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FINAL .
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Eastern Dublin Specific
Plan
,„:,
• 1
CITY OF DUBLIN
CALIFORNIA
JANUARY 7, 1994
•
Wallace Roberts & Todd
} A-1
IAND USE
c
designation. Table 4.1 summarizes land use acreages in the The`Future Study Area'designation is an indication of the City
planning area by the designations described below. of Dublin's interest in the area and the need for additional
studies of environmental constraints,future land uses,infra-
4.8.1 RESIDENTIAL structure,and other issues. No land use determinations would
Rural Residential/Agriculture(.01 units per gross residential be made in this designation until more information is available
acre). Accommodates agricultural activities and other open to determine the most suitable type of development or preserva-
space uses,such as range and watershed management,consis- tion for the area
tent with the site conditions and plan policies. This classification
includes privately held4ands;: a .public I fill * _ 4.$.2 COMMERCIAL
...;+? .'••�. :' ".Y G.�.i.�,•'ur'..' .. x::e vF: .N'::i•..t.o•. i:.�:,i: ...•.:
otherwise designated in the plan for Parks and Open Space,or .. . General Commercial(20 to.•60 Floor Area Ratio). Accommo-
_ Public/Semi-Public uses. Assumed household size is 3.2 persons dates a range of regional-and community-serving retail,service,
per unit. and office uses. Mixed use projects incorporating retail,service,
Single Family(0.9 to 6.0 units per gross residential acre). and/or office uses are encouraged,with residential uses also
Accommodates the majority of the planning area's detached allowed part of the mix when location and design ensure
single family housing,including a wide range of units from compatibility.
small-lot and zero-lot-line units to large lot estate units. Neighborhood Commercial (.25 to.60 Floor Area Ratio).
Assumed household size is 3.2 persons per unit. Provides for the creation of community-and neighborhood-
""'—" oriented commercial centers that serve the retail,service,and
Medium Density(6.1 to 14.0 units per gross residential acre).
Provides for a mix of single family detached and attached units entertainment needs of eastern Dublin. Mixed use projects
and multi-family units. The density range allows for detached, mCOrp°fig combinations of commercial,service,office,and/
zero-lot line,duplex,townhouse,and garden apartment or residential uses are strongly encouraged.
- development. It is intended that within areas with this design- Campus Office (.25 to.60 Floor Area Ratio). Provides an
tion,that dwelling unit types and densities would be varied to attractive,campus-like setting for office and other non-retail
accommodate a range of housing needs. Assumed household commercial uses that do not generate nuisances related to
size is 2.0 persons per unit. emissions,noise,odors,or outdoor storage and operations.
Medium High Density (14.1 to 25.0 units per gross residential Ancillary uses which provide support services to businesses and
acre). Provides for apartment,condominium,and townhouse employees are permitted. Under special circumstances(e.g.,
where a mixed-use
development. Projects at the upper end of this range may development would decrease potential traffic
require some under-structure parking and may need three or generation and/or contribute to greater social interaction and
more stories in order to meet zoning ordinance open space more vital live/work environment),residential uses may be
permitted as requirements. Assumed household size is 2.0 persons per unit p of a masterplanned mixed use development. In
such developments,the residential component would not be
High Density(25.1 or more units per gross residential acre). permitted to occupy more than 50%of the developed area. A
Provides for apartment and condominium development in the floor area ratio of up to 12 may be granted at the discretion of
Town Center. Development at these densities must meet the the City Council for the 37-acre parcel adjacent to the eastern
majority of their parking requirements with under-structure Dublin BART station in the southwest quadrant of Hacienda
parking. With careful design,densities of up to 100 units per Drive and Dublin Boulevard. A 5-acre hotel site is anticipated
acre can be achieved without exceeding four stories. Assumed within this 37-acre parcel. The precise location of the hotel site
household size is 2.0 persons per unit. will be established through the planned development application
Mg: The Plan allows some low and medium density residential process.
uses within the Livermore APA. If,at the time of prezoning,the Egg: There are several areas indicated on the land use map that
residential designations are inconsistent with the APA,the could develop as either general commercial or campus office
residential designations will convert to`Future Study Area'with uses. This flexibility has been provided in these key areas to
an underlying rural residentiaUagriculture destination.
' 33
A-z
I ND USE
Table 4.1
EASTERN DUBLIN SPECIFIC PLAN
LAND USE SUMMARY
Land Use Designation. Land Area Density Yield j
o
COMMERCIAL/INDUSTRIAL
General Commercial 65.4 acres' 0.35 FAR .997 MSF
MI
223.9 acres 0.25 FAR 2.438 MSF
Subtotal 289.3 acres -- 3.435 MSF "'"
Neighborhood Commercial 31.7 acres 0.35 FAR 0.483 MSF —
38.0 acres 0.30 FAR 0.497 MSF
Subtotal 69.7 acres -- .980 MSF
Campus Office 179.9 acres 0.35 FAR. 2.743 MSF .—
37.0 acres 0.75 FAR 1.209 MSF
Subtotal 216.9 acres -- 3.952 MSF
Industrial Park 125.8 acres 0.25 FAR 1.370 MSF"
SUBTOTAL 701.7 acres -- 9.737 MSF
I
RESIDENTIAL
High Density 69.9 acres 35 du/ac 2,447 du
Medium High Density 134.0 acres 20 du/ac 2,680 du
Medium Density 486.3 acres 10'du/ac _ 4,863 du ""
Single Family 590.6 acres 4 du/ac 2,362 du
Rural Residential/Agric. 410.8 acres .01 du/ac 4 du
SUBTOTAL 1,691.6 acres -- 12,356 du
PUBLIC/SEMI-PUBLIC
Public/Semi-Public 98.6 acres 0.24 FAR. 1.074 MSF
SUBTOTAL 98.6 acres -- 1.074 MSF 1
1
24
Al-3
L,
LAND USE
Table 4.2
EASTERN DUBLIN SPECIFIC PLAN
POPULATION AND EMPLOYMENT GENERATION
i ,
Land Use Designation Development Sq Ft/Employees Persons/d_u_ Population
Commercial
General Commercial 3.435 msf 510 -- 6,735
Neighborhood Commercial .980 msf 490 -- 2,000
Campus Office 3.952 msf 260 -- 15,200
Industrial Park 1.370 msf 590 -- 2,322
Public/Semi Public 1.074 msf 590 -- 1,820
TOTAL: 10.811 msf -- -- 26,257
Residential
High Density 2,447 du -- 2.0 4,894
11"." • rMedium High Density 2,680 du -- 2.0 5,360
Medium Density 4,863 du -- 2.0 9,726
Single Family 2,362 du -- 3.2 7,558
Rural 4 du -- 3.2 13
TOTAL: 12,356 du -- -- 27,551
__I
Table 4.3
isr
M. CITY OF DUBLIN
PROJECTED JOBS/HOUSING BALANCE
Planning Area Dwelling Jobs Employed Balance2 Ratio3
_— Units Residents'
Existing City of Dublin4 7,100 12,210 12,000 -210 1.02:1.0
Eastern Dublin Specific Plan Area 12,356 26,257 20,016 -6,241 1.31:1.0
TOTAL: 19,456 38,467 32,016 -6,451 1.2:1.0
--_ 'Projections assume a ratio of 1.62 employed residents per household based on ABAG's Projections'90.
2The"balance" refers to the number of employed residents in relation to the number of jobs (i.e.,a positive
--- -, number means there are more employed residents than jobs).
3Ratio of jobs to employed residents
4Taken from ABAG's Projections '90.
31 A-4
LAND USE
4.9.3 TOWN CENTER-RESIDENTIAL and apartment/condominium complexes. In addition to the
LOCATION residential uses,the subarea also includes three elementary
schools and a range of parks designed to serve both the sur-
The Town Center—Residential subarea is generally located in rounding residential neighborhoods and the larger community.
the area bounded by Dublin Boulevard on the south,Fallon A community park and open space area occupy a large area in
®: Road on the east,Gleason Drive on the north and Hacienda the eastern portion of the subarea. The emphasis of the Corn-
-
Drive on the west. The residential subarea is divided in two by munity Park will be on the development of active sports facilities
the Town Center—Commercial subarea(see Figure 4.1). that will serve the entire Dublin community. The
ty. open space
—
LAND USE CONCEPT area consists of the western portion of a small ridge of foothills
that roughly parallel the freeway. These rounded hills are a
! The land use concept calls for the subarea to be developed with significant visual element within the landscape,and have been
predominantly residential uses. The intent is to provide a preserved as open space for passive recreational uses (i.e.,
-- relatively high density residential area in close proximity to the hiking). A City Park is designated for the 56-acre area between
__ i Town Center commercial area. Residential densities range from Tassajara Road and Tassajara Creek. This park is intended to
single family(0.9-6 d.uiac.) to high density(25+duJac.) in accommodate a range of recreation and leisure uses,with less
order to provide a variety of housing types,costs,and ownership emphasis on active sports fields and more emphasis on commu-
