponding LOS were calculated for both the AM and PM peak hour conditions at the subject intersection for each of the various traffic conditions described earlier. However, as noted previously, these basic calculations do not account for the operational improvements resulting from traffic signal coordination enhancements, such as the City s Automated Traffic Surveillance and Control ( ATSAC ) system. The ATSAC system enhances the overall operational capability and capacity of a network of interconnected traffic signals by monitoring the traffic flow patterns

20 Letter to Mr. David Weil February 6, 2013 Page 18 of 21 and vehicular demands at other adjacent ATSAC-equipped intersections within the system and adjusting signal timing and phasing schemes in real time throughout the entire signal network, improving the operations of individual ATSAC-equipped intersections as well as coordinating signal operations throughout the network to maximize vehicular throughput and minimize delay. The intersection of Sunset Boulevard and Bienveneda Avenue, along with most other intersections along the Sunset Boulevard corridor and other roadways in the vicinity of the School, are currently equipped with ATSAC, and therefore, exhibit improved operational levels compared to those identified using the basic CMA methodology. As such, LADOT has determined that intersections connected to the ATSAC system experience an approximate seven percent increase in overall capacity as compared to non-atsac locations. Therefore, per current LADOT traffic study analysis policies, the basic CMA value calculated using the standard methodology was reduced by for intersections equipped with ATSAC, in order to account for the resulting increases in intersection capacity. The results of the analyses, including identification of the adjusted existing conditions at the intersection (without the current 26-student enrollment increase), and incremental impacts of School-related traffic increases associated with both the 26-student and 59-student enrollment increases, are summarized for both the AM and PM peak hours in Table 4. Table 4 Critical Movement Analysis Summary Existing (2013) Peak Hour Conditions "Adjusted" Adjusted Existing Existing [1] Actual Existing With 59-Student (325-Student (Includes 26 Additional Enrollment Increase Int. Peak Baseline) Students Total) (Total 384 Students) No. Intersection Hour CMA LOS CMA LOS Impact CMA LOS Impact 1 Bienveneda Avenue AM A B B and Sunset Boulevard PM A A A Notes: [1] Estimated "existing" intersection conditions prior to current 26-student increase at St. Matthew's Parish School (above entitled 325-student limit). "*" Significant impact per LADOT Traffic Study Policies and Procedures, May As shown in Table 1, the intersection of Sunset Boulevard and Bienveneda Avenue currently operates at very good levels of service during both the morning and afternoon (PM School) peak hours, with the actual existing conditions (shown in the middle columns of Table 4, and

21 Letter to Mr. David Weil February 6, 2013 Page 19 of 21 which already include the trips associated with the additional 26 students discussed previously) exhibiting LOS B operations during the AM peak hour, and LOS A operations during the afternoon ( PM ) peak hour. Additionally, observations of the intersection during both peak period counts, including operations of the eastbound left-turn move from Sunset Boulevard onto Bienveneda Avenue (no left-turn lane is provided for this move) and vehicular queuing along southbound Bienveneda Avenue at Sunset Boulevard. These observations also indicate that there is little congestion or delay associated with any of the intersection movements, and that southbound queues on Bienveneda Avenue (including School-related vehicles) completely cleared the intersection during a single signal phase, with no cumulative queue building occurring during either of the peak analysis periods. However, in order to estimate the effects on the intersection of the additional 26 students, the trips associated with these students were removed from the intersection volumes, as described earlier and shown in Figures 3(a) and 3(b), and the results of this procedure, which result in an estimate of the baseline 325-student enrollment conditions at the School (prior to the addition of the 26 students). As also shown in Table 4, without the traffic assumed to be generated by these additional students, the operations of the intersection would be slightly improved, with the AM peak hour exhibiting LOS A operations without this additional traffic, while the afternoon peak hour would obviously remain unchanged at LOS A conditions (the best LOS range). Therefore, based on this approach, it can be reasonably concluded that the 26 students already enrolled at the School (above the entitled 325-student limit) may have already resulted in a slight deterioration in the operations of the intersection during the AM peak hour from LOS A to LOS B, although it is important to note that both LOS A and LOS B conditions represent acceptable intersection operational levels; no change in LOS conditions has occurred during the afternoon peak hour. Additionally, as also shown in Table 4, the traffic generated by the additional 26 students could have increased the CMA value at the intersection by during the AM peak hour, and by during the afternoon (PM) peak hour. Finally, Table 4 shows that the full effects of the requested 59-student enrollment increase, compared against the adjusted existing (325-student enrollment baseline), would also be expected to slightly reduce the operations of the intersection during the AM peak hour, again from LOS A to LOS B conditions, and would be expected to result in an increase in the intersection s CMA value of during this time. This impact also represents an incremental increase in the CMA of as compared with the unadjusted (actual) intersection operations (already including the traffic generated by the existing 26-student enrollment increase), although it would not result in any further change in the level of service during this time period. Similarly, during the afternoon peak hour, the 59-student enrollment increase would result in an increase in the CMA value for the intersection of (an incremental increase over the actual current intersection conditions of ), although no change in the level of service would occur.

22 Letter to Mr. David Weil February 6, 2013 Page 20 of 21 Intersection Impact Significance Criteria However, the potential changes to intersection levels of service described earlier are not the sole standard for evaluating the significance of a project s incremental traffic impacts. LADOT defines a significant traffic impact attributable to a project based on a stepped scale, with intersections exhibiting higher volume-to-capacity ratios being more sensitive to additional traffic than those with operating with available surplus capacity. As shown in Table 5, a significant impact is identified as an increase in the CMA value, due to project-related traffic, of or more when the final ( With Project ) intersection Level of Service is LOS E or F, a CMA increase of or more when the final Level of Service is LOS D, or an increase of or more at LOS C. No significant impacts are deemed to occur at LOS A or LOS B, which exhibit sufficient surplus capacities to accommodate traffic increases with little effect on traffic delays. Table 5 Significant Traffic Impact Criteria for Intersections Final (With Project) Project-Related Increase LOS CMA Value in CMA Value A or B < No Impacts C > < > D > < > E or F > > Using the impact evaluation criteria shown in Table 5, the project s incremental traffic impacts at the intersection of Sunset Boulevard and Bienveneda Avenue, as summarized in Table 4, are not considered to be significant during either the morning or afternoon peak hour time periods analyzed due to either the currently-enrolled 26 students or for the requested total 59-student enrollment increase. Additionally, the relatively nominal increases in traffic at the intersection due to the requested increase in student enrollment levels would not be expected to result in any significant additional delays or congestion on any of the intersection approaches, which are anticipated to continue to exhibit acceptable operations. Therefore, no traffic impact mitigation measures are warranted as a result of the requested 59-student enrollment increase. Conclusions and Recommendations Therefore, based on the results of the preceding analyses, the St. Matthew s Parish School does, and historically has, exhibited a substantially higher percentage of students travelling via carpool (or bus) than is required in the Conditions of Approval, with between 70 and 80 percent of its students arriving to the School in vehicles with a 2.0 or higher AVO during the critical morning drop-off period. Based on the recent student vehicle occupancy and trip generation

