MONTEREY BAY AQUARIUM RESEARCH INSTITUTE (MBARI) MASTER PLAN UPDATE MOSS LANDING, CALIFORNIA TRAFFIC IMPACT ANALYSIS Administrative Draft Report Prepared For Monterey Bay Aquarium Research Institute Moss Landing, California July 19, 2008 1300-B First Street Gilroy, California 95060-7436 Phone/ 408-848-3122 Fax/ 408-848-2202 www.kbhiggins.com
TABLE OF CONTENTS EXECUTIVE SUMMARY... V 1 INTRODUCTION... 1 1.1 Project Description... 1 1.2 Project Access... 1 1.3 Scope of Work... 2 1.4 Traffic Operation Evaluation Methodologies... 3 1.5 Level of Service Standards... 3 1.6 Transportation Agency for Monterey County (TAMC) Regional Impact Fees... 4 2 EXISTING TRAFFIC CONDITIONS... 5 2.1 Existing Traffic Network... 5 2.2 Existing Transit Systems... 6 2.3 Existing Bikeway and Pedestrian Facilities... 6 2.4 Existing Traffic Data... 7 2.5 Existing Conditions Intersection Operations... 7 2.6 Existing Traffic Conditions - Roadway Segment Operations... 9 3 EXISTING PLUS PROJECT PHASE 1 TRAFFIC CONDITIONS... 10 3.1 Project Traffic Scenario Description... 10 3.2 Project Trip Generation... 10 3.3 Project Trip Distribution and Assignment... 11 3.4 Project Access and Circulation... 12 3.5 Existing Plus Project Phase 1 Traffic Conditions - Intersection Operations... 12 3.6 Transportation Agency for Monterey County Regional Impact Fees... 13 4 EXISTING PLUS PROJECT PHASES 1 AND 2 TRAFFIC CONDITIONS... 14 4.1 Introduction... 14 4.2 Project Trip Generation... 14 4.3 Project Trip Distribution and Assignment... 14 4.4 Existing Plus Project Phases 1 and 2 Traffic Conditions - Intersection Operations... 15 5 EXISTING PLUS PROJECT BUILDOUT TRAFFIC CONDITIONS... 16 5.1 Definition of Project Phase 3... 16 5.2 Project Phase 3 Trip Generation... 16 5.3 Project Phase 3 Trip Distribution and Assignment... 16 5.4 Existing Plus Project Buildout Traffic Conditions - Intersection Operations... 16 6 PARKING SUPPLY... 18 6.1 Introduction... 18 6.2 Parking Supply Versus Demand... 18 6.3 Other Parking-Related Issues... 18 I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page i
TABLE OF CONTENTS (Continued) 7 METHODS TO ENCOURAGE ALTERNATIVE MODES OF TRANSPORTATION. 20 7.1 Existing Project Components That Encourage Alternative Transportation... 20 7.2 Proposed Methods to Encourage Alternative Transportation... 20 7.3 Additional Methods to Encourage Alternative Transportation... 20 8 RECOMMENDATIONS... 21 8.1 Recommended Improvements Under Existing Conditions... 21 8.2 Recommended Improvements Under Existing Plus Project Phase 1 Conditions. 21 8.3 Recommended Improvements Under Existing Plus Project Phases 1 and 2 Conditions... 21 8.4 Recommended Improvements Under Existing Plus Project Buildout Conditions 22 9 REFERENCES... 23 9.1 List of References... 23 9.2 List of Contacts... 23 I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page ii
LIST OF EXHIBITS 1A. Project Location Map (Regional) 1B. Project Location Map (Local) 1C. Project Site Plan 2. Location of Study Intersections 3. Existing Transit Routes in Project Vicinity 4. Existing Peak Hour Volumes 5A. Intersection Levels of Service 5B. Recommended Intersection Improvements 6. Project Trip Generation 7. Project Phase 1 Year 2010 Trip Distribution and Assignment 8. Existing Plus Project Phase 1 Year 2010 Peak Hour Volumes 9A. Project Phase 2 Year 2015 Trip Distribution and Assignment 9B. Phil s Fish Market Trip Reduction Peak Hour Volumes 9C. Project Phase 2 With Reduction Trip Distribution and Assignment 10. Existing Plus Project Phases 1 and 2 Year 2015 Peak Hour Volumes 11. Project Phase 3 Year 2030 Trip Distribution and Assignment 12. Existing Plus Project Buildout Year 2030 Peak Hour Volumes 13. Evaluation of Project Parking Supply I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page iii
LIST OF APPENDICES A1. Level of Service Description Unsignalized Intersections Two-Way Stop Control A2. Peak Hour Threshold Volumes for Segment LOS B. Intersection Level of Service Calculations Existing Traffic Conditions C. Intersection Level of Service Calculations Existing Plus Project Phase 1 Traffic Conditions D. Intersection Level of Service Calculations Existing Plus Project Phases 1 and 2 Traffic Conditions E. Intersection Level of Service Calculations Existing Plus Project Buildout Traffic Conditions F. Existing Employee Residences By Zip Code I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page iv
EXECUTIVE SUMMARY This traffic report summarizes a traffic analysis of the Monterey Bay Aquarium Research Institute (MBARI) Master Plan Update. The MBARI facility is located on Sandholdt Road in Moss Landing, Monterey County, California. The study project consists of a proposed expansion of the existing MBARI facility, to be constructed in three phases between the Years 2010 and 2030. Scope of Work: In total, this traffic study includes a traffic impact analysis of operations at 4 intersections during typical weekday AM and PM peak hours, as well as one existing road segment analysis. The following were analyzed in this study: Intersections 1. Highway 1/Dolan Road; 2. Highway 1/Moss Landing Road (North); 3. Highway 1/Moss Landing Road (South)-Potrero Road; and 4. Highway 1/Merrritt Street (Highway 183). In addition, levels of service are evaluated under existing conditions only for the segment of Highway 1 between Moss Landing Road (North) and Dolan Road. The traffic scenarios evaluated as part of this traffic study are: Existing Traffic Conditions (Year 2008); Existing Plus Project Phase 1 Conditions (Year 2010); Existing Plus Project Phases 1 and 2 Conditions (Year 2015); and Existing Plus Project Buildout Conditions (Year 2030). Data Sources: Existing traffic volumes were collected at the study intersections on May 30 and June 2, 2008, during the weekday AM (i.e. 7:00 9:00 am) and PM (i.e. 4:00 6:00 pm) peak hours. Existing volumes at the study roadway segment were derived from the intersection traffic counts. Analysis Assumptions: The traffic analysis is based upon the methodologies within the 2000 Highway Capacity Manual. The software package Traffix (version 7.8) was used to perform the intersection analysis within this report. Existing Conditions: Existing conditions utilize the aforementioned existing traffic volumes at the study intersections and roadway segment. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page v
Recommended Improvements: 1. Add a right turn acceleration lane on northbound Highway 1 north of the Highway 1/Dolan Road intersection. 2. Extend the existing median left turn acceleration lane on Highway 1 north of the Highway 1/Moss Landing Road (North) intersection. 3. Implement the following improvements at the Highway 1/Moss Landing Road- Potrero Road intersection: a. Restripe eastbound Potrero Road as one left and one right turn lane; and b. Restripe Moss Landing Road approach as one through lane and one right turn lane. 4. Implement the Artichoke Avenue improvements at the Highway 1/Merritt Street (Highway 183) intersection. 5. Widen Highway 1 to four lanes. Existing Plus Project Conditions: The MBARI facility is located on Sandholdt Road in Moss Landing, Monterey County, California. The study project consists of a proposed expansion of the existing MBARI facility, to be constructed in three phases between the Years 2010 and 2030. Phase 1 would add 75 staff by the Year 2010. Phase 2 would add an additional 20 staff by the Year 2015. Phase 3 would add an additional 100 staff by the Year 2030. Each phase of the project would construct one or two new buildings to house the new employees. Project Trip Generation: Exhibit 6 contains the trip generation estimate for Phase 1 of the study project. Trip rates published in the Institute of Transportation Engineers (ITE) Trip Generation, 7 th Edition, 2003, would not represent a good approximation of the trip generation for the study project. This is the case because not only is there no ITE rate that would be a good approximation for a marine research facility, but also the facility has an existing vanpool program that it will expand to accommodate the future employees. Therefore, the trip generation for the project has been derived using various assumptions and information provided by the project applicant. These assumptions include the following: 1. All employees commute into the facility during the AM peak hour and return home during the PM peak hour. 2. All of the employees that drive into the facility will leave and return to the facility one during the day, most likely during their lunch hour. 3. Five percent of all new employees will be dropped off and picked up at the facility each day. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page vi