__s_i opportunities. Housing types envisioned include a combination nity facilities and landscaped open space.
of small-lot single family detached units,duplexes,townhouses,
Table 4.6
-- TOWN CENTER--RESIDENTIAL
SUBAREA DEVELOPMENT POTENTIAL
Designation Acres Density Development Potential
High Density Residential 33.6 35 du/ac 1,176 du
Medium High Density Residential 40.5 20 du/ac 810 du
1
- edium Density Residential 198.8 10 du/ac 1,988 du
Single Family Residential 67.2 4 du/ac 269 du
Subtotal 340.1 -- 4,243 du
Open Space 49.8 -- --
City Park 56.3 -- 1 park
Community Park 80.6 -- 1 park
Neighborhood Park 11.6 -- 2 parks
Neighborhood Square 7.5 -- 5 parks
Subtotal 205.8 -- --
Elementary School 30.6 -- 3 schools
II TOTAL 576.5 -- 4,243 dwelling units
9 parks
3 elementary schools
37 A-s
I
TRAFFIC AND CIRCUTATION I
, ;ienda Drive will facilitate access to the freeway for residents designed to carry high volumes of traffic or to move traffic
I employees in the western portion of the planning area quickly through the area. It will provide two through lanes in
Hacienda Drive is planned as a four-lane road(six to eight lanes each direction. This corridor will be the"Main Street"for the
south of Dublin Boulevard)which will extend from I-580 north Town Center and its function will be to serve as the transit spine
to Gleason Drive. linking the Town Center to the future eastern Dublin/Pleasanton 2.-11 f
Tassajara Road will be the major north-south road through the BART station,and to serve local vehicular traffic. The transit
Town Center carrying substantial traffic from both the planning spine extends across the width of the planning area I
area and beyond into the retail core. Tassajara Road will meet The Plan concentrates residential and employment uses along
the northern portion of Tassajara Road and Fallon Road at an this spine to encourage transit use for local and regional travel. I
intersection. In addition to the Town Center commercial core,Fallon Village, - I
Fallon Road will be extended north to connect with Tassajara the sports park,the high school,junior high school and several
Road in the northwest corner of the planning area Fallon R.. elementary elementary schools are all located on the transit spine or within I
will be a limited-access parkway which will serve local traffic as a quarter of a mile of it. A quarter mile represents about a five
well as through traffic between I-580 and Contra Costa County. minute walk and is the normally accepted planning standard for 0
The alignment of Tassajara Road as it runs south from Contra what most people find a comfortable and convenient walking
iiiCosta County will flow directly into Fallon Road to encourage al ce'
this movement. 5.2.5 LEVEL OF SERVICE
5.2.3 EAST-WEST CIRCULATION Streets and intersections are evaluated in terms of"level of
oeastwest streets are designated in the plan to provide service" (LOS)which is a measure of driving conditions and
_._ivenient movement across the planning area to the major vehicle delay. Levels of service range from A(best)to F (poor-
north-south corridors. est). Levels of service A,B and C indicate satisfactory conditions
where traffic can move freely. Level of service D describes T
The southernmost corridor,located approximately a quarter of a conditions where delay is more noticeable,typical of a busy -
mile north of the freeway,is an extension of Dublin Boulevard, urban or suburban area during peak periods. Level of service E
providing the principal vehicular connection between eastern indicates conditions where traffic volumes are at or close to _
Dublin and the existing Dublin community. Projected to capacity,resulting in significant delays and average travel speeds
ultimately be a six-lane roadway,the Dublin Boulevard exten- which are one-third the uncongested speeds or lower. Level of
sion would ultimately connect with North Canyons Parkway in service F characterizes conditions where traffic demand exceeds
Livermore to provide a reliever route paralleling the freeway. available capacity,with very slow speeds(stop-and-go)and long
Approximately a half mile north of and parallel to the Dublin delays (over a minute)and queuing at signalized intersections. -
Boulevard extension,a smaller four-lane arterial would be Level of service D is generally used as the standard for planning.
located along the Gleason Road alignment. This roadway is not new or upgraded transportation facilities in developed areas.
currently planned to extend west of the planning area because of This LOS represents tolerable peak period delays for motorists, n
-
the presence of Camp Parks. The corridor would primarily serve where drivers occasionally have to wait through more than one
the more densely developed southern portion of the planning red light
area,and would extend from Arnold Road on the west to Fallon -ii
Road on the east. It is anticipated that this road will carry Policy 5-3: Plan development in eastern Dublin to
predominantly local vehicle trips. maintain Level of Service D or better as the average
intersection level of service at all intersections within
during
erse Mn P lM ev eand m i
serdace p iek
2.4 TRANSIT SPINE pethe riSopdsecifi
. Thc Pe lan averagarea e
The Plan calls for a third major east west corridor situated defined as the hourly average.
midway between the Dublin Boulevard and Gleason Road 1
extensions. Unlike the other two corridors,this corridor is not
ftri.. .........+P-) 52 Ay.(4 Ili
J _I - Y 1 J _ 1 i' I iii i _ _ i ann Q .'I i_ I i _i i_ .1 1 _ 1 i I vat it
Figure 5.1
. , Road System•
:. ' cS
'. ---- Collector
.•
.•
•. ' . 0■1•1• Major Collector
444 Mani• Arterial
.•
\∎ memo Major Arterial•�T�f��siT' 4 Street Area
• -i
��g
. w 4 Number of
en
a m Through Lanes
m
�' w
•:^ w Et)-
.' (6) Number of Lanes
• �A a v�� Preservation� fWay
..... p. •
•
•
^ •
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S.
•
•
Specific Plan Area a" I ti 'rte
Glea .1 Re A
4 ' rs� I�'' •
•
/90, 4 I % --r�
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'6)/20, PO 2 I N _ ; TEA i 1
_ • 51di NE,
•. :�.. ..'�.' Mil-
rt 1 4 2 •
4 0 4 - 4 -1.----) .t► ,;
I
Dublin Blvd. I I
6 �� 6 �� 6 caw 6
EASTERN DUBLIN
Aille1..
10 10 10 -N 8
Specific Plan
(10) Wallace Roberts&Todd
J t Urban and En*Ormenlel Plamore
121 Second Street.71n Floor
San Francisco,CA 04105
NORTH (4151541.0000
SOURCE: DKS Associates
=-
COMMUNITY DESIGN •
. — __
J
•
!WI 1.
-. 1.
L.__ IF „,,, 1.01.--,
nil
I G t Arterial
_ {/ r-. Building setback j,ROW
`
•' Street ROW 1,10'-20'setback 4,
Figure 7.16 Figure 7.17
Provide a 14-20'landscaped setback for Town Center Set back high and medium-high density residential 7
and Village Center residential buildings. buildings from arterials to protect residents from
undesirable traffic noise. `
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. N'i • , :A��\\\\\\\\\\\ 1
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i.
.,___ . -... \-,\-,- _ . . I - :.
. _ . .
. .
Apartments Townhouses Apartments
(over structured parking) (with detached parking) (with detached parking) •
High Density: 25+units/acre Medium-high Density: 14-25 units/acre
4
Figure 7.18 Figure 7.19
Typical high-density area building types. Typical medium-high density area building types.
el
\41 ‘%\\‘.- -s \-itia- - k \ • \
Townhouses
(with garages) Multiplexes Zero lot-line Single-family or duplex
single-family homes Duplexes with'coachhouse'unit
Medium Density: 6-14 units/acre Single Family: 1-6 units/acre
( Figure 7.20 Figure 7.21
Typical medium-densi area building types. Typical single-family area building types.
1_
94 -g I- ,
- -
COMMUNITY DESIGN
• 10'landscaped setback outside ROW trips. The spine is the focus of neighborhood commercial
• IN TASSAJARA WIIIAGEAND SOUTH OF GLEASON ROAD: activity in the Town Center and is within walking distance of all
Town Center residents.
• 14'median with large canopy tree. • In the Town Center and Hacienda Gateway
• 20'from curbline to ROW line includes
canopy tree and secondary tree,sidewalk or Within the public right-of-way (ROB,8'
pedestrian/bike path. Sidewalk may be sidewalk between curbline and ROW line
•
widened and secondary tree eliminated where • Regularly spaced street trees in wells with grates.
buildings are built at the 10'setback line. No planting strips.
(See Figure 7.40)
• 8'parallel parking aisle on each side of street.
• FROM GLEASON ROAD TO TASSAJARA VILLAGE:
• 10'setback from ROW for buildings. The
• 38'landscaped median, with 24'for future setback area should be used for pedestrian
lanes. circulation, window shopping, outdoor mer-
• 20'from curbline to ROW line includes large chandising, outdoor cafes and restaurants, and
canopy tree and sidewalk or bike/pedestrian similar pedestrian-oriented activities. The City
path. may allow the 8'sidewalk to be used for the
(See Figure 7.41) above-listed activities by means of a special
• Dublin Boulevard encroachment permit, if the applicant provides
an 8'pedestrian way within the 10'setback.
-7 • No on-street parking. • 12'travel lanes.
• 14'landscaped median. • 14'landscaped median extending from intersec-
• 20'from curbline to ROW line includes 2 large. tion to intersection (i.e. median not be removed
canopy trees and sidewalk or pedestrian/bike for left-turn lanes).
path. • Each intersection to be controlled with four-way
• 10'landscaped setback outside ROW. stops.
(See Figure 7.42)_ • "Bulb"sidewalks into parking lane at intersec-
._, • Gleason Road tions and pedestrian crossings and in selected
mid-block areas, to allow for landscaping and
• No on-street parking. pedestrian amenities.
• 14'landscaped median. • No building setbacks beyond the front setback
• 12'from curbline to ROW line includes large line, except to provide for outdoor dining areas
- canopy tree and sidewalk. and entry patios/plazas.
• 10'landscaped setback outside ROW. • Street amenities program-see Town Center
(See Figure 7.43) Commercial guidelines.
- -- 77?ANSII'SPIN (See Figure 7.44)
• EAST OF THE TOWN CENTER(SAME AS ABOVE WITH
The Transit Spine is central to the land use and circulation FOLLOWING EXCEPTIONS)
- concept of eastern Dublin,which is to link land use with transit
I, in an attempt to offer alternatives to the private auto for daily • 8'parallel parking.
111 Ai
COMMUNITY DESIGN — 1
vi
,
il
i� 1
_H GYS '1 .4 ..1 _r.1
i1 1 ; 1 I
7' I 5' L 8' 8' 12' 12' 12' I 12' 8' 8' ( 5' T 1
1 1 ' 1
i 20' 32' id' 32' 20' 10'
' I setback
f
L O 4 I
ROW
Figure 7.40
Tassajara Road
Tassajara Village and south of Gleason Road ,
� ill
II _ I
Tassajara Road 1� J
,. i
South of Gleason Road
Second 8' planting strip may be eliminated I 1 f.
to widen sidewalk if office or retail buildings s' i2' 10' }
4
are located on the property line. J I
1
— I
' - p , ,
‘. W , , i
I
s,„," ' V , _1
— ---7 --- '....iv .__ _ i r .... I
■ 1
1 I T 5' 8' 8' 12' 12' 12' S 14' 12' 12' 12' 8' T 5' 8'
1 10' 20' 32' 38' (24'for future lanes) I 32' 20' I O_O. 1
i setback
setd —back 4` -
} 142'
ROW ,
Figure 7.41 1
Tassajara Road
From Gleason Road to Tassajara Village I
112
A -ia
COMMUNITY DESIGN
T PV y
M '`...:\
y yi y
_. --,..._ 1--/ .-_-__:_l_t/----
I
j T 5 1 8' 8' 12' , I2' 12' 1 12' 1 12' } 12' X 8' 8. 14'I 8. I i
S fff r {
20' 44' 14' !4' 20' I 10 I
{ I e II setback 1
--— y laz• I
ROW
Figure 7.42
Dublin Boulevard
II9 .