APPENDIX B Traffic Analysis

APPENDIX B Traffic Analysis APPENDIX B Traffic Analysis Rim of the World Unified School District Reconfiguration Prepared for: Rim of the World School District 27315 North Bay Road, Blue Jay, CA 92317 Prepared by: 400 Oceangate,

More information

Appendix G Traffic and Parking Report

Appendix G Traffic and Parking Report Appendix G Traffic and Parking Report TABLE OF CONTENTS SECTION PAGE Executive Summary... v 1.0 Introduction... 1 1.1 Study Area... 3 2.0 Project Description... 4 2.1 Site Location... 4 2.2 Existing Project

More information

This letter summarizes our observations, anticipated traffic changes, and conclusions.

This letter summarizes our observations, anticipated traffic changes, and conclusions. Mr. David Jorschumb Project Manager Boulder Valley School District Re: Review of proposed school access improvements at the Foothills Elementary School in Boulder Dear Mr. Jorschumb, At your request, the

More information

APPENDIX C-2. Traffic Study Supplemental Analysis Memo

APPENDIX C-2. Traffic Study Supplemental Analysis Memo APPENDIX C-2 Traffic Study Supplemental Analysis Memo The Mobility Group Transportation Strategies & Solutions Memorandum To: From: Subject: Tomas Carranza, LADOT Matthew Simons Traffic Review - Revised

More information

TRAFFIC PARKING ANALYSIS

TRAFFIC PARKING ANALYSIS TRAFFIC PARKING ANALYSIS NAPA FLEA MARKET COUNTY OF NAPA Prepared for: Tom Harding Napa-Vallejo Flea Market 33 Kelly Road American Canyon, CA 9453 Prepared by: 166 Olympic Boulevard, Suite 21 Walnut Creek,

More information

LAWRENCE TRANSIT CENTER LOCATION ANALYSIS 9 TH STREET & ROCKLEDGE ROAD / 21 ST STREET & IOWA STREET LAWRENCE, KANSAS

LAWRENCE TRANSIT CENTER LOCATION ANALYSIS 9 TH STREET & ROCKLEDGE ROAD / 21 ST STREET & IOWA STREET LAWRENCE, KANSAS LAWRENCE TRANSIT CENTER LOCATION ANALYSIS 9 TH STREET & ROCKLEDGE ROAD / 21 ST STREET & IOWA STREET LAWRENCE, KANSAS TRAFFIC IMPACT STUDY FEBRUARY 214 OA Project No. 213-542 TABLE OF CONTENTS 1. INTRODUCTION...

More information

3.8 TRANSPORTATION, CIRCULATION AND PARKING

3.8 TRANSPORTATION, CIRCULATION AND PARKING 3.8 TRANSPORTATION, CIRCULATION AND PARKING This section provides an overview of traffic, circulation and parking impacts and evaluates the construction and operational impacts associated with the Proposed

More information

APPENDIX C1 TRAFFIC ANALYSIS DESIGN YEAR TRAFFIC ANALYSIS

APPENDIX C1 TRAFFIC ANALYSIS DESIGN YEAR TRAFFIC ANALYSIS APPENDIX C1 TRAFFIC ANALYSIS DESIGN YEAR TRAFFIC ANALYSIS DESIGN YEAR TRAFFIC ANALYSIS February 2018 Highway & Bridge Project PIN 6754.12 Route 13 Connector Road Chemung County February 2018 Appendix

More information

RE: A Traffic Impact Statement for a proposed development on Quinpool Road

RE: A Traffic Impact Statement for a proposed development on Quinpool Road James J. Copeland, P.Eng. GRIFFIN transportation group inc. 30 Bonny View Drive Fall River, NS B2T 1R2 May 31, 2018 Ellen O Hara, P.Eng. Project Engineer DesignPoint Engineering & Surveying Ltd. 200 Waterfront

More information

Transportation & Traffic Engineering

Transportation & Traffic Engineering Transportation & Traffic Engineering 1) Project Description This report presents a summary of findings for a Traffic Impact Analysis (TIA) performed by A+ Engineering, Inc. for the Hill Country Family

More information

Traffic Management Plan and Queuing Analysis Lakehill Preparatory School Z Hillside Drive, Dallas, TX October 27, 2015

Traffic Management Plan and Queuing Analysis Lakehill Preparatory School Z Hillside Drive, Dallas, TX October 27, 2015 Traffic Management Plan and Queuing Analysis Lakehill Preparatory School Z145-235 2720 Hillside Drive, Dallas, TX October 27, 2015 Introduction: The Lakehill Preparatory School is located on the northeast

More information

2.0 Development Driveways. Movin Out June 2017

2.0 Development Driveways. Movin Out June 2017 Movin Out June 2017 1.0 Introduction The proposed Movin Out development is a mixed use development in the northeast quadrant of the intersection of West Broadway and Fayette Avenue in the City of Madison.

More information

Trip Generation Study: Provo Assisted Living Facility Land Use Code: 254

Trip Generation Study: Provo Assisted Living Facility Land Use Code: 254 Trip Generation Study: Provo Assisted Living Facility Land Use Code: 254 Introduction The Brigham Young University Institute of Transportation Engineers (BYU ITE) student chapter completed a trip generation

More information

The major roadways in the study area are State Route 166 and State Route 33, which are shown on Figure 1-1 and described below:

The major roadways in the study area are State Route 166 and State Route 33, which are shown on Figure 1-1 and described below: 3.5 TRAFFIC AND CIRCULATION 3.5.1 Existing Conditions 3.5.1.1 Street Network DRAFT ENVIRONMENTAL IMPACT REPORT The major roadways in the study area are State Route 166 and State Route 33, which are shown

More information

Date: February 7, 2017 John Doyle, Z-Best Products Robert Del Rio. T.E. Z-Best Traffic Operations and Site Access Analysis

Date: February 7, 2017 John Doyle, Z-Best Products Robert Del Rio. T.E. Z-Best Traffic Operations and Site Access Analysis Memorandum Date: February 7, 07 To: From: Subject: John Doyle, Z-Best Products Robert Del Rio. T.E. Z-Best Traffic Operations and Site Access Analysis Introduction Hexagon Transportation Consultants, Inc.