4. Twenty-five percent of the new employees will take advantage of the existing vanpool program currently in place at the facility. The project applicant has pledged to supply the necessary infrastructure to achieve this level of usage of the vanpool service. Utilizing these assumptions, trip generation rates were derived for both the employees and vanpools. In addition, reductions were made to the trip generation, in order to take into account the percentage of employees that would use the vanpool service. Phase 1 of the study project would generate 191 daily trips, with 60 trips (56 in, 4 out) during the AM peak hour, and 60 trips (4 in, 56 out) during the PM peak hour. Project Trip Distribution and Assignment: The project trip distribution is based upon the locations where the existing MBARI employees currently live. It is assumed that the residences of the new employees would be spread out in the same proportion as the existing employees. Trip assignment is via Moss Landing Road off of Highway 1. All trips to the south of Moss Landing Road (South) are split between Moss Landing Road (South) and Moss Landing Road (North). All trips north of Moss Landing Road (North) would use Moss Landing Road (North) to access the project site. Project Access: Direct access to the project site would be provided via Sandholdt Road, which is only accessible via Moss Landing Road, which connects to Highway 1 to the east and southeast of the project site. Driveways into parking lots adjacent to the buildings of each project phase will serve as the connections to the street system. Recommended Improvements: No additional improvements are r at the study intersections under Existing Plus Project Phase 1 conditions, beyond those previously recommended under Existing conditions. 1. The study project would be responsible for payment of its applicable TAMC regional impact fees. 2. Reserve parking spaces for future vanpool vans. 3. Designate three of the new parking spaces constructed under Phase 1 as ADA spaces. Construct necessary walkway ramps and loading/unloading areas adjacent to these spaces. 4. Consider implementing incentives to encourage employee usage of transit to travel to and from the project site. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page vii
Existing Plus Project Phases 1 and 2 Conditions: Project Trip Generation: Phase 2 would add 20 new employees to the MBARI facility, and construct one new building to house them. Phase 2 is the only study phase whose construction is dependent upon the removal of existing uses. A restaurant, Phil s Fish Market, would be closed as part of Phase 2, and the restaurant site would be redeveloped with the building that would house the new employees. Phase 2 would also remove an existing MBARI building; however, all of the employees that currently use that building would relocated into the new building, therefore generating no net change in trip activity from the building s removal. Trip generation for the MBARI employees under Phase 2 uses the same assumptions and information used in deriving the trip generation for Phase 1. Trip generation for the restaurant has been estimated based upon trip rates published by the Institute of Transportation Engineers in its publication Trip Generation, 7 th Edition, 2003. Including the trip reductions associated with the restaurant closure, Phase 2 of the study project would generate a net -550 daily trips, with 10 trips (12 in, -2 out) during the AM peak hour, and - 39 trips (-36 in, -3 out) during the PM peak hour. Project Trip Distribution and Assignment: Phase 2 of the study project utilizes the same trip distribution as Phase 1. The trip reductions for the removal of the restaurant also utilize that same trip distribution. Recommended Improvements: No additional improvements are required at the study intersections under Existing Plus Project Phases 1 and 2 conditions beyond those previously recommended under Existing and Existing Plus Project Phase 1 conditions. Existing Plus Project Buildout Conditions: Project Trip Generation: Phase 3 of the study project is composed of 75 additional employees, bringing the total additional employment of the facility to 195 people. Like the other two phases, Phase 3 would construct a new building to house the new employees. Trip generation has been estimated for Phase 3 of the study project. This derivation utilizes the same assumptions as were used in deriving the trip generation for Phases 1 and 2. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page viii
Phase 3 would generate 255 daily trips, with 80 trips (75 in, 5 out) during the AM peak hour, and 80 trips (5 in, 75 out) during the PM peak hour. Full project buildout, combining Phases 1, 2, and 3, would generate a net -104 daily trips, with 150 trips (143 in, 7 out) during the AM peak hour, and 101 trips (-27 in, 128 out) during the PM peak hour. Project Trip Distribution and Assignment: Phase 3 of the study project utilizes the same trip distribution as Phases 1 and 2. Recommended Improvements: In addition to those improvements previously recommended under Existing, Existing Plus Project Phase 1, and Existing Plus Project Phases 1 and 2, the following improvements are recommended under Existing Plus Project Buildout Conditions: 1. Restripe eastbound Moss Landing Road as one left and one right turn lane at the Highway 1/Moss Landing Road (North) intersection. 2. Designate two of the new parking spaces to be constructed under Phase 3 as ADA spaces. Construct necessary walkway ramps and loading/unloading areas adjacent to these spaces. Parking Supply: The study project proposes a total of 214 parking spaces, with spaces being added under each project phase 89 spaces in Phase 1, 18 spaces in Phase 2, and 107 spaces in Phase 3. All of these spaces are to be added adjacent to two buildings being built in Phases 1 and 3. Parking demand for each project phase will be created primarily by employees. Assuming that one employee generates one parked vehicle, the phases would generate 75, 20, and 100 vehicles in the parking lot. While the parking supply added under Phases 1 and 3 would be sufficient to accommodate the demand, the added spaces under Phase 2 would not be. However, the excess number of spaced under Phase 1, 14 spaces, would provide the missing supply for Phase 2, thereby resulting in adequate parking supply for Phase 2. The project applicant plans to expand its current employee vanpool service with each phase of the study project. The applicant expects that 25% of the new employees will use the vanpool service, equal to the percentage that use the service now. In this context, the parking supply will be more than adequate, as the actual parking demand will be lower than simply the number of new employees. Once the additional vanpools are in service, it is recommended that parking spaces be reserved for use by only the vanpool vans. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page ix