1
��y y\ '
.y
a i -= ,.-ii '.
i I I
T 1 T y 8' . 12' 12' r 12' I 12' I 8• T 5' I By 1
. _ setback ' setback
12' 32' , 14' •r 32' j, 12' 1
I
102' i
ROW
Figure 7.43
1- Gleason Road
113
A- 11
r
COMMUNITY DESIGN ----I
\ .- 1 '\A/ . . _
• NbullS, • .,,..,_:-' '. : _____J
�� 1 \
fir* "( 11�I —�.' _ , m' r_j: 6ta I1:
I I
I I I I
I 10. 8' - a. • 24' 14' 24' • 8' 8' 10'
se
but setback
I 94' —
ROW
Section • 6
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- r1 1 O
III
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11:1 a El II' . o o .
)
— Mir 1_
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—
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iml_______.
I-7-2 o L7
o ° ,� /
°
o o ° o o• I
Plan
Figure 7.44 ' •
1
Transit Spine l
Town Center and Hacienda Gateway -_
,
114 A_Iz 111
•
-- COMMUNITY DESIGN
J
't_____± . \ . 1 _
\it ----...,_,. ,---
r_--: ..___,
eiTt,-,p
ILTA,7(1;1 -----r-------- 1-
•
I 1 I
lI k
6 8' IL g 24' ? 14' I 24� I 8' 8' 6' 1
I t f T < { t I
Is. I 106 y 15' y
I- _— f setback t ROW I setback 7
10 .
r ,
. t .
I
4 . .....,..„,_ \ � / \
" / :91101 =I
IL,
_.oria.
NW
- --- Figure 7.45 •
Transit Spine
-7 East of the Town Center and west of Tassajara Road
i
j 115 -13
tAppendix 4
Y
T
Appendix 4
EASTERN DUBLIN SPECIFIC PLAN
1 LAND USE SUMMARY BY LAND OWNER
Owner/Land Use Category Acres Density Sq.Ft. Units
#1 CHANG SU-O-LIN
Y"i---
I General Commercial 49.1 .25 534,699
Neighborhood Commercial 2.8 .3 36,590
1 Campus Office 39.4 .35 600,692
-' -' High Density Residential 7.0 35 245
Medium High Density Residential 19.9 20 398
___ Medium Density Residential 201.9 10 2,019
Single Family Residential 297.0 4 1,188
Rural Residential 170.5 .01 1
Community Park 101.5
Neighborhood Park 16.8 •
Neighborhood Square 4.3
Open Space 282.2
Elementary School 38.0
High School 20.6
riTotal 1,251.0 1,171,988 3,851
#2 MOURA
Medium Density Residential 8.2 10 82
Open Space 4.3
I1 4 Total 12.5 123
I #3 VARGAS
Medium High Density Residential 3.6 20 72
'I Medium Density Residential 1.4 10 14
= Total • 5.0 86
i__ 0
1 i
1
A4-1
i
Appendix 4
. 1 ll
-
3
Appendix 4
EASTERN DUBLIN SPECIFIC PLAN
LAND USE SUMMARY BY LAND OWNER
Owner/Land Use Category Acres Density Sq.Ft. Units
#4 HERRERA
Neighborhood Commercial 4.5 .3 58,806 4 mu
. ..
.-:• . . -. :: :• :::2'i.-4 fediuisi,High.Density Residential • S$ .;20, ,.. •68. .
Total 7.9 58,806 68 j
i
#5 HAIGHT i.
i
Medium High Density Residential 2.1 20 42
Total 2.1 42
#6 MISSION PEAK
Neighborhood Commercial 1.3 .3 16,988
Medium High Density Residential 1.1 20 22
Single Family Residential 24.2 4 97
Rural Residential 38.5 .01 1
Open Space - 2.7
Total .. 67.8 16,988 120
#7 REDGEWICK 1
Single Family Residential 16.8 4 67
Rural Residential 143.2 .01 1
Total 160.0 68
#8 SILVERA
Medium High Density Residential 4.0 20 80
Medium Density Residential 22.1 10 210
Single Family Residential 8.7 4 35
Rural Residential 45.1 .01 1
Community Park 11.1
Total 91.0 326 '--_----.
A4-2 A-)s " -
•
Appendix 4
Appendix 4
EASTERN DUBLIN SPECIFIC PLAN
LAND USE SUMMARY BY LAND OWNER
ICS%•
Owner/Land Use Category
Acres Density Sq.Ft. I Units
#9 PLATO
Rural Residential 10.0 .01 1
' • _. Total . — •.10.0 . ..•
#10 ZIMMER
Medium Density Residential 6.5 10 65
Rural Residential 3.5 .01 0
- -
Total 10.0 65
_ #11 RALEY
Medium Density Residential 2.0 10 20
Open Space 1.8
Total 3.8 20
#12 GYGI
Medium Density Residential 1.0 10 10
Total 1.0 10
#13 EBRPD
Neighborhood Park - 11:7
Open Space 15.5
Total
-
#14 KOLLER
Medium Density Residential 41.2 10 412
--—
I Open Space 14.0
Junior High School 16.4
Total 71.6 412
- A4-3
A-I
•
Appendix 4
Appendix 4
EASTERN DUBLIN SPECIFIC PLAN 7-7
LAND USE SUMMARY BY LAND OWNER ^ 1
Owner/Land Use Category Acres Density Sq.Ft. Units ___7
#15 CASTERSON
Medium Density Residential 10.2 10 102
Junior High School 5.0
Open Space 4.0
w t
Total 19.2 102
#16 ALAMEDA COUNTY
General Commercial 103.0 .35/.25 1,153,033
Neighborhood Commercial 18 .3 235,224
Campus Office 140.8 .75/.35 2,791,325
Public/Semi-Public 90.8 .25 988,812 - r ____
i i
Industrial Park 53.4 .28 651,309 --- -
High Density Residential 36.3 35 1271 .-.
Medium High Density Residential 39.5 20 790
Medium Density Residential 64.2 10 642
Single Family Residential 67.2 4 269
City Park 56.3
Open Space 24.6
Elementary School 10.5
Total 704.6 5,819,703 2971
#17 UNITED STATES OF AMERICA
General Commercial 4.2 .35 64,033
Total 4.2 64,033 7--1_,
j,
1f
I
A4-4
---. ,
Appendix 4
,AD Appendix 4
EASTERN DUBLIN SPECIFIC PLAN
LAND USE SUMMARY BY LAND OWNER
Owner/Land Use Category Acres Density Sq.Ft. Units
#18 DUBLIN LAND COMPANY
General Commercial 60.3 .35/.25 846,153
Neighborhood Commercial 3.7 .35 56,410
High Density Residential 3.2 35 112
Medium High Density Residential 5.3 20 106
Medium Density Residential . 4.3 10 43
High School 3.3
Total 80.1 902,563 261
#19 PAO-LIN .
General Commercial 35.9 .25 390,951
Neighborhood Commercial 28.0 .35 426,888
11. Campus Office 36.7 .35 559,528
Public/Semi-Public 7.8 .25 84,942
High Density Residential 23.4 35 819
Medium High Density Residential 11.0 20 220
Medium Density Residential 77.6 10 776
.J L
Single Family Residential 23.6 4 94
Neighborhood Park 11.6
Neighborhood Square 6.0
1
Elementary School 10.0
High School 31.4
_— Open Space 3.0
_ Total 306.0 1,462,309 1,909
t
• .
I A4-5
A-1a
•
Appendix 4 — I
Appendix 4
EASTERN DUBLIN SPECIFIC PLAN
LAND USE SUMMARY BY LAND OWNER
Owner/Land Use Category Acres Density Sq.Ft. Units _,_
#20 JORDAN
Neighborhood Commercial 11.4 .3 148,975
Medium High Density Residential 31.4 20 628
.r—
Medium Density Residential 9.6 10 96
Single Family Residential 88.2 4 353
Community Park 14.1
Neighborhood Park 5.1
Neighborhood Square 3.0
Open Space 11.0
Elementary School 10.6
Junior High School 4.7
Total 189.1 148,975 1,077
#21 TMI -
General Commercial 41.0 .25 446,490
Industrial Park 18.0 .28 219,542
v
Medium High Density Residential 12.7 20 254
Medium Density Residential 18.5 10 185
Junior High School 9.8
Open Space 35.6
' I
Total 135.6 666,032 439 —°
#22 ANDERSON
Industrial Park 20.3 .28 247,595 ---- -
Medium Density Residential 5.7 10 57 ____
Single Family Residential 13.8 4 55
Open Space 9.1
Total 48.9 247,595 112
A4-6 A—ti
Appendix 4
Appendix 4
EASTERN DUBLIN SPECIFIC PLAN
LAND USE SUMMARY BY LAND OWNER
Owner/Land Use Category Acres Density Sq.Ft. Units
#23 RIGHETTI
Industrial Park 17.8 .28 217,103
Medium Density Residential 6.1 10 61
Single Family Residential 24.8 4 99
Total 48.7 217,103 160
#24 BRANAUGH
Industrial Park 7.5 .28 91,476
Medium Density Residential 6.0 10 60
Single Family Residential .- 26.3 4 105
Total 39.8 91,476 165
#25 CAMPBELL
Industrial Park 8.8 .28 107,332
-~ Total 8.8 107,332
GRAND TOTAL 3,301.7 110,974,903 12,388
)r-
I
A4-7
: � A- a
' Appendix 5
APPENDIX 5
SUMMARY OF GOALS, POLICIES. AND ACTION PROGRAMS
4.0 LAND USE
GOAL: To establish an attractive and vital community that provides a balanced and fully integrated range of residential,
commercial,employment,recreational,and social opportunities.
Policy 4-1: Maintain a reasonable balance in residential and employment-generating land uses by adhering to the distribution
of land uses depicted in Figure 4-1,Land Use Map.