More information

King Soopers #116 Thornton, Colorado

King Soopers #116 Thornton, Colorado Traffic Impact Study King Soopers #116 Thornton, Colorado Prepared for: Galloway & Company, Inc. T R A F F I C I M P A C T S T U D Y King Soopers #116 Thornton, Colorado Prepared for Galloway & Company

More information

Clean Harbors Canada, Inc.

Clean Harbors Canada, Inc. Clean Harbors Canada, Inc. Proposed Lambton Landfill Expansion Environmental Assessment Terms of Reference Transportation Assessment St. Clair Township, Ontario September 2009 itrans Consulting Inc. 260

More information

Traffic Impact Statement (TIS)

Traffic Impact Statement (TIS) Traffic Impact Statement (TIS) Vincentian PUDA Collier County, FL 10/18/2013 Prepared for: Global Properties of Naples Prepared by: Trebilcock Consulting Solutions, PA 2614 Tamiami Trail N, Suite 615 1205

More information

MINERVA PARK SITE TRAFFIC IMPACT STUDY M/I HOMES. September 2, 2015

MINERVA PARK SITE TRAFFIC IMPACT STUDY M/I HOMES. September 2, 2015 5500 New Albany Road Columbus, Ohio 43054 Phone: 614.775.4500 Fax: 614.775.4800 Toll Free: 1-888-775-EMHT emht.com 2015-1008 MINERVA PARK SITE TRAFFIC IMPACT STUDY M/I HOMES September 2, 2015 Engineers

More information

Traffic Engineering Study

Traffic Engineering Study Traffic Engineering Study Bellaire Boulevard Prepared For: International Management District Technical Services, Inc. Texas Registered Engineering Firm F-3580 November 2009 Executive Summary has been requested

More information

Traffic Impact Study for Proposed Olive Boulevard Development

Traffic Impact Study for Proposed Olive Boulevard Development Traffic Impact Study for Proposed 11330 Olive Boulevard Development Creve Coeur, Missouri July 7, 2017 Prepared For: 11330 Olive Boulevard Development 11330 Olive Boulevard Creve Coeur, Missouri 63141

More information

TRANSPORTATION TECHNICAL REPORT

TRANSPORTATION TECHNICAL REPORT TRANSPORTATION TECHNICAL REPORT for Sunrise Elementary School Replacement PREPARED FOR: Puyallup School District PREPARED BY: 6544 NE 61 st Street, Seattle, WA 98115 ph: (26) 523-3939 fx: (26) 523-4949

More information

Alpine Highway to North County Boulevard Connector Study

Alpine Highway to North County Boulevard Connector Study Alpine Highway to North County Boulevard Connector Study prepared by Avenue Consultants March 16, 2017 North County Boulevard Connector Study March 16, 2017 Table of Contents 1 Summary of Findings... 1

More information

MEMO VIA . Ms. Amy Roth DPS Director, City of Three Rivers. To:

MEMO VIA  . Ms. Amy Roth DPS Director, City of Three Rivers. To: MEMO To: Ms. Amy Roth DPS Director, City of Three Rivers VIA EMAIL From: Michael J. Labadie, PE Julie M. Kroll, PE, PTOE Brandon Hayes, PE, P.Eng. Fleis & VandenBrink Date: January 5, 2017 Re: Proposed

More information

HUMC/Mountainside Hospital Redevelopment Plan

HUMC/Mountainside Hospital Redevelopment Plan Traffic and Parking Analysis HUMC/Mountainside Hospital Redevelopment Plan in Glen Ridge Borough and Montclair Township PREPARED FOR H2M 119 Cherry Hill Road, Suite 110 Parsippany, NJ 07054 862.207.5900

More information

EXECUTIVE SUMMARY. The following is an outline of the traffic analysis performed by Hales Engineering for the traffic conditions of this project.

EXECUTIVE SUMMARY. The following is an outline of the traffic analysis performed by Hales Engineering for the traffic conditions of this project. EXECUTIVE SUMMARY This study addresses the traffic impacts associated with the proposed Shopko redevelopment located in Sugarhouse, Utah. The Shopko redevelopment project is located between 1300 East and

More information

Section 5.0 Traffic Information

Section 5.0 Traffic Information Section 5.0 Traffic Information 10.0 TRANSPORTATION MDM Transportation Consultants, Inc. (MDM) has prepared an evaluation of transportation impacts for the proposed evaluation for the expansion of the

More information

Traffic Impact Study Speedway Gas Station Redevelopment

Traffic Impact Study Speedway Gas Station Redevelopment Traffic Impact Study Speedway Gas Station Redevelopment Warrenville, Illinois Prepared For: Prepared By: April 11, 2018 Table of Contents 1. Introduction... 1 2. Existing Conditions... 4 Site Location...

More information

Traffic Impact Analysis 5742 BEACH BOULEVARD MIXED USE PROJECT

Traffic Impact Analysis 5742 BEACH BOULEVARD MIXED USE PROJECT Traffic Impact Analysis 5742 BEACH BOULEVARD MIXED USE PROJECT CITY OF BUENA PARK Prepared by Project No. 14139 000 April 17 th, 2015 DKS Associates Jeffrey Heald, P.E. Rohit Itadkar, T.E. 2677 North Main

More information

TIMBERVINE TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO JANUARY Prepared for:

TIMBERVINE TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO JANUARY Prepared for: TIMBERVINE TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO JANUARY 2014 Prepared for: Hartford Companies 1218 W. Ash Street Suite A Windsor, Co 80550 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive

More information

TRAFFIC SIGNAL DESIGN REPORT KING OF PRUSSIA ROAD & RAIDER ROAD RADNOR TOWNSHIP PENNSYLVANIA

TRAFFIC SIGNAL DESIGN REPORT KING OF PRUSSIA ROAD & RAIDER ROAD RADNOR TOWNSHIP PENNSYLVANIA TRAFFIC SIGNAL DESIGN REPORT KING OF PRUSSIA ROAD & RAIDER ROAD RADNOR TOWNSHIP PENNSYLVANIA PREPARED FOR: UNIVERSITY OF PENNSYLVANIA HEALTH SYSTEM 34 CIVIC CENTER BOULEVARD PHILADELPHIA, PA 1987 (61)