Sidewalks: Two of the buildings will be over 800 feet away from the new parking area, requiring employees within those buildings to walk that distance to reach those buildings. It is therefore recommended that the project applicant extend the existing sidewalk on Sandholdt Road northward along the entire new project frontage. Americans With Disabilities Act Parking Spaces The parking layout proposed by the project applicant does not identify which spaces will be reserved for disabled users (i.e. Americans with Disabilities Act (ADA) compliant). According to Monterey County guidelines, for the number of spaces proposed, five spaces must be ADA spaces. Three of these spaces should be designated under Phase 1 and the remaining two spaces under Phase 3. In combination with the designation of the ADA spaces, walkway ramps and loading/unloading areas should be added adjacent to the parking spaces. Methods to Encourage Alternative Modes of Transportation: The study project is encouraging use of alternative modes of transportation in the following ways: 1. Carpool Program MBARI encourages employees to carpool, primarily through the designation of specific on-site parking spaces as carpool-only spaces. 2. Vanpool Program As noted in Chapter 3, MBARI also runs a vanpool program for its employees. Five vans, each equipped with bicycle racks, travel to Santa Cruz County (two vans), the Monterey Peninsula (two vans), and Santa Clara County (one van) each workday. Currently, 25% of all MBARI employees utilize this vanpool service. MBARI is also proposing to use the following method to encourage use of alternative transportation for the new employees associated with this study project: 1. Vanpool Program Expansion The project applicant is proposing to expand the vanpool program for this project. MBARI will invest in the necessary infrastructure to also achieve a 25% utilization of the vanpool program by all new employees. This expansion of the vanpool program is accounted for within the trip generation for the project. In addition to those methods previously described above, there is another method that the study project can implement that would encourage use of alternative modes of transportation by employees, residents, and hotel patrons. This includes the following: 1. Provide incentives for employees to take public transportation, including partial or full reimbursement for employee transit passes. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page x
1 INTRODUCTION This traffic report summarizes a traffic analysis of the Monterey Bay Aquarium Research Institute (MBARI) Master Plan Update. The MBARI facility is located on Sandholdt Road in Moss Landing, Monterey County, California. The study project consists of a proposed expansion of the existing MBARI facility, to be constructed in three phases between the Years 2010 and 2030. Exhibits 1A and 1B show the location of the MBARI project in the context of northern Monterey County and the greater Moss Landing area, respectively, while Exhibit 1C shows the proposed site plan. The purpose of this Traffic Impact Analysis (TIA) was to determine the traffic impacts from the construction of the proposed MBARI Master Plan Update project. The TIA presents the results from a series of analyses performed to determine the existing traffic conditions and how traffic conditions would change with the implementation of the updated master plan. 1.1 Project Description The proposed project is to be constructed in three distinct phases. Phase 1 would add 75 staff to the facility, by the Year 2010. Phase 2 would add an additional 20 staff by the Year 2015. Phase 3 would add an additional 100 staff by the Year 2030 Each phase of the project would construct one or two new buildings to house the new employees. Unlike in other phases, Phase 2 would actually remove an existing business, in order to accommodate the new building. The other new buildings would be constructed on currently vacant land. 1.2 Project Access The MBARI site is located west of Highway 1, which runs in a north-south direction on the shore of Monterey Bay. There would be two primary regional access points to the site off of Highway 1, both from either end of Moss Landing Road, which intersects Highway 1 in two locations. Other regionally important highways are Highway 101, the main north-south highway through Santa Clara and Monterey Counties, and two highways that link Highway 101 to Highway 1 Highway 156 and Highway 183 both of which are located to the south of the study project site. Local access to the project site would be provided directly via Sandholdt Road, which is a dead-end road that connects to Moss Landing Road at its southeastern end. Sandholdt Road traverses a two-lane bridge over the Moss Landing Harbor en route to the project site. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 1
1.3 Scope of Work The scope of work for this traffic study was developed to identify the potential traffic impacts that may be associated with the development of the MBARI project. Intersections were selected for analysis based on the potential for the project to impact the facility. A principal study area was identified, focused along the Highway 1 corridor through Moss Landing. Within the study area, the intersections that would potentially be impacted by the project were identified and included in the analysis. The study intersections are shown on Exhibit 2A. The local intersections included in this analysis were identified as potentially having the greatest impact from the project based on preliminary analysis of project trip generation and trip distribution. The boundaries of the study have been selected to include intersections that presently experience some congestion and/or may be measurably affected during the peak commute hours. Beyond the limits of the study area, the project trips disperse onto numerous local streets. As the distance from the project increases the number of trips considered reduces and the distribution assumptions are less reliable. In total, this traffic study includes a traffic impact analysis of operations at 4 intersections and one roadway segment, during typical weekday AM and PM peak hours. Where required, mitigation measures were recommended to fully mitigate the impacts due to the implementation of the proposed MBARI Master Plan Update. The following intersections were analyzed in this study: Intersections 1. Highway 1/Dolan Road; 2. Highway 1/Moss Landing Road (North); 3. Highway 1/Moss Landing Road (South)-Potrero Road; and 4. Highway 1/Merrritt Street (Highway 183). In addition, levels of service are evaluated under existing conditions only for the segment of Highway 1 between Moss Landing Road (North) and Dolan Road. Exhibit 2A shows the study intersections and road network under existing traffic conditions. The traffic scenarios evaluated as part of this traffic study are: Existing Traffic Conditions (Year 2008); Existing Plus Project Phase 1 Conditions (Year 2010); Existing Plus Project Phases 1 and 2 Conditions (Year 2015); and Existing Plus Project Buildout Conditions (Year 2030). I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 2
1.4 Traffic Operation Evaluation Methodologies The following paragraphs describe the methodologies utilized in this analysis to evaluate the operations of all of the study intersections and roadway segments. All analysis is based upon the 2000 Highway Capacity Manual methodologies. The intersection and segment analyses along the Highway 68 corridor utilize these same methodologies, but with some slight adjustments and calibrations; details regarding these variations are also described below. 1.4.1 Intersection Operational Analysis Intersection traffic operations were evaluated based on the Level of Service (LOS) concept. LOS is a qualitative description of an intersection and roadway s operation, ranging from LOS A to LOS F. Level of service A represents free flow un-congested traffic conditions. Level of service F represents highly congested traffic conditions with what is commonly considered unacceptable delay to vehicles on the road segments and at intersections. The intermediate levels of service represent incremental levels of congestion and delay between these two extremes. Intersection operations were evaluated using technical procedures documented in the 2000 Highway Capacity Manual (HCM). The TRAFFIX software program (version 7.8) was utilized to model the traffic impact of the different development scenarios and to calculate intersection levels of service. At one- and two-way stop controlled intersections, the operating efficiency of vehicle movements that must yield to through movements are analyzed. The level of service for vehicle movement on the controlled approaches is based on the distribution of gaps in the major street traffic stream and driver judgment in selecting gaps. Appendix A1 shows the relationship between the vehicle delay and level of service for two-way stop controlled intersections. The 2000 HCM calculates the level of service of the minor street approaches. Using this data, an overall intersection level of service was calculated. Both are reported in this study because traffic on the minor street approaches has the lowest priority of right-of-way at the intersection and are the most critical in terms of delay. Generally, LOS E/F operations on the side street approach are the thresholds that warrant improvements. 1.4.2 Roadway Operational Analysis The volume threshold planning methodology based on the 2000 HCM was used in the evaluation of operating conditions on the study Highway 1 segment under Existing conditions. A description of levels of service thresholds for the roadway segments is included as Appendix A2. 1.5 Level of Service Standards The study area selected covers the jurisdiction of two public agencies; they are Monterey County and the California Department of Transportation (Caltrans), a state agency. The local and state agencies have different level of service standards. However, all of the study intersections are along a state highway, and therefore the Caltrans level of service standard takes precedence. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 3