ACTION PROGRAM: Community Concept
Program 4A: Require applicants to demonstrate that proposed developments are in conformance with the Eastern
Dublin Specific Plan policies and land use program. Any deviation must establish how the plans's overall intent to
create a balanced and integrated community is preserved. Deviations may require a specific plan amendment. Such
a decision would be made by the Planning Director.
GOAL: To provide a diversity of housing opportunities that meets the social,economic and physical needs of future residents.
Policy 4-2: Encourage higher density residential development within convenient walking distance of shopping areas,
employment centers,transit stations/stops, and other community facilities.
Policy 4-3: Permit residential development as an upper story use throughout the commercial as in the Town and Village
centers.
Policy 4-4: Permit residential development in areas designated for campus office uses if it: 1) meets a specific housing need
in the community;2)reduces daily vehicle trips;3) is designed to foster pedestrian access to employment and shopping areas;
4) creates an attractive neighborhood environment; and 5) does not comprise more than 50%of the developed area.
Policy 4-5: Concentrate residential development in the less environmentally constrained portions of the plan area, and
encourage cluster development as a method of reducing or avoiding impact to constrained or environmentally sensitive areas.
Also consider the use of Transfer of Development Rights(TDR's)in areas designated as Rural Residential/Agriculture or Open
Space.
Policy 4-6: Encourage innovative approaches to site planning,unit design,and construction to create housing products for all
segments of the community including single-parent families,the elderly,extended nuclear families,first-time buyers,"empty-
nesters," and non-auto households.
ACTION PROGRAM: Location and Diversity
Program 4B: The City shall revise its zoning regulations to reflect Specific Plan land use designations and policies.
Zoning regulations for development in eastern Dublin will be based on the City's current zoning ordinance,with those
revisions necessary to implement the policies and standards set forth in this Specific Plan. Where feasible,changes
in the zoning regulations should be made applicable citywide. However, if regulations for eastern Dublin would be
inappropriate in the rest of the City, the new regulations should be written to specifically address development in
eastern Dublin. Regulations requiring revisions will include those relating to permitted land uses, inclusion of
residential uses in commercial areas, encouragement of mixed use projects, provision for second units, and site
development and design standards (refer to Community Design, Chapter 7).
A5-1
A-2►
_! Appendix 5
Policy 4-12: Locate community-oriented commercial development in the"Town Center"within walking distance or a short ride
from most residents,and conveniently served by transit.
Policy 4-13: Encourage the development of neighborhood-serving retail and service uses in village centers in order to reduce
.� daily vehicle trips,and contribute to the identity and character of the outlying residential areas.
Policy 4-14: Establish the Town Center commercial area as a vital and visually distinctive central business district and major
focus of community life in Dublin.
Policy 4-15: Concentrate pedestrian-oriented commercial uses along the transit spine and at key transit transfer points.
Policy 4-16: Avoid dispersion of commercial uses along major collectors and arterials in a linear(i.e., "strip")development
pattern that is oriented solely to vehicular traffic.
Policy 4-17: Encourage the creation of a pedestrian-oriented shopping environment in the Town and Village centers,while still
accommodating the safe movement of vehicular traffic.
Policy 4-18: Encourage mixed-use development in the commercial areas of the Town and Village centers that contributes to
the social,cultural, and economic vitality of the commercial districts.
■
a
ACTION PROGRAM: Commercial
Program 4J: Develop Commercial Mixed-Use zoning that will accommodate a mix of retail, office, service and
residential uses in the Neighborhood and General Commercial designated areas of eastern Dublin. This zoning should
be generally based on the City's C-1 zoning district,with Specific Plan policy recommendations incorporated to ensure
desired land use and development character. Commercial Mixed-Use zoning should base permitted land uses on the
compatibility of their traffic generation characteristics(i.e.,avoid the inclusion of just high traffic generating uses or
uses that all have the same peak hour characteristics), their compatibility with a pedestrian and transit-oriented
commercial environment,and their compatibility with other uses.
GOAL: To provide a stable and economically sound employment base for the City of Dublin,which-is diverse in character and
responsive to the needs of the community.
Policy 4-19: Encourage employment-generating uses which provide a broad range of job types and wage/salary scales.
Policy 4-20: Maintain enough Industrial Park land to accommodate the city's long-term needs for land-extensive,low-capital
improvement type uses.
Policy 4-21:. Encourage high-intensity office and other employment-generating uses near the future BART station, and at
freeway interchanges where the development can take advantage of convenient access, and the high visibility will make a
distinctive,high quality statement at these important entry points into eastern Dublin.
Policy 4-22: Encourage the creation of more vital working environments that integrate different land uses into a compatible
whole whose active life does not terminate at the end of business hours.
Policy 4-23: Require all employment-related development to provide convenient and attractive pedestrian, bicycle, and
transit-related facilities to encourage alternate modes of commuting to and from work.
Policy 4-24: Permit mixed-use projects in designated employment areas outside the Town and Village centers,as long as the
projects are consistent with the intent of the Specific Plan and do not result in adverse environmental or service impacts. Such
projects can be either"vertically" mixed (e.g., office or residential over retail), or"horizontally" mixed (uses separated into
different buildings).
Policy 4-25: Provide support services adjacent to or near employment centers,including food service,limited retail services,
child care facilities, and open space/recreation amenities.
i
Policy 4-26: Maintain sufficient land for housing in reasonable relationship to jobs(employment-generating uses)in the eastern
Dublin area.
A5-3
A-z2
•
Appendix 5
Policy 4-27: Discourage amendments to the Specific Plan that would increase the employment generating potential within the
planning area,without balancing it with an equivalent increase in housing potential.
ACTION PROGRAM: Employment
or-
.
Program 4K: Develop a monitoring program that will track employment-generating uses developed in the planning
area in terms of the numbers,type,and salary levels of employees. Project applicants can supply this information as
part of their development application. This information,along with data relating to housing,can provide the basis
for understanding the ongoing relationship between the jobs/housing balance and proposed development.
Program 4L: Revise current zoning regulations to permit residential uses in Campus Office designated areas when it
can be shown that such development is consistent with the intent of the Specific Plan and does not result in adverse
environmental or service impacts.
Goal: To develop a comprehensive,integrated park and recreational open space system designed to meet the diverse needs
of the City of Dublin.
Policy 4-28: Ensure that park development in eastern Dublin is consistent with the standards and phasing recommended in 1
the City of Dublin's Recreation and Parks Master Plan,and provides a full range of recreational activities from intense active
sports to passive open space enjoyment.
Policy 4-29: Ensure,as part of the approval process,that each new development provides its fair share of planned open space, I
parklands,and trail corridors, as shown in Figure 4.1.
Policy 4-30: Establish a convenient,multi-use,all-weather network of trails,including bike lanes,to link planning area.parks,
recreation facilities,schools,employment centers and major open space areas to each other and to the surrounding community.
NI
ACTION PROGRAM: Recreation ----
■
Program 4M: Develop a Parks Implementation Plan for eastern Dublin that identifies: the preferred phasing of land —_-
dedication and improvements;facilities priorities and their location;and City responsibility for design and construction
of parks. --
I
Program 4N: Calculate and assess in-lieu park fees based on the City's parkland dedication ordinance. Credit toward
parkland dedication requirements will only be given for areas which meet the City's standards and policies for park
and recreation land. The amount of credit allowed may vary depending upon the physical features of the land offered --1
for dedication.
■ 1
Program 40: Require developers to dedicate public access easements along ridgetops and stream corridors to
accommodate the development of trails and staging areas. -- -
Program 4P: The City shall work with East Bay Regional Parks District regarding the provision of staging areas in
the Specific Plan area.
CHAPTER 5.0 CIRCULATION
GOAL: To provide a circulation system for eastern Dublin that is convenient and efficient,and encourages the use of alternate
modes of transportation as a means of improving community character and reducing environmental impacts.
IN
Policy 5-1: Encourage higher intensity development near transit corridors. —-
Policy 5-2: Require all development to provide a balanced orientation toward pedestrian,bicycle,and automobile circulation. -.-
IFT
A5-4
A-z3 ._
1 . .,
A I Mr.-
' �►'�'"` l o"Tf-1P ENER :1 1ct• Epen o
Land Use: 210
Single-Family Detached Housing
Description
Any single family detached home on an individual lot is included in this land use category. A
typical site surveyed is a suburban subdivision.
Additional Data
Information on transit trip ends is not available.
Information on person trip ends is not available.
Information on truck trips is not available.
Information on vehicle occupancy is not available.
Peak hours of the generator typically coincide with the peak hours of the adjacent street traffic.
Average development density:
3.5 dwelling units per acre
3.7 persons per dwelling unit
Average automobile ownership:
1.6 vehicles per dwelling unit
The studies were conducted at sites throughout the United States and Canada in the late 1960's
through late 1980's.
Independent variables:
Although the number of vehicles and number of residents have high correlations with
average weekday vehicle trip ends,these variables have limited use. This is because
the number of vehicles and residents is difficult to obtain, many studies did not contain
these data, and these data are difficult to predict. The number of dwelling units has a
high correlation with average weekday vehicle trip ends,and is generally the independent
variable of choice because it is contained in most studies, is easy to project,and
convenient to use.
Adjustment factors:
This land use includes data from a wide variety of units with different sizes, price ranges,
locations, and ages. Consequently,there is as wide a variation in trips generated
within this category as there is between different residential land uses. As expected,
dwelling units that were larger in size, more expensive,or farther away from the central
business district(CBD) had a higher rate of trip generation per unit than those smaller in
size, less expensive, or closer to the CBD. However,other factors, such as geographic
location and type of adjacent and nearby development,also had an effect on the site trip
generation.
Trip Generation,January 1991 255 Institute of Transportation Engineers
R-I
, •
T--
• .
Single-family detached units have the highest trip generation rate per dwelling unit of all
residential uses because they are the largest units in size and have more residents and
more vehicles per unit than other residential land uses; they are generally located further
away from shopping centers, employment areas, and other trip attractors than are other
residential land uses;and they have fewer alternate modes of transportation available
because they are not as concentrated as other residential land uses.