More information

Trip Generation & Parking Occupancy Data Collection: Grocery Stores Student Chapter of Institute of Transportation Engineers at UCLA Spring 2014

Trip Generation & Parking Occupancy Data Collection: Grocery Stores Student Chapter of Institute of Transportation Engineers at UCLA Spring 2014 Trip Generation & Parking Occupancy Data Collection: Grocery Stores Student Chapter of Institute of Transportation Engineers at UCLA Spring 2014 Page 1 Introduction The UCLA Institute of Transportation

More information

4.7 Construction Surface Transportation

4.7 Construction Surface Transportation 4.7 Construction Surface Transportation 4.7.1 Introduction The traffic analysis presented in this section addresses the construction traffic impacts specific to the proposed Project. The construction traffic

More information

King County Metro. Columbia Street Transit Priority Improvements Alternative Analysis. Downtown Southend Transit Study. May 2014.

King County Metro. Columbia Street Transit Priority Improvements Alternative Analysis. Downtown Southend Transit Study. May 2014. King County Metro Columbia Street Transit Priority Improvements Alternative Analysis Downtown Southend Transit Study May 2014 Parametrix Table of Contents Introduction... 1 Methodology... 1 Study Area...

More information

TRAFFIC IMPACT ANALYSIS

TRAFFIC IMPACT ANALYSIS TRAFFIC IMPACT ANALYSIS Emerald Isle Commercial Development Prepared by SEPI Engineering & Construction Prepared for Ark Consulting Group, PLLC March 2016 I. Executive Summary A. Site Location The Emerald

More information

Mercer Island Center for the Arts Parking Management Plan

Mercer Island Center for the Arts Parking Management Plan Parking Stalls Mercer Island Center for the Arts Parking Management Plan June 15, 2016 This Parking Management Plan (P) covers all tenants at the Mercer Island Center for the Arts (MICA) campus, including

More information

Appendix C. Traffic Study

Appendix C. Traffic Study Appendix C Traffic Study TABLE OF CONTENTS SECTION Executive Summary PAGE 1.0 Introduction... 1 1.1 Scope of Work... 1 1.2 Study Area... 2 2.0 Project Description... 3 2.1 Site Access... 4 2.2 Pedestrian

More information

Craig Scheffler, P.E., PTOE HNTB North Carolina, P.C. HNTB Project File: Subject

Craig Scheffler, P.E., PTOE HNTB North Carolina, P.C. HNTB Project File: Subject TECHNICAL MEMORANDUM To Kumar Neppalli Traffic Engineering Manager Town of Chapel Hill From Craig Scheffler, P.E., PTOE HNTB North Carolina, P.C. Cc HNTB Project File: 38435 Subject Obey Creek TIS 2022

More information

April 7, Mr. Blake Shutler Compass Homes Development LLC Summit Homes Construction, LLC PO Box 6539 Dillon, CO 80435

April 7, Mr. Blake Shutler Compass Homes Development LLC Summit Homes Construction, LLC PO Box 6539 Dillon, CO 80435 Compass Homes Development LLC Summit Homes Construction, LLC PO Box 6539 Dillon, CO 80435 Re: Trip Generation Comparison West Hills Townhomes Keystone, Colorado FHU Reference No. 116388-01 Dear Mr. Shutler:

More information

Ingraham High School Parking and Traffic Analysis

Ingraham High School Parking and Traffic Analysis Parking and Traffic Analysis Seattle, WA Prepared for: URS Corporation 1501 4th Avenue, Suite 1400 Seattle, WA 98101-1616 Mirai Transportation Planning & Engineering 11410 NE 122nd Way, Suite 320 Kirkland,

More information

Traffic Impact Analysis. Alliance Cole Avenue Residential Site Dallas, Texas. Kimley-Horn and Associates, Inc. Dallas, Texas.

Traffic Impact Analysis. Alliance Cole Avenue Residential Site Dallas, Texas. Kimley-Horn and Associates, Inc. Dallas, Texas. Traffic Impact Analysis Alliance Cole Avenue Residential Site Dallas, Texas February 15, 2018 Kimley-Horn and Associates, Inc. Dallas, Texas Project #064524900 Registered Firm F-928 Traffic Impact Analysis

More information

Prepared For: Toronto Transit Commission 1138 Bathurst Street Toronto, Ontario M5R 3H2. Prepared By:

Prepared For: Toronto Transit Commission 1138 Bathurst Street Toronto, Ontario M5R 3H2. Prepared By: TRAFFIC IMPACT STUDY FOR THE TTC MCNICOLL BUS GARAGE CITY OF TORONTO Prepared For: Toronto Transit Commission 1138 Bathurst Street Toronto, Ontario M5R 3H2 Prepared By: Canada Inc. 4th Floor, 3 Leek Crescent

More information

Proposed location of Camp Parkway Commerce Center. Vicinity map of Camp Parkway Commerce Center Southampton County, VA

Proposed location of Camp Parkway Commerce Center. Vicinity map of Camp Parkway Commerce Center Southampton County, VA Proposed location of Camp Parkway Commerce Center Vicinity map of Camp Parkway Commerce Center Southampton County, VA Camp Parkway Commerce Center is a proposed distribution and industrial center to be

More information

2. Valley Circle Boulevard/Andora Avenue/Baden Avenue and Lassen Street

2. Valley Circle Boulevard/Andora Avenue/Baden Avenue and Lassen Street IV.J TRANSPORTATION 1. INTRODUCTION This section presents an overview of the existing traffic and circulation system in and surrounding the project site. This section also discusses the potential impacts

More information

Re: Addendum No. 4 Transportation Overview 146 Mountshannon Drive Ottawa, Ontario

Re: Addendum No. 4 Transportation Overview 146 Mountshannon Drive Ottawa, Ontario April 18 th, 2017 Mr. Kevin Yemm Vice President, Land Development Richraft Group of Companies 2280 St. Laurent Boulevard, Suite 201 Ottawa, Ontario (Tel: 613.739.7111 / e-mail: keviny@richcraft.com) Re:

More information

NEWCASTLE MIDDLE SCHOOL Traffic Impact Analysis

NEWCASTLE MIDDLE SCHOOL Traffic Impact Analysis Gibson Traffic Consultants 2802 Wetmore Avenue Suite 220 Everett, WA 98201 425.339.8266 NEWCASTLE MIDDLE SCHOOL Traffic Impact Analysis Prepared for: Renton School District Jurisdiction: City of Newcastle

More information

INDUSTRIAL DEVELOPMENT

INDUSTRIAL DEVELOPMENT INDUSTRIAL DEVELOPMENT Traffic Impact Study Plainfield, Illinois August 2018 Prepared for: Seefried Industrial Properties, Inc. TABLE OF CONTENTS Executive Summary 2 Introduction 3 Existing Conditions

More information

IV. ENVIRONMENTAL IMPACT ANALYSIS J. TRANSPORTATION AND TRAFFIC

IV. ENVIRONMENTAL IMPACT ANALYSIS J. TRANSPORTATION AND TRAFFIC IV. ENVIRONMENTAL IMPACT ANALYSIS J. TRANSPORTATION AND TRAFFIC This Section summarizes the information provided in the Traffic Study for the Santa Monica College Bundy Campus Master Plan (Traffic Study),

More information

Traffic Impact Analysis West Street Garden Plots Improvements and DuPage River Park Garden Plots Development Naperville, Illinois

Traffic Impact Analysis West Street Garden Plots Improvements and DuPage River Park Garden Plots Development Naperville, Illinois Traffic Impact Analysis West Street Garden Plots Improvements and DuPage River Park Garden Plots Development Naperville, Illinois Submitted by April 9, 2009 Introduction Kenig, Lindgren, O Hara, Aboona,

More information

Evaluation of Renton Ramp Meters on I-405

Evaluation of Renton Ramp Meters on I-405 Evaluation of Renton Ramp Meters on I-405 From the SE 8 th St. Interchange in Bellevue to the SR 167 Interchange in Renton January 2000 By Hien Trinh Edited by Jason Gibbens Northwest Region Traffic Systems

More information

West Hills Shopping Centre Lowe s Expansion Traffic Impact Study

West Hills Shopping Centre Lowe s Expansion Traffic Impact Study West Hills Shopping Centre Lowe s Expansion Traffic Impact Study Prepared for: Armel Corporation January 2015 Paradigm Transportation Solutions Ltd. 22 King Street South, Suite 300 Waterloo ON N2J 1N8

More information

TRAFFIC IMPACT ANALYSIS FOR. McDONALD S RESTAURANT IN CARMICAEL Sacramento County, CA. Prepared For:

TRAFFIC IMPACT ANALYSIS FOR. McDONALD S RESTAURANT IN CARMICAEL Sacramento County, CA. Prepared For: TRAFFIC IMPACT ANALYSIS FOR McDONALD S RESTAURANT IN CARMICAEL Sacramento County, CA Prepared For: McDonald s USA, LLC Pacific Sierra Region 2999 Oak Road, Suite 900 Walnut Creek, CA 94597 Prepared By:

More information

IV. ENVIRONMENTAL IMPACT ANALYSIS K.2. PARKING

IV. ENVIRONMENTAL IMPACT ANALYSIS K.2. PARKING IV. ENVIRONMENTAL IMPACT ANALYSIS K.2. PARKING ENVIRONMENTAL SETTING The following analysis summarizes the findings and conclusions of the Traffic Analysis (Traffic Study), prepared by The Mobility Group,

More information

INTERSECTION ANALYSIS PARK AVENUE AND BRADDOCK ROAD (FROSTBURG, MD) FOR LENHART TRAFFIC CONSULTING, INC.

INTERSECTION ANALYSIS PARK AVENUE AND BRADDOCK ROAD (FROSTBURG, MD) FOR LENHART TRAFFIC CONSULTING, INC. INTERSECTION ANALYSIS FOR PARK AVENUE AND BRADDOCK ROAD (FROSTBURG, MD) Prepared for: City of Frostburg, Maryland & Allegany County Commissioners Prepared by: LENHART TRAFFIC CONSULTING, INC. TRAFFIC ENGINEERING

More information

Table of Contents INTRODUCTION... 3 PROJECT STUDY AREA Figure 1 Vicinity Map Study Area... 4 EXISTING CONDITIONS... 5 TRAFFIC OPERATIONS...

Table of Contents INTRODUCTION... 3 PROJECT STUDY AREA Figure 1 Vicinity Map Study Area... 4 EXISTING CONDITIONS... 5 TRAFFIC OPERATIONS... Crosshaven Drive Corridor Study City of Vestavia Hills, Alabama Table of Contents INTRODUCTION... 3 PROJECT STUDY AREA... 3 Figure 1 Vicinity Map Study Area... 4 EXISTING CONDITIONS... 5 TRAFFIC OPERATIONS...

More information

TRANSPORTATION STUDY FOR THE 8899 BEVERLY BOULEVARD PROJECT

TRANSPORTATION STUDY FOR THE 8899 BEVERLY BOULEVARD PROJECT DRAFT TRANSPORTATION STUDY FOR THE 8899 BEVERLY BOULEVARD PROJECT WEST HOLLYWOOD, CALIFORNIA NOVEMBER 2013 PREPARED FOR BEVERLY BOULEVARD ASSOCIATION PREPARED BY DRAFT TRANSPORTATION STUDY FOR THE 8899

More information

MILLERSVILLE PARK TRAFFIC IMPACT ANALYSIS ANNE ARUNDEL COUNTY, MARYLAND

MILLERSVILLE PARK TRAFFIC IMPACT ANALYSIS ANNE ARUNDEL COUNTY, MARYLAND MILLERSVILLE PARK TRAFFIC IMPACT ANALYSIS ANNE ARUNDEL COUNTY, MARYLAND Prepared for: Department of Public Works Anne Arundel County Prepared by: URS Corporation 4 North Park Drive, Suite 3 Hunt Valley,

More information

BARRHAVEN FELLOWSHIP CRC 3058 JOCKVALE ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for:

BARRHAVEN FELLOWSHIP CRC 3058 JOCKVALE ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for: BARRHAVEN FELLOWSHIP CRC 3058 JOCKVALE ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF Prepared for: Barrhaven Fellowship CRC 3058 Jockvale Road Ottawa, ON K2J 2W7 December 7, 2016 116-649 Report_1.doc D. J.