The Caltrans level of service goal is the transition between LOS C and LOS D. Caltrans has jurisdiction over improvements to all of the study intersections. 1.6 Transportation Agency for Monterey County (TAMC) Regional Impact Fees The Transportation Agency for Monterey County (TAMC) has established a regional transportation impact fee, which would fund various roadway improvements throughout Monterey County. The currently proposed TAMC fee has been structured to cover costs of roadway infrastructure improvements throughout Monterey County due to future developments. This fee is expected to raise nearly $370 million dollars towards necessary roadway improvements. The currently proposed fee is documented in the report Regional Impact Fee Nexus Study Update, Kimley-Horn and Associates, March 26, 2008. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 4
2 EXISTING TRAFFIC CONDITIONS This chapter presents a description of the existing road network, existing traffic volumes, intersection levels of service, and an overview of traffic flow conditions within the study area under existing traffic conditions. 2.1 Existing Traffic Network The primary regional access to the MBARI site is provided by Highway 1. Other significant regional highways are Highway 101, Highway 156, and Highway 183. Important arterial and collector streets relevant to the MBARI Master Plan Update study are Moss Landing Road, Dolan Road, Potrero Road, and Merritt Street (Highway 183). Direct project access is via Sandholdt Road. Exhibit 2A shows the study intersections and road network. A brief description of the most important streets in the study road network follows, with the state highways first, and then the remaining roadways in alphabetical order. Highway 1 is a state highway within Monterey County providing access to Watsonville and Santa Cruz to the north, and to San Luis Obispo to the south via Monterey and Carmel. Through its connection to Highway 156 in Castroville, it also provides access to Highway 101 and the greater San Francisco Bay Area. In the vicinity of the project, Highway 1 is a conventional two-lane highway, with left turn channelization at all major intersections. A vehicle turnout is located along northbound Highway 1 just south of Moss Landing Road (South). The speed limit on Highway 1 is 55 miles per hour (MPH) south of Moss Landing Road (South) and Potrero Road, and 50 MPH north of those same roadways. Dolan Road is a major east-west roadway in northern Monterey County. Dolan Road connects between Highway 1 and Castroville Boulevard, thereby serving as both a northern bypass of Castroville and a link between Moss Landing and Prunedale. The speed limit on Dolan Road is 55 MPH. Merritt Street (Highway 183) is a two-lane arterial street that travels through the center of Castroville. Merritt Street provides the sole access to the northern portion of Castroville, and extends in a southwesterly direction between Castroville and Salinas. The speed limit on Merritt Street is 30 MPH. Moss Landing Road is a two-lane roadway in Moss Landing. Moss Landing Road provides access the core commercial and governmental area of Moss Landing, and, with its connection to Sandholdt Road, provides access to the Moss Landing Harbor. The speed limit on Moss Landing Road is 25 MPH. Potrero Road is a two-lane, east-west roadway in southern Moss Landing, providing access to both residential and commercial areas near Highway 1, as well as Salinas River State Beach. The speed limit on Potrero Road is 25 MPH. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 5
Sandholdt Road is a two-lane roadway in Moss Landing. Sandholdt Road provides access to the Moss Landing Harbor, as well as various residential and marine-related commercial businesses, including the exiting MBARI facility. The speed limit on Sandholdt Road is 25 MPH. 2.2 Existing Transit Systems The largest single public transit provider in Monterey County is Monterey-Salinas Transit (MST). Monterey-Salinas Transit operates from five key transit centers, the Monterey Transit Plaza, Salinas Transit Center, Watsonville Transit Center, Edgewater Transit Exchange in Seaside/Sand City, and Marina Transit Exchange. Each of these centers operates on a time-transfer "pulse" schedule providing easy connections and quick transfers to multiple routings. MST currently provides transit service in the vicinity of the project site. Two routes service the Moss Landing Area, both along Highway 1. Route 27 runs between Marina and Watsonville in 2-hour increments during on weekdays only (roughly 6:30 6:30 PM in the northbound direction and 8:00 AM 8:00 PM in the southbound direction). Route 28 travels between Salinas and Watsonville in hourly increments seven days a week (roughly 7:00 AM 10:00 PM in the northbound direction, and 6:00 AM 10:00 PM in the southbound direction). There are no bus stops near the project site. The nearest stops are located in each direction of Highway 1 between Moss Landing Road and Dolan Road. Refer to Exhibit 3 for the existing MST routes in the project vicinity. 2.3 Existing Bikeway and Pedestrian Facilities Bikeways There are three basic types of bicycle facilities. Each type is described below: Bike path (Class I) - A completely separate right-of-way designed for the exclusive use of cyclists and pedestrians, with minimal crossings for motorists. These paths should have a minimum width of 8 feet when two-way travel is required and 5 feet in width to accommodate one-way movement. Bike lane (Class II) - A lane on a regular roadway, separated from the motorized vehicle right of-way by paint striping, designated for the exclusive or semi-exclusive use of bicycles. Bike lanes allow one-way bike travel. A minimum width of 5 feet should be provided and adjacent curbside parking avoided where feasible; where curbside parking is allowed adjoining a bike lane, the combined width of the parking and adjacent bike lane should be not less than 13 feet. Bike route (Class III) - Provides shared use of the roadway, designated by signs or permanent markings and shared with motorists. Existing Bike facilities in project vicinity Only Sandholdt Road, between Moss Landing Road and the western end of its bridge over the Moss Landing Harbor, has Class II bicycle lanes. Highway 1 and Merritt Street (Highway 183) have shoulders of at least 8 feet in width that can be used by bicyclists. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 6