A study performed for the Federal Highway Administration' developed adjustment factors
for average weekday vehicle trip rates for residential land uses and their associated
demographic characteristics. These characteristics included household size;vehicle -
ownership,and dwelling density. The adjustment factors shown below are to be added
to or subtracted from the average weekday trip generation rates, using dwelling units as
the independent variable. Any combination of adjustment factors may be applied to the
trip generation rate. However, if residential characteristics are not available, then the
average rate or equation would be utilized. Peak hour trip generation rates can be
adjusted by the ratio of the average weekday adjusted trip rate to the average weekday
trip rate.
Characteristic:Household Size Adjustment Factor?
1-2 -3.4
2-3 -1.8
>3 0.0
Characteristic: Vehicles Owned Adjustment Factor?
0-1 -1.5
1-2 0.0
>2 +2.9
Characteristic:Density(D.U. per Acre) Adjustment Factor?
0-3 0.0
3-5 0.0
>5 -0.1
Source Numbers
1,4, 5, 6, 7,8, 11, 12, 13, 14, 16, 19,20,21, 26, 34, 35, 36, 38, 40, 71, 72, 84, 91, 98, 100, 105,
108, 110, 114, 117, 119, 157, 167, 177, 187, 192, 207,211,246, 275,283, 293, 300, 319,320
'U.S. Department of Transportation, Federal Highway Administration. Development and
Application of Trip Generation Rates. Kellerco, January 1985.
2Adjustment factor to be added to(or subtracted from)the average weekday vehicle trip
generation rate per dwelling unit.
Trip Generation,January 1991 256 Institute of Transportation Engineers
R-
Single-Family Detached Housing
(210)
Average Vehicle Trip Ends vs: Dwelling Units
On a: Weekday
Number of Studies: 348
Average Number of Dwelling Units: 206
Directional Distribution: 50% entering, 50% exiting
Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation
9.55 4.31 - 21.85 3.66
Data Plot and Equation
30,000
C
W 20,000 X
a
I-
m
U_ X
X
0
>• 10,000 _
II ,x
X
X x
X
xx
A I hi
� •
•
• y• .>
0
0 1000 2000 3000
X= Number of Dwelling Units
X Actual Data Points Fitted Curve Average Rate
Fitted Curve Equation: Ln(T) = 0.921 Ln(X) +2.698 R2 = 0.96
Trip Generation, January 1991 257 Institute of Transportation Engineers
B -3
r ,
Single-Family Detached Housing (< 300 Units)
(210)
Average Vehicle Trip Ends vs: Dwelling Units
On a: Weekday
Number of Studies: 348
Average Number of Dwelling Units: 206
Directional Distribution: 50% entering, 50% exiting
Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation
9.55 4.31 - 21.85 3.66
Data Plot and Equation
5,000 (Subset of Data Plotted on Page 257)
{ 4,000 >k
( x
.a
c _ x
w x
a x XX
1- 3,000 _ X x
a) X X x
X X X
U_
X
t X X X X X X
> X > ( - X
a) X X RCX X -
,,
2,000 _
• cif X X X - ,-: _"• x X X
> X ? X X -' X X x
II X X • ' X X
i- XX ?fX ' -.X
1,000 x x X 1' x X >xx_
• --,v. , X X
o• ' •-•, ' �• mss:.:
0
0 50 100 150 200 250 300 ,Q.--,,
�h l
X= Number of Dwelling Units '.; };.
--, X Actual Data Points Fitted Curve Average Rate
i Fitted Curve Equation: Ln(T) = 0.921 Ln(X) + 2.698 R2 = 0.96 :;4
i R!
Trip Generation, January 1991 258 Institute of Transportation Engineers ` �
B-Li Pi
Single-Family Detached Housing
• (210)
Average Vehicle Trip Ends vs: Acres
On a: Weekday
Number of Studies: 149
Average Number of Acres: 71 -
" Directional Distribution: 50%.entering, 50% exiting
Trip Generation per Acre
Average Rate Range of Rates Standard Deviation
27.61 3.17 - 84.94 20.92
Data Plot and Equation
16,000
•
15,000 _ •
14,000 _
13,000
12,000 _
W 11,000
• 1 0,000
I--
9,000
U
8,000
- X ,
m 7,000 _ X X
a)
1- 6,000 _ V X
j X
< 5,000 _ �C
•
•II
I- 4,000 _ X X ',X • :
X X
3,000 _ X >Q<
X� X
2,000 - - - XW - X
;V X
1,000 _ oy x'<x
0 ••'•'-"•
0.0 100.0 200.0 300.0 400.0 500.0 600.0
X = Number of Acres
X Actual Data Points Fitted Curve Average Rate
Fitted Curve Equation: Ln(T)= 0.786 Ln(X) +4.041 R2 = 0.46
Trip Generation, January 1991 299 Institute of Transportation Engineers
B-5
s •
•
Land Use: 230
Residential Condominium/Townhouse
Description
Residential condominiums are defined as single-family ownership units that have at least one
other single-family owned unit within the same building structure. Both condominiums and
townhouses are included in this land use.
Additional Data
Average weekday transit trip ends:
0.54 per dwelling unit
0.20 per person (resident)
Average weekday person trip ends:
10.71 per dwelling unit
9.51 per vehicle
3.48 per person (resident)
, Information on truck trips is not available.
Information on vehicle occupancy is not available.
Peak hours of the generator typically coincide with the peak hours of the adjacent street traffic.
The studies were conducted at sites throughout the United States and Canada in the mid-1970's
through late 1980's.
Adjustment factors:
This land use includes data from a wide variety of units with different sizes, price ranges,
locations, and ages. Consequently,there is as wide a variation in trips generated within
this category as there is between different residential land uses. As expected, dwelling
units that were larger in size, more expensive,or farther away from the central business
district(CBD) had a higher rate of trip generation per unit than those smaller in size, less
expensive,or closer to the CBD. However,other factors,such as geographic location
and type of adjacent and nearby development,also had an effect on the site trip
generation.
A study performed for the Federal Highway Administration' developed adjustment factors
for average weekday vehicle trip rates for residential land uses and their associated
demographic characteristics. These characteristics included household size,vehicle
ownership, and dwelling density. The adjustment factors shown below are to be added
to or subtracted from the average weekday trip generation rates, using dwelling units as
the independent variable. Any combination of adjustment factors may be applied to the
trip generation rate. However, if residential characteristics are not available,then the
average rate or equation would be utilized. Peak hour trip generation rates can be
adjusted by the ratio of the average weekday adjusted trip rate to the average weekday
trip rate.
Trip Generation,January 1991 380 Institute of Transportation Engineers
B-�o
1 n •
Characteristic:Household Size Adjustment Factor2
1-2 -0.07
2-3 +0.04
>3 +0.15
Characteristic: Vehicles Owned Adjustment Factor2
0-1 -1.7•{1 1-2 0.0
>2 +3.6
I Source Numbers
4, 92, 94, 95,97, 100, 105, 106, 114, 168, 186,204,237, 253, 293, 319, 320, 321
I 1U.S. Department of Transportation, Federal Highway Administration. Development and
Application of Trip Generation Rates. Kellerco,January 1985.
2Adjustment factor to be added to (or subtracted from)the average weekday vehicle trip
generation rate per dwelling unit.
Trip Generation,January 1991 381 Institute of Transportation Engineers
$'--1
. = I
•
• Residential Condominium/Townhouse
(230)
Average Vehicle Trip Ends vs: Dwelling Units
On a: Weekday
Number of Studies: 53
Average Number of Dwelling Units: 185
Directional Distribution: 50% entering, 50% exiting
Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation
5.86 1.83 - 11.79 3.09
Data Plot and Equation
8,000
7,000
6,000
Q.
W
5,000
X
X
4,000
ca
N -
3,000
x
X
II
I- 2,000
X - X •
X ->x„-'
1,000
X ".!
•,•• X
0 X
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
X= Number of Dwelling Units
X Actual Data Points Fitted Curve - Average Rate
Fitted Curve Equation: Ln(T) = 0.850 Ln(X) +2.565 R2 = 0.82
Trip Generation, January 1991 382 Institute of Transportation Engineers
13-S
TE -Tr;►°Ge"o_ b-A- a-v% ` 1 4 cM Heir
VIII. Multi-Use Developments/ Quantifying
Capture Rates
Background on adjacent roadways. The reductions to inter-
nal site traffic volumes would be appropriate if
A trip generation rate or equation is often used the internal trips are made by modes other than
to forecast trips at a proposed development. private vehicles. The trip reduction for captured
This rate or equation is generally based on the or internal trips is separate from the reduction
trip-making characteristics observed at similar for pass-by trips described earlier. These are two
stand-alone existing developments. Often a distinct phenomena, and both could be appli-
iforecast of trips for a development consisting of cable for a proposed development.
E several different types of land uses, or a multi- Multi-use developments can be classified
I use development, must be made. A common into two categories. The first consists of a
i method of developing this forecast is to apply combination of residential and non-residential
the trip rate or equation for each individual land uses, and the second consists of a combi-
land use in the proposed development and then nation of non-residential land uses only. Cate-
add the forecasts together. This method does gory I will typically consist of one or more types
not take into consideration the fact that some of residences and a shopping and/or office
of the trips counted at stand-alone sites are now component. Category II will typically consist of
being made within the multi-use development, offices and a shopping/retail component, with
either by vehicle or an alternate mode such as possibly a hotel or motel.
walking or transit. Probably the most common A central business district (downtown) is
example of this trip-making occurs at multi-use the ultimate case of a multi-use development.
developments containing residential and shop- Downtown areas have a mixture of very diverse
ping areas. Some of the resident's work trips employment, retail, residential, and commercial
and shopping trips are made to the on-site recreation/hotel uses. Extensive pedestrian in-
shopping area. Another example is the devel- teraction occurs because of the scale of the
opment containing offices and a shop- downtown area, the ease of access, and the
ping/service area. Some of the trips made from proximity of the uses. Some downtowns have
the offices to shops, to restaurants, or to banks excellent transit service. Auto occupancy, par-
may be made on-site. These types of trips thus ticularly during peak commuting hours, is usu-
become internal to the multi-use site; they are ally higher in the CBD than in the outlying ar-
"captured" on-site. eas. For these reasons, trip generation character-
istics in a downtown environment are different
Definitions from those found in outlying or suburban areas.