More information

East Stockton Boulevard (South Sacramento) Costco Gasoline Expansion Fuel Station Expansion Trip Generation Estimate

East Stockton Boulevard (South Sacramento) Costco Gasoline Expansion Fuel Station Expansion Trip Generation Estimate MEMORANDUM Date: February 7, 2013 Project #: 13270.0 To: From: Matt Cyr, Barghausen Consulting Engineers Sonia Hennum, PTOE & Alex Kiheri Project: Subject: cc: East Stockton Boulevard (South Sacramento)

More information

TRAFFIC IMPACT ANALYSIS. for MILTON SQUARE

TRAFFIC IMPACT ANALYSIS. for MILTON SQUARE TRAFFIC IMPACT ANALYSIS for MILTON SQUARE US Route 7 Milton, Vermont March 5, 2008 LAMOUREUX & DICKINSON 14 Morse Drive Essex Junction, Vermont 05452 (802) 878-4450 Traffic Impact Assessment EXECUTIVE

More information

To: File From: Adrian Soo, P. Eng. Markham, ON File: Date: August 18, 2015

To: File From: Adrian Soo, P. Eng. Markham, ON File: Date: August 18, 2015 Memo To: From: Adrian Soo, P. Eng. Markham, ON : 165620021 Date: Reference: E.C. Row Expressway, Dominion Boulevard Interchange, Dougall Avenue Interchange, and Howard 1. Review of Interchange Geometry

More information

Oakbrook Village Plaza City of Laguna Hills

Oakbrook Village Plaza City of Laguna Hills Oakbrook Village Plaza City of Laguna Hills Traffic Impact Analysis Prepared by: HDR Engineering 3230 El Camino Real, Suite 200 Irvine, CA 92602 October 2012 Revision 3 D-1 Oakbrook Village Plaza Laguna

More information

Appendix J Traffic Impact Study

Appendix J Traffic Impact Study MRI May 2012 Appendix J Traffic Impact Study Level 2 Traffic Assessment Limited Impact Review Appendix J [This page was left blank intentionally.] www.sgm-inc.com Figure 1. Site Driveway and Trail Crossing

More information

TRAFFIC IMPACT STUDY FOR SONIC DRIVE-IN RESTAURANT. Vallejo, CA. Prepared For:

TRAFFIC IMPACT STUDY FOR SONIC DRIVE-IN RESTAURANT. Vallejo, CA. Prepared For: TRAFFIC IMPACT STUDY FOR SONIC DRIVE-IN RESTAURANT Vallejo, CA Prepared For: ELITE DRIVE-INS, INC. 2190 Meridian Park Blvd, Suite G Concord, CA 94520 Prepared By: KD Anderson & Associates 3853 Taylor Road,

More information

Table Existing Traffic Conditions for Arterial Segments along Construction Access Route. Daily

Table Existing Traffic Conditions for Arterial Segments along Construction Access Route. Daily 5.8 TRAFFIC, ACCESS, AND CIRCULATION This section describes existing traffic conditions in the project area; summarizes applicable regulations; and analyzes the potential traffic, access, and circulation

More information

IV. ENVIRONMENTAL IMPACT ANALYSIS N. TRANSPORTATION AND TRAFFIC

IV. ENVIRONMENTAL IMPACT ANALYSIS N. TRANSPORTATION AND TRAFFIC IV. ENVIRONMENTAL IMPACT ANALYSIS N. TRANSPORTATION AND TRAFFIC The following section summarizes the information provided in the traffic report entitled Traffic Impact Analysis for a Proposed Residential

More information

TRAFFIC IMPACT STUDY. USD #497 Warehouse and Bus Site

TRAFFIC IMPACT STUDY. USD #497 Warehouse and Bus Site TRAFFIC IMPACT STUDY for USD #497 Warehouse and Bus Site Prepared by: Jason Hoskinson, PE, PTOE BG Project No. 16-12L July 8, 216 145 Wakarusa Drive Lawrence, Kansas 6649 T: 785.749.4474 F: 785.749.734

More information

IV. ENVIRONMENTAL IMPACT ANALYSIS L. TRAFFIC, TRANSPORTATION, AND PARKING

IV. ENVIRONMENTAL IMPACT ANALYSIS L. TRAFFIC, TRANSPORTATION, AND PARKING IV. NVIRONMNTAL IMPACT ANALYSIS L. TRAFFIC, TRANSPORTATION, AND PARKING INTRODUCTION The following summarizes the information provided in the traffic report prepared by Hirsch/Green Transportation Consulting,

More information

Costco Gasoline Fuel Station Transportation Characteristics

Costco Gasoline Fuel Station Transportation Characteristics Exhibit A MEMORANDUM Date: May 23, 2013 Project #: I-10 To: Jennifer Murillo, Costco Wholesale Terry Odle, Mulvanny G2 Architecture From: Sonia Hennum, PTOE Project: Subject: Signal Hill Costco Gasoline

More information

DEVELOPMENT PROPERTY 1627 MAXIME STREET CITY OF OTTAWA TRANSPORTATION OVERVIEW. Prepared for: Subhas Bhargava. July 9, Overview_1.

DEVELOPMENT PROPERTY 1627 MAXIME STREET CITY OF OTTAWA TRANSPORTATION OVERVIEW. Prepared for: Subhas Bhargava. July 9, Overview_1. DEVELOPMENT PROPERTY 1627 MAXIME STREET CITY OF OTTAWA TRANSPORTATION OVERVIEW Prepared for: Subhas Bhargava July 9, 2015 115-620 Overview_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation

More information

PROJECT: Wilkinson Road Corridor Improvement Traffic Management Planning Project SUBJECT: Traffic Analysis

PROJECT: Wilkinson Road Corridor Improvement Traffic Management Planning Project SUBJECT: Traffic Analysis TECHNICAL MEMORANDUM DATE: September 10, 2014 PROJECT 5861.03 NO: PROJECT: Wilkinson Road Corridor Improvement Traffic Management Planning Project SUBJECT: Traffic Analysis TO: Steve Holroyd - District

More information

TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION

TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION DECEMBER 24 UPDATED

More information

Volume 1 Traffic Impact Analysis Turtle Creek Boulevard Dallas, Texas. Kimley-Horn and Associates, Inc. Dallas, Texas.