The other roadways do not have dedicated bicycle facilities. Pedestrian facilities Sandholdt Road has an incomplete system of sidewalks. Sidewalks are present along both sides of Sandholdt Road along the entire frontage of the existing MBARI facility. However, there are no sidewalks along the remainder of Sandholdt Road, although the sidewalk along the eastern side of the street extends a few hundred feet further north than on the western, or project, site of the street. Merritt Street (Highway 183) does not have sidewalks near its intersection with Highway 1, although it does have them within portions of Castroville. Moss Landing Road only has a sidewalk for a two-block portion of the roadway near its southern intersection with Highway 1, and only on the western frontage of the street. The other study roadways lack any pedestrian facilities. Sandholdt Road also has a lighted crosswalk located just north of the bridge over the harbor. The embedded lights within the roadbed light up when a pedestrian pushes a button on the sidewalk. This provides additional warning and visibility to vehicular traffic that a pedestrian is crossing. 2.4 Existing Traffic Data To establish existing traffic flow conditions, new traffic counts were conducted at the study intersections on May 30 and June 2, 2008, during the weekday AM (i.e. 7:00 9:00 am) and PM (i.e. 4:00 6:00 pm) peak hours. From the peak period traffic counts, the AM and PM peak hour turning movement volumes were identified. Each intersection was analyzed at its individual peak hour. Because all of the counts were not collected on the same day, the counts did not necessarily balance between intersections where there were no driveways or other crosstraffic. The intersection traffic volumes were therefore balanced between many of the adjacent intersections along the Highway 1 corridor, to account for variations in the counts. Along the corridor, the intersection with the highest approach volume was selected as the controlling volume, and volumes at the other intersections along the corridor were balanced between intersections to the controlling volume, regardless of when the count was collected. This provides a reasonable worst-case analysis as the highest volume of traffic observed over the count period was used for the study. The existing peak hour traffic volumes are presented on Exhibit 4. 2.5 Existing Conditions Intersection Operations Existing conditions AM and PM intersection levels of service are summarized on Exhibit 4. The LOS calculation sheets for existing traffic conditions can be found in Appendix B. Recommended intersection improvements are indicated on Exhibit 5B. All four of the study intersections are two-way stop-controlled. Please reference Exhibit 2 for the locations of the study intersections. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 7
All of the study intersections would operate at a deficient LOS F on the side street approach during the PM peak hour. A description of each of the deficiently-operating intersections, along with the recommended improvements, can be found below. Highway 1 / Dolan Road: Operations at the Highway 1/Dolan Road intersection are currently at an overall acceptable LOS A during the AN and PM peak hours, but the side-street approach (i.e. westbound Dolan Road) operates at an unacceptable LOS F during the PM peak hour. The addition of a northbound right turn acceleration lane would improve side street operations to within acceptable levels of service. Implementation of this improvement would likely require removal of much of the existing landscaping along the eastern frontage of Highway 1, as well as possibly an acquisition of additional right-of-way from the adjacent property owner, the Moss Landing Power Plant. The design of this lane should be carefully coordinated with the power plant to ensure that any concerns of the power plant operator are addressed. Highway 1 / Moss Landing Road (North): Operations of the side-street approach at this intersection under Existing Conditions are at an unacceptable LOS F during the PM peak hour. The existing median left turn acceleration lane is very short 75 feet long, enough space to fit at most three vehicles back-to-back. In addition, this acceleration lane is on an upgrade, which, in combination with the shortness of the lane, does not provide sufficient acceleration distance for merging vehicles to approach mainline travel speeds. Is it is therefore recommended that the existing median left turn acceleration lane at the Highway 1/Moss Landing Road (North) intersection be extended in length north of the intersection. This improvement would result in acceptable levels of service on the side street approach. Highway 1 / Moss Landing Road Potrero Road: Operations on the side-street approach at the Highway 1/Moss Landing Road-Potrero Road intersection under Existing Conditions are at an unacceptable LOS F during the PM peak hour. The restriping of the Potrero Road approach as one left turn lane and one right turn lane, and the restriping of the Moss Landing Road approach as one through lane (for traveling onto southbound Highway 1) and one right turn lane, would result in acceptable side-street operations. Highway 1 / Merritt Street (Highway 183): Side-street operations at this intersection are at an unacceptable LOS F during the PM peak hour. Monterey County is currently pursuing an improvement at this intersection that would provide an alternative access into Castroville without using the existing southbound left turn lane, as well as upgrade northbound and westbound right turn channelization Dubbed Artichoke Avenue, this improvement would create a new roadway off of southbound Highway 1 that would travel underneath the highway and intersect with Mead Street, a roadway within northern Castroville that connects with Merritt Street (Highway 183). This will provide an alternative that drivers can use to enter Castroville, as opposed to the existing southbound Highway 1 left turn lane at the I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 8
intersection. In addition, improved right turn channelization will be added to the intersection, which will lessen delays for vehicles on Merritt Street (Highway 183) merging onto northbound Highway 1. This improvement would result in acceptable sidestreet operations. 2.6 Existing Traffic Conditions - Roadway Segment Operations Existing morning and evening peak hour level of service results have been evaluated for Highway 1 between Moss Landing Road (North) and Dolan Road. This evaluation is based upon the intersection volume counts at the two study intersections at each end of this segment Highway 1/Dolan Road and Highway 1/Moss Landing Road (North). Threshold volumes to determine the level of service on specific types of roads as provided in Appendix A2 were used in the evaluation of this roadway segment; these serve primarily as a general guide as to whether major roadway widening is required. However, other factors may affect traffic flow conditions on roadway segments including intersection channelization design, type of traffic control devices, bicycle and pedestrian volume, driveway activities, average travel speed, and on-street parking activities. Existing operations of Highway 1 between Moss Landing Road (North) and Dolan Road are at a deficient LOS E during both the AM and PM peak hours. It is recommended that Highway 1 be widened to four lanes, resulting in acceptable operations of LOS B. The feasibility of widening the highway to four lanes is not definite, due to environmental, topographical, and governmental constraints. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 9
3 EXISTING PLUS PROJECT PHASE 1 TRAFFIC CONDITIONS This section describes the analysis results of the study intersection and roadway segment operations under Existing Plus Project Phase 1 traffic conditions. This traffic scenario is defined as traffic conditions at the Year 2010. 3.1 Project Traffic Scenario Description The MBARI facility is located on Sandholdt Road in Moss Landing, Monterey County, California. The study project consists of a proposed expansion of the existing MBARI facility, to be constructed in three phases between the Years 2010 and 2030. Construction of the proposed project would occur in three distinct phases. Phase 1 would add 75 staff to the facility, by the Year 2010. Phase 2 would add an additional 20 staff by the Year 2015. Phase 3 would add an additional 100 staff by the Year 2030. Each phase of the project would construct one or two new buildings to house the new employees. The three project phases are analyzed in order of occurrence Phase 1, Phases 1 and 2, and Phases 1, 2, and 3 (i.e. project buildout). Chapter 3 (Existing Plus Project Phase 1) focuses on traffic operations with Phase 1 of the project open, Chapter 4 (Existing Plus Project Phases 1 and 2) summarizes operations with Phases 1 and 2 open, and Chapter 5 (Existing Plus Project Buildout) reviews operations with all three phases of the project built. The project site is located along Sandholdt Road. All of the new buildings associated with this project would be constructed along this street. 