A capture rate can therefore be generally de- Accordingly, trip generation characteristics in this
fined as a percentage reduction in traditionally text, and specifically in the case of capture rates at
developed trip forecasts to account for trips in- multi-use developments, are applicable to sites
ternal to the site. Depending on the methodol- outside the downtown.
ogy being used, the reduction may be applied A shopping center is also an example of a
to the total trips forecast or to individual land multi-use development. However, it has histor-
ically been considered as an individual or single
uses or components of the multi-use develop-
ment. land use, and the associated trip generation
rates and equations already reflect the "multi-
It is important to note that these
; "reduced" trips are applied externally to the use nature of the development because of the
site—at entrances, at adjacent intersections, and way shopping center data in this report have
been collected. Accordingly, capture rates are not
Trip Generation,January 1991 I-41
C
applicable and should not be utilized in the fore- consists of interview data where people are
casting of trips for shopping centers. Likewise, a asked about their trip-making, actual vehicle
subdivision or planned unit development con- trip counts, or a combination of both. Follow-
taining general office buildings and support ing is a brief summary of the known database.
services such as banks, savings and loan institu- The Permanent Trip Generation Committee
tions, restaurants, and service stations arranged would be very appreciative of receiving any data
in a park-or campus-like atmosphere should be not reported here.
considered as an office park, not as a multi-use
development. Similarly, office buildings with 1. Trip Generation at Special Sites,
support retail or restaurant facilities contained Virginia Transportation Research Council,
inside the building should be treated as general Charlottesville,Virginia,VHTRC 84-R23, .
office buildings because the trip generation January 1984.
rates and equations already reflect this situation. Driveway vehicle counts are available from one
Finally, it should be noted that the multi-use site. The site is located in a densely
database for Land Use 270, residential planned developed area located in the Northern Virginia
unit development (PUD), contains sites that suburbs of Washington, D.C., and is served by
are generally only a combination of residential transit. It contains 606 rental units, 555 of
land uses. Accordingly, these trip rates and which are located in a high-rise, the remainder
equations are generally not applicable to a Cat- being multilevel townhouse units. There are ap-
egory I multi-use development. The PUD data proximately 64,000 square feet of retail/office
may possibly be used if the non-residential area, including a delicatessen, a commercial
component is an extremely small part of the cleaning company office, two building contrac-
overall site. tor offices, a restaurant, a bank, a hospital
consulting firm, a direct-mail advertising firm,
Available Data a real estate firm, a management consulting
Very little information is available on quantify- firm, and a dentist. Based on applying trip gen-
ing capture rates. The information generally eration equations, the following comparisons
were made:
Trip Ends
A.M. Peak Hour P.M. Peak Hour
(7 -9 A.M.) (4-6 P.M.) Daily
ITE Calculated 337 764 8,222
Field Counted 440 559 6,803
Captured 0 205 (27%) 1,419 (17%)
Accordingly, 17% of the daily trips and 27% of daily ITE calculated trips are understated,
the P.M. peak trips were internal to or captured which would mean that the aforementioned
on the site. During the A.M. peak hour the capture rates are low.
calculated trips were less than the measured
trips, which implies there were no internal 2. The Brandermill PUD Traffic Generation
trips. This finding points out a problem inher- Study, Technical Report,JHK&Associates,
ent in this method of calculating a capture rate. Alexandria, Virginia,June 1984.
That is, it is assumed in the calculation that the Brandermill is a large, planned residential de-
ITE equation is valid for this site. In fact, the velopment located approximately 10 miles
ITE equation represents an average of several southwest of Richmond, Virginia. At the time
sites, and appears to understate the A.M. trips at of the study there were approximately 2,300
this site. This further suggests that the P.M. and
1-42 Institute of Transportation Engineers
C—Z
(
occupied dwelling units, with 180 townhouse- • Manual driveway counts to supplement
style condominiums and 2,120 single-family the machine counts,
detached units. Commercial development con- • Land use inventory,
sisted of a 82,600-square feet shopping center,a • Travel questionnaire distributed to resi-
t 63,000-square feet business park, a 14,000- dences,
square feet medical center, and a 4,400-square • Travel questionnaires administered to pa-
1 feet restaurant. There were also recreational trons and employees of non-residential
facilities, including a golf course, tennis courts, land uses,
swimming facilities, and several lakeside recre- • Turning movement counts at selected lo-
ation facilities. Finally, there was a day-care cations.
center, a church, an elementary school, and a
middle school. Based on the various data collected, the follow-
ing comparisons were made:
The study had the overall goal of deter-
mining the on-site (internal) and off-site
(external) traffic generation at Brandermill.
Data collected included the following:
• Automatic machine counts at selected
roadways or driveways serving specific
land uses,
Trip Ends
A.M. Peak Hour P.M. Peak Hour
(7-9 A.M.) (4-6 P.M.) Daily
Total Generated 2,570 2,935 33,540
1 External 1,420 1,325 16,280
Captured 1,150 (45%) 1,610 (55%) 17,260 (51%)
Thus, 51% of the daily trips, 55% of the P.M. rather than calculated based on ITE rates or
peak hour trips, and 45% of the A.M. peak equations, this method eliminates the problem
hour trips were internal to or captured on the described in the first study.
site.Additionally, 46% of persons employed in The travel questionnaires provided the
Brandermill also reside in Brandermill. Since following information:
the generated trips were actually measured,
Home-Based Trips Home-Based Trips
with Destinations with Origins
Hours within Brandermill within Brandermill
7A.M.to9A.M. 18.1% 50.9%
9 A.M.to 4 P.M. 44.4% 50.2%
4 P.M.to 6 P.M. 55.2% 34.4%
6 P.M.to 7 A.M. 40.6% 33.6%
Daily 35.2% 39.1%
Shopping Center Trips with Shopping Center Trips with
Origins Destinations
Hours within Brandermill within Brandermill
11 A.M.to 1 P.M. 65% 66%
4 P.M.to 6 P.M. 52% 66%
Trip Generation,January 1991 I-43
C.— 3
ATTACH MEETs
ExEItPT's : � et �
• SAt�1T'A CcA
-111,MP arpo 0(4 ie xw pt S
In special cases (such as for unique land uses), trip generation rates from
other sources may be substituted for ITE rates with CMA staff approval.
Other sources include: Caltrans' Trip Generation Studies and SANDAG
Traffic Generators Manual. Finally, trip generation rates may be
developed explicitly for use in the transportation impact analysis. If
special trip generation rates are developed;'techniques in the ITE's
Manual of Traffic Engineering Studies should be used.
The CMA may develop specific trip generation rates for use in Santa
Clara County in the future.
D. The choice of trip generation rate shall be justified in the TIA report.
The actual trip generation rate and project size used to estimate project
trip generation shall be documented in the TIA report. The most
precise type of land-use information should be used for the trip
generation step.
E. Any peak spreading assumptions must be clearly documented in the
TIA report. Peak spreading is the phenomenon in which trips normally
made during the peak hour are made before or after the peak hour in
order to avoid the peak. This increases traffic in the off-peak hours.
F. High occupancy vehicle trip generation must be justified in the TIA
report and must be consistent with the vehicle trip reduction standards
described in Section 1.13 of this methodology.
<----P' 1.13 - Vehicle Trip Reduction Standards
A. An important goal of Santa Clara County's Congestion Management
Program is to encourage development that reduces systemwide traffic
1 congestion and improves air quality in the region. There are three
.,! particular strategies that can be used to encourage land development
ii projects that accomplish these goals. They are: mixed-use development
Santa Clara County CMA January 7, 1993
TIA Guidelines 17
Exeroi I
(which increases internal trips), a strong transportation demand
management (TDM) program, and development near transit stations.
These strategies are most effective when combined into a
comprehensive program that is integrated into the project's design and
operation.
Implementation of these three strategies will cause a reduction in
vehicle trips generated by development projects. Projects that
incorporate these strategies into their design may take credit for
expected vehicle trip reductions. This methodology provides standards
for vehicle trip reductions that could be achieved through careful
project design and location. Since optimal vehicle trip reduction results
are achieved when all three strategies are combined, the standard
vehicle trip reduction increases as additional strategies are included.
Maximum trip reduction standards are described below and
summarized in Table 1-3.
It should be emphasized that standard vehicle trip generation rates
include some measure of transit use and TDM programs, so trip
• reductions summarized in Table 1-3 may be smaller than measured
transit use and TDM program participation in a given project.
B. All vehicle trip reductions must be clearly explained, documented, and
justified in the project's transportation impact analysis report. The
CMA will develop guidelines for estimating trip reduction due to mixed-
use development (internal trips), TDM programs, and transit station
proximity. These trip reduction guidelines should be used to estimate
reductions in project vehicle trip generation made in the transportation
impact analyses.1 It must be emphasized that the vehicle trip reduction
standards should be applied carefully using professional judgment.
1 The CMA will prepare Vehicle Trip Reduction Guidelines. Until such time as these
guidelines are completed, Member Agencies should use the standards presented in this
methodology and professional judgment to estimate vehicle trip reductions made in
Santa Clara County CMA January 7, 1993
TIA Guidelines 18
Table 1 -3
MAXIMUM VEHICLE TRIP REDUCTION VALUES
Santa Clara County Congestion Management Agency
Transportation Impact Analysis Methodology
Trip Reduction Strategy Maximum Trip Reduction1
Mixed-Use Development Project 10.00%
Effective TDM Program 5.00%
Location Near Transit (Rail or Major Bus Line) 5,00%
Two Trip-Reduction Strategy Combination2
Mixed Use + TDM 18.75%
Mixed Use + Transit 18.75%
TDM + Transit3 10.00%
Three Trip-Reduction Strategy Combination4
Mixed Use + TDM + Transit 30.00%
1 Project vehicle trip generation could be reduced by this percentage provided projects meet the
requirements set forth in the Methodology Section 1.13.
It should be noted that standard vehicle trip generation rates (e.g. ITE rates) include a basic level of
transit use and TDM program; therefore, the actual vehicle trip reduction expected from projects
will be higher than these reductions.
2 This consists of giving additional credit for vehicle trip reduction programs that include two of the
trip reduction strategies. (The trip reduction for two strategies is 25% above the sum of the two
individual strategies.)