Volume 1 Traffic Impact Analysis Turtle Creek Boulevard Dallas, Texas. Kimley-Horn and Associates, Inc. Dallas, Texas. Volume 1 Traffic Impact Analysis 2727 Dallas, Texas June 18, 2018 Kimley-Horn and Associates, Inc. Dallas, Texas Project #064523000 Registered Firm F-928 Traffic Impact Analysis 2727 Dallas, Texas Prepared

More information

Re: Sainte-Geneviève Elementary School (2198 Arch Street) Transportation Overview

Re: Sainte-Geneviève Elementary School (2198 Arch Street) Transportation Overview 2 March 2015 OUR REF: TO3205TOB00 Conseil des écoles catholiques du Centre-Est (CECCE) 4000 rue Labelle Ottawa, Ontario K1J 1A1 Attention: Maguy Eustache Dear Maguy: Re: Sainte-Geneviève Elementary School

More information

APPENDIX G TRAFFIC STUDY TECHNICAL MEMORANDUM

APPENDIX G TRAFFIC STUDY TECHNICAL MEMORANDUM APPENDIX G TRAFFIC STUDY TECHNICAL MEMORANDUM TECHNICAL MEMORANDUM To: From: Date: Subject: Jerry Flores - AECOM Brian A. Marchetti, AICP September 9, 5 DRAFT Traffic Study LABOE Channel 5 Studio Relocation

More information

APPENDIX E. Traffic Analysis Report

APPENDIX E. Traffic Analysis Report APPENDIX E Traffic Analysis Report THIS PAGE INTENTIONALLY BLANK EAGLE RIVER TRAFFIC MITIGATION PHASE I OLD GLENN HIGHWAY/EAGLE RIVER ROAD INTERSECTION IMPROVEMENTS TRAFFIC ANALYSIS Eagle River, Alaska

More information

IV. ENVIRONMENTAL IMPACT ANALYSIS C. TRAFFIC CIRCULATION AND PARKING

IV. ENVIRONMENTAL IMPACT ANALYSIS C. TRAFFIC CIRCULATION AND PARKING IV. ENVIRONMENTAL IMPACT ANALYSIS C. TRAFFIC CIRCULATION AND PARKING 1. INTRODUCTION This section is based on the technical report Traffic Impact Study Health Sciences Campus Project, City of Los Angeles,

More information

November 1, Mr. Jafar Tabrizi President, Tabrizi Rugs 180 Bedford Highway. Traffic Impact Statement BH-1 and BH-2, Southgate Drive, Bedford, NS

November 1, Mr. Jafar Tabrizi President, Tabrizi Rugs 180 Bedford Highway. Traffic Impact Statement BH-1 and BH-2, Southgate Drive, Bedford, NS 161-12598 Mr. Jafar Tabrizi President, Tabrizi Rugs 180 Bedford Highway Bedford, NS B4A 1C1 [Via Email: tabrizi@tabrizi.com] RE: Traffic Impact Statement Dear Mr. Tabrizi: Plans are being prepared for

More information

Trip and Parking Generation Data Collection at Grocery Store with Gas Station and Auto Repair

Trip and Parking Generation Data Collection at Grocery Store with Gas Station and Auto Repair Trip and Parking Generation Data Collection at Grocery Store with Gas Station and Auto Repair Final Report 2011 ITE District 6 - Data Collection Project Institute of Transportation Engineers Student Chapter

More information

APPENDIX TR-1 PARKING AND QUEUING ASSESSMENT

APPENDIX TR-1 PARKING AND QUEUING ASSESSMENT APPENDIX TR-1 PARKING AND QUEUING ASSESSMENT Overland Overland Traffic Consultants, Traffic Consultants, Inc. Inc. Overland Traffic Consultants 952 Manhattan Beach Boulevard, Suite #100 Manhattan Beach,

More information

IV. ENVIRONMENTAL IMPACT ANALYSIS L. TRANSPORTATION/TRAFFIC

IV. ENVIRONMENTAL IMPACT ANALYSIS L. TRANSPORTATION/TRAFFIC IV. ENVIRONMENTAL IMPACT ANALYSIS L. TRANSPORTATION/TRAFFIC INTRODUCTION The following section summarizes the information provided in the traffic report entitled Traffic Impact Analysis for a Proposed

More information

Traffic Analysis for Bon Air Bridge Mitigation Magnolia Storm Water Quality Project

Traffic Analysis for Bon Air Bridge Mitigation Magnolia Storm Water Quality Project Memo To: Paul DiDonato, ATI Architects and Engineers From: David Parisi, PE and Ashley Tam, EIT Date: February 23, 216 Subject: Traffic Analysis for Bon Air Bridge Mitigation Magnolia Storm Water Quality

More information

Appendix H TRAFFIC IMPACT ANALYSIS

Appendix H TRAFFIC IMPACT ANALYSIS Appendix H TRAFFIC IMPACT ANALYSIS Teichert Boca Quarry Expansion Traffic Impact Analysis Prepared for Teichert Aggregates Prepared by TRANSPORTATION CONSULTANTS, INC. LSC Transportation Consultants, Inc.

More information

Introduction. School Overview TECHNICAL MEMORANDUM

Introduction. School Overview TECHNICAL MEMORANDUM TO: FROM: SUBJECT: Charles Hay, Tappe Architects Elizabeth Peart Melissa Restrepo DATE: May 30, 2018 HSH PROJECT NO.: 2017242 Introduction Howard Stein Hudson (HSH) has prepared this technical memorandum

More information

IV. ENVIRONMENTAL IMPACT ANALYSIS B. TRAFFIC AND CIRCULATION

IV. ENVIRONMENTAL IMPACT ANALYSIS B. TRAFFIC AND CIRCULATION IV. ENVIRONMENTAL IMPACT ANALYSIS B. TRAFFIC AND CIRCULATION 1. INTRODUCTION This section is based on the technical report, Traffic Study for 10131 Constellation Boulevard Residential Project, prepared

More information

Transit City Etobicoke - Finch West LRT

Transit City Etobicoke - Finch West LRT Delcan Corporation Transit City Etobicoke - Finch West LRT APPENDIX D Microsimulation Traffic Modeling Report March 2010 March 2010 Appendix D CONTENTS 1.0 STUDY CONTEXT... 2 Figure 1 Study Limits... 2

More information

TRAFFIC IMPACT ASSESSMENT PART OF AN ENVIRONMENTAL IMPACT ASSESSMENT FOR THE KEBRAFIELD ROODEPOORT COLLIERY IN THE PULLEN S HOPE AREA