3.2 Project Trip Generation Exhibit 6 contains the trip generation estimate for Phase 1 of the study project. Trip rates published in the Institute of Transportation Engineers (ITE) Trip Generation, 7 th Edition, 2003, would not represent a good approximation of the trip generation for the study project. This is the case because not only is there no ITE rate that would be a good approximation for a marine research facility, but also the facility has an existing vanpool program that it will expand to accommodate the future employees. Therefore, the trip generation for the project has been derived using various assumptions and information provided by the project applicant. These assumptions include the following: 1. All employees commute into the facility during the AM peak hour and return home during the PM peak hour. 2. All of the employees that drive into the facility will leave and return to the facility one during the day, most likely during their lunch hour. 3. Five percent of all new employees will be dropped off and picked up at the facility each day. 4. Twenty-five percent of the new employees will take advantage of the existing vanpool program currently in place at the facility. The project applicant has I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 10
pledged to supply the necessary infrastructure to achieve this level of usage of the vanpool service. Utilizing these assumptions, trip generation rates were derived for both the employees and vanpools. In addition, reductions were made to the trip generation, in order to take into account the percentage of employees that would use the vanpool service. As shown on Exhibit 6, Phase 1 of the study project would generate net 191 daily trips, with 60 trips (56 in, 4 out) during the AM peak hour, and 60 trips (4 in, 56 out) during the PM peak hour. 3.3 Project Trip Distribution and Assignment Trip distribution defines the origins and destinations of all trips to and from a project site. The project trip distribution is based upon the existing locations of MBARI employees; the new employees are assumed to live in the same proportion of locations as the existing employees. A breakdown of the number of existing employees by zip code is contained within Appendix F. Exhibit 7 shows the local project trip distribution graphically. The local trip distribution is also repeated on the following page: The trip distribution for the study project is as follows: To/From North: 41% Highway 1 North 41% To/From South: 57% Highway 1 South 33.0% Merritt Street (Highway 183) 20% Moss Landing Road Neighborhoods 2% To/From East: 4% Dolan Road East 4% To/From West: 0% TOTAL: 100% Project trips would utilize three different routes to and from the project site. Trips to and from the south of Moss Landing would utilize Moss Landing Road (South) and Moss Landing Road (North) en route to the site. Trips to and from the north of Moss Landing would exclusively use Moss Landing Road (North) (100%). Due to the circuitousness of travel to the site via this route, it is not anticipated that any trips to and from the north of Moss Landing would use Moss Land Road (South) to access the project site. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 11
Exhibit 7 represents the project Phase 1 trips assigned to the study intersections. The project Phase 1 trips in Exhibit 7 were added to the Existing condition traffic volumes to create Existing Plus Project traffic volumes. These traffic volumes are shown on Exhibit 8. 3.4 Project Access and Circulation Direct access to the project site would be provided via Sandholdt Road. This roadway is only accessible via Moss Landing Road, which connects to Highway 1 to the east and southeast of the project site. Driveways into parking lots adjacent to the buildings of each project phase will serve as the connections to the street system. 3.5 Existing Plus Project Phase 1 Traffic Conditions - Intersection Operations The traffic that would be generated by Phase 1 of the study project was combined with the existing traffic to create Existing Plus Project Phase 1 condition traffic volumes. Existing Plus Project Phase 1 morning and evening peak hour turning volumes are illustrated on Exhibit 8. Exhibit 5A tabulates corresponding morning and evening peak hour levels of service, the details of which are presented in Appendix C. Exhibit 5B summarizes the recommended improvements at the study intersections. All four of the study intersections would continue to operate at deficient levels of service under this scenario; a description of each intersection s operations follows below. In addition, the study project s impact significance upon the intersection is also included, in italics, at the end of the discussion for each intersection. Highway 1 / Dolan Road: Operations of the side street at the intersection would continue at LOS F during the PM peak hour under Existing Plus Phase 1 conditions. The previously recommended improvements under Existing conditions at this intersection would continue to result in acceptable levels of service. Implementation of those improvements is again recommended. Highway 1 / Moss Landing Road (North): Side-street operations at this intersection during the PM peak hour would continue to be at an unacceptable LOS F. It is again recommended that the previously recommended improvements at this intersection be implemented. This will result in acceptable operations. Highway 1 / Moss Landing Road Potrero Road: Operations on the side street at this intersection under Existing Plus Project conditions would continue to be at an unacceptable LOS F during the PM peak hour. Implementation of the previously recommended improvement would continue to result in acceptable operations at this intersection. Highway 1 / Merritt Street (Highway 183): Side-street operations at this intersection would continue to be at an unacceptable LOS F during the PM peak hour. Implementation of the previously recommended improvement at this intersection would continue to result in acceptable intersection operations. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 12
3.6 Transportation Agency for Monterey County Regional Impact Fees The study project will be responsible for payment of the Transportation Agency for Monterey County (TAMC) impact fees, which include funding for various regional traffic infrastructure improvements throughout Monterey County. The project s impacts towards specific regional improvements funded by the TAMC fees would be mitigated on a cumulative basis by payment of the impact fees. Examples of these roadways would be Highway 1, Highway 68, Highway 101, and Highway156. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 13
4 EXISTING PLUS PROJECT PHASES 1 AND 2 TRAFFIC CONDITIONS This section describes the analysis results of the study intersection and roadway segment operations under Existing Plus Project Phases 1 and 2 traffic conditions. This scenario is defined as traffic conditions with construction of Phases 1 and 2 of the study project, which is anticipated to occur by the Year 2015. 4.1 Introduction Existing Plus Project Phases 1 and 2 conditions represents operations in the Year 2015 with construction of Phases 1 and 2 of the study project. This chapter details the derivation of the trip generation of Phase 2, along with the operations of the study intersections with Phases 1 and 2 constructed. 4.2 Project Trip Generation The trip generation estimate for Phase 2 of the study project is shown on Exhibit 6. This phase would add 20 new employees to the MBARI facility, and construct one new building to house them. Phase 2 is the only study phase whose construction is dependent upon the removal of existing uses. A restaurant, Phil s Fish Market, would be closed as part of Phase 2, and the restaurant site would be redeveloped with the building that would house the new employees. Phase two would also remove an existing MBARI building; however, all of the employees that currently use that building would relocated into the new building, therefore generating no net change in trip activity from the building s removal. Trip generation for the MBARI employees under Phase 2 uses the same assumptions and information used in deriving the trip generation for Phase 1. Trip generation for the restaurant has been estimated based upon trip rates published by the Institute of Transportation Engineers in its publication Trip Generation, 7 th Edition, 2003. Including the trip reductions associated with the restaurant closure, Phase 2 of the study project would generate a net -550 daily trips, with 10 trips (12 in, -2 out) during the AM peak hour, and -39 trips (-36 in, -3 out) during the PM peak hour. 4.3 Project Trip Distribution and Assignment Phase 2 of the study project utilizes the same trip distribution as Phase 1. The trip reductions for the removal of the restaurant also utilize that same trip distribution. Exhibit 9A depicts the trip distribution and assignment for just the new employee trips under Phase 2 of the study project, while Exhibit 9B shows the trip assignment of the removed restaurant. Exhibit 9C contains the sum of these two assignments. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 14