3 Since transit use is an important component of an effective TDM program, the maximum reduction
for both transit proximity and TDM is limited to 10%.
4 The trip reduction for implementing all three strategies is 50% above the sum of the three individual
strategies.
See Methodology Section 1.13-G for discussion of passer-by trips from commercial developments.
Santa Clara County CMA January 7, 1993
Ex '
rr '
Santa Clara County
Congestion Management Agency
TRANSPORTATION IMPACT ANALYSIS
METHODOLOGY
Adopted
January 7, 1993
These requirements were prepared by the Santa Clara County CMA Staff with
assistance from the CMA's Technical Advisory Committee.
• Santa Clara County Congestion Management Agency
Transportation Impact Analysis Methodology
TABLE OF CONTENTS
Executive Summary 1
1. Transportation Impact Analysis Methodology
1.1 Introduction 2
1.2 Threshold 4
1.3 Lead Agency and CMA Responsibilites 7
1.4 CMA Data Compilation and Monitoring 7
1.5 TIA Scoping and Notification 8
1.6 Transportation Facility Evaluation Determination 8
1.7 Study Scenarios. 10
1.8 Analysis Period 11
1.9 Field Data Collection 12
._F
1.10 Transportation Analysis Techniques 12
1.11 Existing Transportation System Description 15
1.12 Trip Generation 16
1.13 Vehicle Trip Reduction Standards 17
1.14 Mode Split Assumptions 21
1.15 Trip Distribution and Assignment 21
1.16 Project Transportation Impacts 22
1.17 Site Circulation, Parking, and Access Assessment 22
1.18 Mitigation Measures 23
1.19 Project Approval and Conformance 24
2. Transportation Impact Analysis Report Format 26
Executive Summary
This document presents the Santa Clara County Congestion Management Agency's
(CMA's) methodology for preparing transportation impact analyses (TIAs).
Transportation impact analyses are prepared to assess the transportation impacts
of land development projects and to assist in the design of development projects.
California's Congestion Management Program (CMP) legislation requires that all
CMAs develop a uniform program for evaluating the transportation impacts of
land-use decisions on the designated CMP System. The TIA methodology
described in this document is designed to meet the land-use impact analysis
requirements of the CMP law.
One significant benefit of this methodology is that it will ensure all transportation
impact studies performed in Santa Clara County are prepared using a uniform
methodology. This ensures that all development proposals are evaluated fairly,
using standard evaluation techniques.
CMA Member Agencies must follow the methodology presented in this
document to prepare transportation impact analyses of individual projects and
project-specific land-use entitlements (such as General Plan Amendments) that
impact the CMP System. In order to conform with the CMP, Member Agencies
must do the following:
1. Evaluate the transportation impacts of all development projects within
the Member Agency's jurisdiction that are projected to generate 100 or
more AM or PM peak-hour trips using the CMA's Transportation
Impact Analysis Methodology; and
2. Submit a copy of the TIA Report to the CMA within 30 days after the
development project is approved by the Member Agency.
The first version of this methodology was approved by the CMA at its August 29,
1991 Governing Board meeting. The C MA's Technical Advisory Committee
revised the 1991 TIA Methodology based upon issues raised during the first two
years of its application. This document presents the revised TIA methodology,
replacing the 1991 TIA Methodology.
Santa Clara County CMA January 7, 1993
TIA Guidelines 1
1.0 - Transportation Impact Analysis Methodology
This chapter presents the methodology that must be used to evaluate the
transportation impacts of land-use decisions in Santa Clara County. The
transportation impact analysis (TIA) methodology presented below follows
standard transportation impact analysis procedures.
This document provides specific guidance on certain issues (e.g. the type of level-
of-service technique that must be used) as well as standard values that can be
assumed in transportation analyses (e.g. the reduction in peak hour trip
generation allowed for a given transportation demand management (TDM)
program). The methodology set forth in this document must be followed by
Member Agencies for transportation impact analyses to conform with Santa Clara
County's CMP.
1.1 - Introduction
A. Requirement -- This document presents the methodology that must
be used by Santa Clara County CMA Member Agencies in evaluating the
transportation impacts of land-use development projects on the CMP
System. Member Agencies must use this methodology to evaluate all
appropriate projects in order to be in conformance with the CMP.
B. Exemption Process -- Portions of the Transportation Impact Analysis
Methodology described in this document may need to be modified for
a specific development project. The following process should be used
in order to obtain an exemption from any of the requirements of this
methodology:
1. Member Agency must.-send a letter to the CMA requesting an
exemption from a specific TIA Methodology standard. The letter
should contain the specific request(s) and reasons for the request(s).
2. The CMA Technical Advisory Committee's (TAC's) Level-of-Service
Subcommittee reviews the request and makes a recommendation to
the full TAC.
Santa Clara County CMA January 7, 1993
TIA Guidelines 2
3. The CMA TAC reviews the request and LOS Subcommittee
recommendation and takes action on the request.
4. The CMA Governing Board reviews the TAC's recommendation as a
consent item (in other words, the TAC recommendation is adopted
unless the Governing Board decides to overrule the TAC's
recommendation).
C. Amendment Process — The Transportation Impact Methodology will
be reviewed every two years. The TAC's LOS Subcommittee will
appoint a TIA Task Force in the August preceding the development of
the revised CMP. The TIA Task Force will develop recommended
changes to the TIA Methodology and present them to the LOS
Subcommittee, TAC, and Governing Board for review and approval.
The revised TIA Methodology will be included in the Draft CMP
prepared for environmental review in January of the CMP adoption
year.
The CMA may make changes at any time to the TIA Methodology,
however the preference will be to make changes during the biennial
revision process described above.
D. Impact -- A key definition used in connection with the Congestion
Management Program is "impact." Since this definition is of critical
importance, it is defined as follows:
Project impact shall be defined as using greater than 1% of facility
(roadway or intersection) capacity. For intersections, this is defined as a
change in ICU of 0.01 (although this may not be exactly 1%). For
freeways, this shall mean traffic equal to 1% of freeway capacity in the
peak direction (the value 2,000 vehicles per hour per'lane shall be used
for purposes of determining freeway capacity). See Section 1.6 of this
document for more information on impact and capacity.
Santa Clara County CMA January 7, 1993
TIA Guidelines 3
E. Unless explicitly identified, all references to documents in this
methodology shall mean the most recent version of the document
published.
F. In this document, the word Should is used to indicate that the CMA
recommends these actions; these actions are not required. The words
shall or must are used to indicate actions that are required.
G. The acronym "TIA" is used throughout this document to indicate
Transportation Impact Analysis
1.2 - Threshold
A. A complete transportation impact analysis shall be performed using
the methodology described in this document for any project in Santa
Clara County expected to generate 100 or more new peak-hour trips
(including both inbound and outbound trips) during the AM and/or PM
peak hour. An analysis of smaller projects may be required by Member
Agencies if so desired. (See also Section 1.8-A for information on which
peak hours must be analyzed.)
B. New trips, for purposes of meeting the threshold requirement, are
defined as those not included in the most recent CMP traffic LOS
monitoring. For example, if a proposed project replaces a land use that
generated 95 peak-hour trips, and these trips were included in the most
recent traffic LOS monitoring, then 95 trips can be deducted from the
trip generation of the new project (for purposes of evaluating
transportation impacts of the project). However, if a proposed project
replaces a land use that has been vacant for long enough so that its trips
were not included in the most recent traffic LOS monitoring, then no
deduction can be made for existing trips.
Santa Clara County CMA January 7, 1993
TIA Guidelines 4
• .
C. A Transportation Impact Analysis must be completed for additions to
existing development projects when the addition is projected to
generate 100 or more new AM or PM peak-hour trips.
D. A Transportation Impact Analysis must be completed if an approved
but unbuilt project that originally did not generate 100 or more peak
hour trips is revised so that it generates 100 or more peak-hour trips.
E. A "project," for purposes of completing a Transportation Impact
Analysis (TIA) shall not include special events that do not require
issuance of a discretionary permit or environmental review. For
example, holding a one-day "Harvest Festival" in a downtown street
would not require a TIA, while building a theater for use on an irregular
basis would require a TIA.
F. Some types of projects and situations are statutorily exempt from
conforming with the CMP standards. If either of these is the case for the
project under consideration, a transportation impact analysis following
this methodology must still be completed, but the particular
exemption should be identified in the report.
For complete information on how each of these exemptions is to be
addressed in a TIA, see CMA Technical Standards: Level-of-Service
Analysis Guidelines
The projects and situations exempted from level-of-service standards
are described in California Government Code Section 65089.3(c), which
states:
The agency, after consultation with the regional agency, the
department, and the local air quality management district or air
pollution control district, shall exclude from the determination
Santa Clara County CMA January 7, 1993
TIA Guidelines 5
of conformance with level-of-service standards, the impacts of
any of the following:
(1) Interregional travel
(2) Construction, rehabilitation, or maintenance of facilities that
impact the CMP System
(3) Freeway ramp metering
(4) Traffic signal coordination by the state or multi-jurisdictional
agencies
(5) Traffic generated by the provision of low and very low income
housing
(6) (A) Traffic generated by high-density residential development
located within one-fourth of a mile of a fixed rail passenger
station.
(B) Traffic generated by any mixed-use development located with
one-fourth of a mile of a fixed rail passenger station, if more than
half of the land area, or floor area, of the mixed-use development
is used for high-density residential housing, as determined by the
agency.
(C) For purposes of this section, the following terms have the
following meanings:
(i) "High density" means residential density that is equal to or
greater than 120 percent of the maximum residential density
allowed under the local general plan and zoning ordinance.
(ii) "Mixed-use development" means development that
integrates compatible commercial or retail uses, or both,
with residential uses and that, due to the proximity of job
locations, shopping opportunities, and residences, will
discourage new trip generation.
Note: Number 6 was added as part of AB 3093 (Katz) that was passed in
the 1992 legislative session (CGC: 65089.3 (C) (A)).
Santa Clara County CMA January 7, 1993
TIA Guidelines 6
y .
1.3 - Lead Agency and CMA Responsibilities
A. The city or county (or a combination of these jurisdictions) that has
responsibility for certifying the project's CEQA environmental analysis
shall be responsible for performing the TIA. The jurisdiction
responsible for preparing the TIA shall be referred to in this
Methodology as the Lead Agency.