TRAFFIC IMPACT ASSESSMENT PART OF AN ENVIRONMENTAL IMPACT ASSESSMENT FOR THE KEBRAFIELD ROODEPOORT COLLIERY IN THE PULLEN S HOPE AREA TRAFFIC IMPACT ASSESSMENT PART OF AN ENVIRONMENTAL IMPACT ASSESSMENT FOR THE KEBRAFIELD ROODEPOORT COLLIERY IN THE PULLEN S HOPE AREA 20 March 2014 Report prepared by: Corli Havenga Transportation Engineers

More information

TALMONT TOWNHOMES MADISON KENNETH SPA TRAFFIC IMPACT STUDY. Sacramento, CA. Prepared For: MBK Homes. Prepared By:

TALMONT TOWNHOMES MADISON KENNETH SPA TRAFFIC IMPACT STUDY. Sacramento, CA. Prepared For: MBK Homes. Prepared By: TALMONT TOWNHOMES MADISON KENNETH SPA TRAFFIC IMPACT STUDY Sacramento, CA Prepared For: MBK Homes Prepared By: KD Anderson & Associates 3853 Taylor Road, Suite G Loomis, California 95650 (916) 660-1555

More information

V. ENVIRONMENTAL IMPACT ANALYSIS F. TRANSPORTATION/CIRCULATION

V. ENVIRONMENTAL IMPACT ANALYSIS F. TRANSPORTATION/CIRCULATION V. ENVIRONMENTAL IMPACT ANALYSIS F. TRANSPORTATION/CIRCULATION The following Section presents a summary of the Traffic Study for the Proposed Civic Center/Metlox Development Project in the City of Manhattan

More information

Table 1 - Land Use Comparisons - Proposed King s Wharf Development. Retail (SF) Office (SF) 354 6,000 10, Land Uses 1

Table 1 - Land Use Comparisons - Proposed King s Wharf Development. Retail (SF) Office (SF) 354 6,000 10, Land Uses 1 Ref. No. 171-6694 Phase 2 November 23, 217 Mr. David Quilichini, Vice President Fares & Co. Developments Inc. 31 Place Keelson Sales Centre DARTMOUTH NS B2Y C1 Sent Via Email to David@faresinc.com RE:

More information

Bi-County Transitway/ Bethesda Station Access Demand Analysis

Bi-County Transitway/ Bethesda Station Access Demand Analysis Bi-County Transitway/ Bethesda Station Access Demand Analysis Prepared for: Washington Metropolitan Area Transit Authority Office of Planning and Project Development May 2005 Prepared by: in conjunction

More information

MERIVALE PRIORITY SQUARE 2852 MERIVALE ROAD CITY OF OTTAWA TRANSPORTATION BRIEF. Prepared for: ONT Inc. 25 Winding Way Nepean, Ontario K2C 3H1

MERIVALE PRIORITY SQUARE 2852 MERIVALE ROAD CITY OF OTTAWA TRANSPORTATION BRIEF. Prepared for: ONT Inc. 25 Winding Way Nepean, Ontario K2C 3H1 MERIVALE PRIORITY SQUARE 2852 MERIVALE ROAD CITY OF OTTAWA TRANSPORTATION BRIEF Prepared for: 2190986ONT Inc. 25 Winding Way Nepean, Ontario K2C 3H1 October 6, 2010 110-502 Report_1.doc D. J. Halpenny

More information

L1TILE BEARS DAY CARE TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO MAY Prepared for:

L1TILE BEARS DAY CARE TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO MAY Prepared for: L1TILE BEARS DAY CARE TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO MAY 2012 Prepared for: Hillside Construction, Inc. 216 Hemlock Street, Suite B Fort Collins, CO 80534 Prepared by: DELICH ASSOCIATES

More information

Parks and Transportation System Development Charge Methodology

Parks and Transportation System Development Charge Methodology City of Sandy Parks and Transportation System Development Charge Methodology March, 2016 Background In order to implement a City Council goal the City of Sandy engaged FCS Group in January of 2015 to update

More information

Traffic, Transportation & Civil Engineering Ali R. Khorasani, P.E. P.O. Box 804, Spencer, MA 01562, Tel: (508)

Traffic, Transportation & Civil Engineering Ali R. Khorasani, P.E. P.O. Box 804, Spencer, MA 01562, Tel: (508) Associates Traffic, Transportation & Civil Engineering Ali R. Khorasani, P.E. P.O. Box 804, Spencer, MA 01562, Tel: (508) 885-5121 Ms. Teri Ford, Associate 800 Boylston Street, Suite 1570 Boston, MA July

More information

Appendix Q Traffic Study

Appendix Q Traffic Study Appendices Appendix Q Traffic Study Crummer Site Subdivision Draft EIR City of Malibu Appendices This page intentionally left blank. The Planning Center April 2013 TRAFFIC IMPACT ANALYSIS Photo z here

More information

Attachment D Environmental Justice and Outreach

Attachment D Environmental Justice and Outreach Attachment D Environmental Justice and Outreach ATTACHMENT D Environmental Justice and Outreach Indicate whether the project will have disproportionately high and adverse impacts on minority or low income

More information

DRIVER SPEED COMPLIANCE WITHIN SCHOOL ZONES AND EFFECTS OF 40 PAINTED SPEED LIMIT ON DRIVER SPEED BEHAVIOURS Tony Radalj Main Roads Western Australia

DRIVER SPEED COMPLIANCE WITHIN SCHOOL ZONES AND EFFECTS OF 40 PAINTED SPEED LIMIT ON DRIVER SPEED BEHAVIOURS Tony Radalj Main Roads Western Australia DRIVER SPEED COMPLIANCE WITHIN SCHOOL ZONES AND EFFECTS OF 4 PAINTED SPEED LIMIT ON DRIVER SPEED BEHAVIOURS Tony Radalj Main Roads Western Australia ABSTRACT Two speed surveys were conducted on nineteen

More information

Spatial and Temporal Analysis of Real-World Empirical Fuel Use and Emissions

Spatial and Temporal Analysis of Real-World Empirical Fuel Use and Emissions Spatial and Temporal Analysis of Real-World Empirical Fuel Use and Emissions Extended Abstract 27-A-285-AWMA H. Christopher Frey, Kaishan Zhang Department of Civil, Construction and Environmental Engineering,

More information

4.7 Construction Surface Transportation

4.7 Construction Surface Transportation 4.7.1 Introduction The traffic analysis presented in this section addresses the construction traffic impacts specific to the proposed Project. The construction traffic impacts were analyzed for both the

More information