4.4 Existing Plus Project Phases 1 and 2 Traffic Conditions - Intersection Operations Existing traffic volumes were added to the trip assignment of Phases 1 and 2 of the study project, including the removal of the restaurant trips, to create Existing Plus Project Phases 1 and 2 traffic conditions. Existing Plus Project Phases 1 and 2 morning and evening peak hour turning volumes are illustrated on Exhibit 10. Exhibit 5A tabulates corresponding morning and evening peak hour levels of service, the details of which are presented in Appendix D. Operations at all four of the study intersections under Existing Plus Project Phases 1 and 2 conditions would reduce in side-street delay, compared with Existing Pus Project Phase 1 conditions. However, operations of said side streets would still operate deficiently at all four study intersections. Each of the study intersections is described below. The recommended mitigation measure to mitigate the incremental impact of the study project follows below, and is displayed in italics following the discussion Highway 1 / Dolan Road: Operations on the side street at this intersection would be at an unacceptable LOS F during the PM peak hour. The previous recommendation at this intersection would continue to improve operations to within acceptable levels of service. Highway 1 / Moss Landing Road (North): Operations at this intersection during the PM peak hour on the side-street approach would be at an unacceptable LOS F. The previously recommended improvements at this intersection would continue to result in acceptable operations. Highway 1 / Moss Landing Road Potrero Road: Operations of the side-street approach at this intersection would continue to be at an unacceptable LOS F during the PM peak hour. Implementation of the previously recommended improvements at this intersection would continue to improve operations to within acceptable levels of service: Highway 1 / Merritt Street (Highway 183): Operations at this intersection during the PM peak hour would be at an unacceptable LOS F for the side-street. The previously proposed improvements at this intersection would result in acceptable operations at the intersection: I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 15
5 EXISTING PLUS PROJECT BUILDOUT TRAFFIC CONDITIONS This section describes the analysis results of the study intersection and roadway segment operations under Existing Plus Project Buildout traffic conditions. This scenario is defined as traffic conditions roughly twenty years and beyond existing conditions, or the Year 2030, and includes trips from the study project. 5.1 Definition of Project Phase 3 The study project is composed of three phases. The previous scenarios reviewed and analyzed conditions with implementation of Phases 1 and 2. This chapter analyzes intersection operations with all three phases in place. Phase 3 of the study project is composed of 75 additional employees, bringing the total additional employment of the facility to 195 people. Like the other two phases, Phase 3 would construct a new building to house the new employees. 5.2 Project Phase 3 Trip Generation Trip generation has been estimated for Phase 3 of the study project. This derivation utilizes the same assumptions as were used in deriving the trip generation for Phases 1 and 2. As shown on Exhibit 6, Phase 3 of the study project would generate 255 daily trips, with 80 trips (75 in, 5 out) during the AM peak hour, and 80 trips (5 in, 75 out) during the PM peak hour. Full project buildout, combining Phases 1, 2, and 3, would generate a net -104 daily trips, with 150 trips (143 in, 7 out) during the AM peak hour, and 101 trips (-27 in, 128 out) during the PM peak hour. 5.3 Project Phase 3 Trip Distribution and Assignment Phase 3 of the study project utilizes the same trip distribution as Phases 1 and 2. Exhibit 11 contains the trip distribution and assignment for the Phase 3 project trips. These trips were added to the existing traffic volume to create the Existing Plus Project Buildout condition traffic volumes depicted on Exhibit 12. 5.4 Existing Plus Project Buildout Traffic Conditions - Intersection Operations Exhibit 5A tabulates corresponding morning and evening peak hour levels of service at the study intersections, the details of which are presented in Appendix E. Exhibit 5B summarizes the recommended improvements at these intersections. All four of the study intersections would experience unacceptable side-street operations of LOS F during the PM peak hour under Existing Plus Project Buildout traffic conditions. A discussion of the traffic operations for each individual intersection follows. For a reference of the location of each of the intersections please see Exhibit 2A. The I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 16
recommended mitigation measure to mitigate the incremental impact of the study project follows below, and is displayed in italics following the discussion. Highway 1 / Dolan Road: The previously recommended improvement at this intersection would continue to improve intersection operations to within acceptable levels of service. Highway 1 / Moss Landing Road (North): The previously recommended improvement at this intersection would not fully improve operations to within acceptable levels of service. It is also recommended that eastbound Moss Landing Road be restriped as one left turn lane and one right turn lane. This can be accomplished by restriping both directions of the approach, which would relocate the westbound lane leaving the intersection approximately 12 feet to the north. This would effectively narrow the existing paved island that separates the mainline Moss Landing Road lanes from the existing southbound right turn channelization from southbound Highway 1 to Moss Landing Road. The combination of the earlier improvement with this additional improvement would result in acceptable operations at this intersection. Highway 1 / Moss Landing Road Potrero Road: Implementation of the previously recommended improvements would continue to improve operations at this intersection to within acceptable levels of service: Highway 1 / Merritt Street (Highway 183): Implementation of the previously recommended improvements at this intersection would result in acceptable operations. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 17
6 PARKING SUPPLY The following sections summarize the results of a review of the proposed parking supply for the study project, and how it compares to the projected parking demand. 6.1 Introduction Exhibit 1C, the project site plan, includes provision for 214 parking spaces within the project site. This chapter discusses the adequacy of that supply and recommends any necessary changes to the layout or number of spaces. 6.2 Parking Supply Versus Demand Exhibit 13 summarizes the proposed project parking supply, and compares it to the anticipated parking demand for the project site. The study project proposes a total of 214 parking spaces, with spaces being added under each project phase 89 spaces in Phase 1, 18 spaces in Phase 2, and 107 spaces in Phase 3. All of these spaces are to be added adjacent to two buildings being built in Phases 1 and 3. Parking demand for each project phase will be created primarily by employees. While there will be miscellaneous other users who will generate parking demand maintenance and janitorial, visitors, US mail, currier services, etc. most of the demand will be created by the employees. The other users would generate very little parking demand. Assuming that one employee generates one parked vehicle, the phases would generate 75, 20, and 100 vehicles in the parking lot. While the parking supply added under Phases 1 and 3 would be sufficient to accommodate the demand, the added spaces under Phase 2 would not be. However, the excess number of spaced under Phase 1, 14 spaces, would provide the missing supply for Phase 2, thereby resulting in adequate parking supply for Phase 2. The project applicant plans to expand its current employee vanpool service with each phase of the study project. The applicant expects that 25% of the new employees will use the vanpool service, equal to the percentage that use the service now. In this context, the parking supply will be more than adequate, as the actual parking demand will be lower than simply the number of new employees. Once the additional vanpools are in service, it is recommended that parking spaces be reserved for use by only the vanpool vans. 6.3 Other Parking-Related Issues Sidewalks: Two of the buildings, the sole Phase 2 building and one Phase 3 building, will be over 800 feet away from the new parking area. Employees within those buildings will need to walk that distance to reach those buildings. It is therefore recommended that the project applicant extend the existing sidewalk on Sandholdt Road northward along the entire new project frontage, in order to better facilitate these employee walking trips. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 18
Americans With Disabilities Act Parking Spaces The parking layout proposed by the project applicant does not identify which spaces will be reserved for disabled users (i.e. Americans with Disabilities Act (ADA) compliant). According to Monterey County guidelines, for the number of spaces proposed, five spaces must be ADA spaces. Three of these spaces should be designated under Phase 1 and the remaining two spaces under Phase 3. In combination with the designation of the ADA spaces, walkway ramps and loading/unloading areas should be added adjacent to the parking spaces. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 19
7 METHODS TO ENCOURAGE ALTERNATIVE MODES OF TRANSPORTATION This chapter discusses ways that the study project is proposing to encourage use of alternative modes of transportation to the project site, as well as other methods that the project can implement to further encourage use of alternative modes of transportation at the project site. 7.1 Existing Project Components That Encourage Alternative Transportation Currently, the study project encourages use of alternative transportation through the following programs: 1. Carpool Program MBARI encourages employees to carpool, primarily through the designation of specific on-site parking spaces as carpool-only spaces. 2. Vanpool Program As noted in Chapter 3, MBARI also runs a vanpool program for its employees. Five vans, each equipped with bicycle racks, travel to Santa Cruz County (two vans), the Monterey Peninsula (two vans), and Santa Clara County (one van) each workday. Currently, 25% of all MBARI employees utilize this vanpool service. 7.2 Proposed Methods to Encourage Alternative Transportation MBARI is also proposing to use the following method to encourage use of alternative transportation for the new employees associated with this study project: 1. Vanpool Program Expansion Chapter 3 discusses the fact that the project applicant is proposing to expand the vanpool program for this project. MBARI will invest in the necessary infrastructure to also achieve a 25% utilization of the vanpool program by all new employees. This expansion of the vanpool program is accounted for within the trip generation for the project. 7.3 Additional Methods to Encourage Alternative Transportation In addition to those methods previously described above, there is another method that the study project can implement that would encourage use of alternative modes of transportation by employees, residents, and hotel patrons. This includes the following: 1. Provide incentives for employees to take public transportation. This could include partial or full reimbursement for employee transit passes. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 20
8 RECOMMENDATIONS The following sections summarize the recommended improvements within this report. For brevity, necessary improvements are not repeated beyond the scenario when first recommended. 8.1 Recommended Improvements Under Existing Conditions 1. Add a right turn acceleration lane on northbound Highway 1 north of the Highway 1/Dolan Road intersection. 2. Extend the existing median left turn acceleration lane on Highway 1 north of the Highway 1/Moss Landing Road (North) intersection. 3. Implement the following improvements at the Highway 1/Moss Landing Road- Potrero Road intersection: c. Restripe eastbound Potrero Road as one left and one right turn lane; and d. Restripe Moss Landing Road approach as one through lane and one right turn lane. 4. Implement the Artichoke Avenue improvements at the Highway 1/Merritt Street (Highway 183) intersection. 5. Widen Highway 1 to four lanes. 8.2 Recommended Improvements Under Existing Plus Project Phase 1 Conditions No additional improvements are required at the study intersections beyond those previously recommended under Existing conditions. 1. The study project would be responsible for payment of its applicable TAMC regional impact fees. 2. Reserve parking spaces for future vanpool vans. 3. Designate three of the new parking spaces constructed under Phase 1 as ADA spaces. Construct necessary walkway ramps and loading/unloading areas adjacent to these spaces. 4. Consider implementing incentives to encourage employee usage of transit to travel to and from the project site. 8.3 Recommended Improvements Under Existing Plus Project Phases 1 and 2 Conditions No additional improvements are required beyond those previously recommended under Existing, and Existing Plus Project Phase 1 conditions. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 21
8.4 Recommended Improvements Under Existing Plus Project Buildout Conditions In addition to those improvements previously recommended under Existing, Existing Plus Project Phase 1, and Existing Plus Project Phases 1 and 2, the following improvements are recommended under Existing Plus Project Buildout Conditions: 1. Restripe eastbound Moss Landing Road as one left and one right turn lane at the Highway 1/Moss Landing Road (North) intersection. 2. Designate two of the new parking spaces to be constructed under Phase 3 as ADA spaces. Construct necessary walkway ramps and loading/unloading areas adjacent to these spaces. I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 22
9 REFERENCES 9.1 List of References 1. Kimley-Horn and Associates, Regional Impact Fee Nexus Study Update, March 26, 2008 9.2 List of Contacts 1. Keith Raybould, Monterey Bay Aquarium Research Institute (MBARI), Moss Landing, California. 2. Chad Alinio, Monterey County Public Works Department, Salinas, California I:\2008\Jobs\051-100\8-058\Report\8-058 Report1.doc Page 23
MONTEREY BAY AQUARIUM RESEARCH INSTITUTE IN MOSS LANDING, CA SOURCE: AAA HIGGINS ASSOCIATES I:\2008\Jobs\051-100\8-058\Excel\8-058 Exhibits EXHIBIT 1A PROJECT LOCATION MAP (REGIONAL)
MONTEREY BAY AQUARIUM RESEARCH INSTITUTE SOURCE: AAA HIGGINS ASSOCIATES I:\2008\Jobs\051-100\8-058\Excel\8-058 Exhibits EXHIBIT 1B PROJECT LOCATION MAP (LOCAL)
8-058 Exhibits I:\2008\Jobs\051-100\8-058\Excel\8-058 Exhibits EXHIBIT 1C PROJECT SITE PLAN
Monterey-Salians Transit Route 27 Source: Monterey Salinas Transit, 2008. 8-058 Exhibits I:\2008\Jobs\051-100\8-058\Excel\8-058 Exhibits EXHIBIT 3 EXISING TRANSIT ROUTES IN PROJECT VICINITY
Monterey-Salinas Transit Route 28 Source: Monterey Salinas Transit, 2008. 8-058 Exhibits I:\2008\Jobs\051-100\8-058\Excel\8-058 Exhibits EXHIBIT 3 EXISTING TRANSIT ROUTES IN PROJECT VICINITY (CONTINUED)