B. The CMA shall review Member Agency prepared TIA reports for
consistency with the CMA Transportation Impact Analysis
Methodology. This review shall not constitute approval or disapproval
of the project that is the subject of the report; the CMA, does not have
the authority to approve or reject projects; that decision rests with the
Lead Agency. However, the CMA will provide comments to Member
Agencies on the TIA reports based on CMA staff review.
1.4 - CMA Data Compilation and Monitoring
A. A report documenting the results of each TIA prepared using this
methodology shall be submitted to the Santa Clara County CMA. These
TIAs shall be forwarded to the CMA within 30 days after project
approval.
B. It should be noted that as part of the CMP Land-Use Impact Analysis
Program, Lead Agencies will also be expected to forward a summary of
land-use changes and their transportation impacts to the CMA on an
annual basis. This annual data will be incorporated into the countywide
transportation model and will be used to monitor conformance with
the CMP. The purpose of collecting this annual data is to ensure that
projects that do not meet, the transportation impact analysis threshold
are evaluated in the CMP process. The CMP Monitoring Element (CMP
Chapter 8) includes more information on annual data submissions to
the CMA.
Santa Clara County CMA January 7, 1993
TIA Guidelines 7
1.5 - Transportation Impact Analysis Scoping and Notification
A. The Lead Agency is responsible for providing direction on
transportation impact analysis study scope including:
(1) Determining facilities to be included in analysis (following the
procedure set forth in Methodology Section 1.6, below); and
(2) Defining analysis scenarios (following the procedure set forth in
Methodology Section 1.7, below).
B. A Transportation Impact Analysis Notification Form (Figure 1-1) shall
be completed and forwarded to adjacent cities, the Santa Clara County
Transit District, and to the CMA as work begins on the study. The
purpose of this notification is to inform interested parties of the study
and to allow them to comment on the scope of the analysis. The TIA
Notification Form should be mailed to the CMA Technical Advisory
Committee member for the adjacent city or Transit District, as well as
other interested agencies.
C. Comments from interested agencies on the TIA scoping must be
received by the agency preparing the TIA within 15 working days of
notification mailing.
1.6 - Transportation Facility Evaluation Determination
A. All CMP System transportation facilities on which one percent (1%) or
more of peak-hour capacity will be composed of project-generated
traffic shall be analyzed in the transportation impact study. Capacity
shall be defined based on the physical configuration of the particular
facility under consideration using the CMA-adopted level-of-service
standards.
While the CMA-adopted intersection LOS methodology is based on
delay, determining the specific facilities affected by a project by using
Santa Clara County CMA January 7, 1993
TIA Guidelines 8
Figure 1 -1
SANTA CLARA COUNTY
CONGESTION MANAGEMENT AGENCY
Transportation Impact Analysis Notification Form
File Number:
City:
Project:
Address:
Developer:
Contact/Telephone:
Traffic Consultant/Telephone:
Transportation Impact Analysis Required? ❑ Yes ❑ No
Reasons:
Proposed list of CMP System facilities to be analyzed:
Lead Agency Hearing Date:
Final Report Submitted to CMA:
Santa Clara County CMA January 7, 1993
an increase in the intersection's critical .volumes is more appropriate
than using increases in delay because delay can be affected by many
variables other than the increase in traffic on the facility (e.g. phasing,
timing). Furthermore, the CMA-adopted intersection LOS evaluation
program (CAPSSI) provides the necessary information for evaluating
changes to intersection critical movement capacity as one of its outputs
(i.e. the intersection capacity utilization (ICU) measure).
Thus, any CMP System intersection that has its ICU change by 0.01
should be analyzed in the transportation impact analysis. Note that this
is not exactly a 1% measure. In some cases, the ICU change of 0.01 will
be less than 1% (i.e. when the ICU is over 1.00). However, these
intersections are clearly problems, so evaluating them even when the
change is less than 1% is appropriate. In other cases, a 1%change in ICU
will be less than 0.01 (when ICU is less than 1.00). In these cases, the
intersection does not need to be included in the analysis.
The ICU printout on the CAPSSI worksheet provides two places after
the decimal; it is possible that a very small addition in traffic could cause
ICU to change by more than 0.01 due to rounding in the computer
program. Member Agencies may calculate ICU by hand in order to
provide more precision. Figure 1-2 provides the ICU calculation
procedure. Any Member Agency choosing to perform these
calculations must include ICU calculation worksheets with their TIA
report if less than 0.01.
Any CMP System freeway segment that has traffic equal to 1% of
freeway capacity added to it by the project shall be analyzed in the
transportation impact analysis. The value 2,000 vehicles per hour per
lane shall be used for purposes of determining freeway capacity. In
cases where high occupancy vehicle (HOV) lanes exist, HOV lanes must
Santa Clara County CMA January 7, 1993
TIA Guidelines 9
Figure 1-2
ICU Methodology
ICU (Intersection Capacity Utilization) is a technique that was used in the past to
evaluate traffic level-of-service at signalized intersections. The method is based
upon critical volume to capacity (V/C) ratio.
The ICU methodology assumes that optimum traffic signal timing exists and does
not consider pedestrian timing. In reality, optimum traffic signal timing is hardly
ever achieved, but the ICU process provides an easy way to evaluate LOS.
The ICU methodology can be used to calculate LOS, but the ICU methodology
gives entirely different results from the delay-based methodology included in the
1985 Highway Capacity Manual (HCM) and adopted for use by the Santa Clara
County CMP.
The ICU value is the same as the critical "Xc" in the 1985 HCM's delay equation,
where "Xc" is relative saturation flow defined as follows:
Xc = Sum(V/s) * C/( C - L)
Where
Xc = Relative saturation for the critical movement ( = ICU)
V = Volume in vehicles per hour
S = Saturation flow rate in vehicles per hour of green time (vphg)
C = Cycle in seconds
L = Sum of lost times
All CMA-adopted default values should be used in calculation of ICU.
Santa Clara County CMA April 9, 1993
be evaluated separately from mixed-flow lanes for purposes of
determining project impact.
B. At a minimum, all transportation facilities directly adjacent to the
project site shall be evaluated.
C. The Lead Agency shall ensure that an adequate analysis of the CMP
System is performed.
D. The Lead Agency shall ensure that traffic from a project will not impact
any CMP System facility currently operating below the CMP standard
unless the facility has an approved deficiency plan, in which case the
Lead Agency must ensure that the project is consistent with the
deficiency plan(s). (For more information about deficiency plans, see
the CMA Technical Standards: Requirements for Deficiency Plans.
E. The Lead Agency may require that additional facilities be analyzed in the
transportation impact analysis study.
1.7 - Study Scenarios
A. Transportation impacts shall be evaluated for at least the following
scenarios:
1. Existing Conditions;
2. Existing + Approved Projects;
3. Existing + Approved Projects + Project; and
4. Existing + Approved Projects + Project + Expected Growth
(see 1.7-D).
B. Annual monitoring data collected by the CMA may not be sufficient to
meet the requirements for the existing conditions and existing plus
approved projects transportation analyses.
Santa Clara County CMA January 7, 1993
TIA Guidelines 10
C. The transportation analyses shall include all funded transportation
facility improvements expected to be completed within one year of
project completion.
D. The fourth scenario, which includes expected growth, shall consist of an
analysis of growth expected until the project is available for final
occupancy. Expected growth can be estimated using a yearly
percentage increase in traffic. Data from the CMA's annual monitoring
program can be used to estimate a yearly traffic growth factor.
E. In scenarios that include the project (numbers 3 and 4 above),
transportation conditions shall be analyzed with and without
transportation mitigation measures. Mitigation measures shall be
developed to ensure that CMP standards are not violated by approval of
the project.
F. The Lead Agency may require that additional scenarios be analyzed in
the TIA. For example, unfunded transportation facility improvements
may be evaluated as part of an additional scenario.
1.8 - Analysis Period
A. The transportation impact analysis shall include, at .a minimum, an
analysis of transportation conditions in the peak hours for which the
project generates 100 trips. In other words, if the project is expected to
generate 100 trips during both the AM and PM peak hours, then both
peak hours must be analyzed; if the project is expected to generate 100
AM peak-hour trips but less than 100 PM peak-hour trips, then only the
AM peak hour must be analyzed; finally, if the project is expected to
generate 100 PM peak-hour trips but less than 100 AM peak-hour trips,
only the PM peak need be analyzed. The TIA Report must document
the project's trip generation for both the AM and PM peak periods to
justify the peak period(s) analyzed in the TIA.
Santa Clara County CMA January 7, 1993
TIA Guidelines 11
B. The Lead Agency may require that additional periods be analyzed, if this
is deemed appropriate (for example: other peak hours, lunch hours or
weekends).
1.9 - Field Data Collection
A. The CMA will maintain transportation data for the CMP System based
on data provided by individual cities as part of the CMP's annual
monitoring process. When possible, CMA data should be used in the
transportation impact analysis. In some cases, the Lead Agency may
require additional data collection; this data should be provided to the
CMA (as part of the TIA report) to update the CMA's database.
B. Field data should be obtained using procedures outlined in the Institute
of Transportation Engineers' (ITE's) Manual of Traffic Engineering
Studies, and/or in the most recent version of the Transportation
Research Board's Highway Capacity Manual.
1.10 - Transportation Analysis Techniques
A. The CMA will provide cities and the County with standard intersection
level-of-service software default values and computer software (CAPSSI)
based on the 1985 HCM Operations Method. The CMA will also provide
a methodology for evaluating freeway level of service.
B. Transportation conditions at intersections shall be analyzed using the
1985 HCM Operations Method. The CAPSSI computer program and
CMA Guidelines for Standard Values shall be used in evaluating all
signalized intersections on the CMP System. For more information on
the use of CAPSSI and Standard Values, see the CMA Technical
Standards: Level-of-Service Analysis Guidelines.
Santa Clara County CMA January 7, 1993
TIA Guidelines 12
CAPSSI allows users to evaluate intersection operation in three ways:
optimization (CAPSSI calculates traffic signal timing to minimize
average delay at the intersection); pre-determined cycle length (CAPSSI
calculates signal timing to optimize average delay at intersection —
subject to maximum traffic signal cycle length); and actual timing
(CAPSSI uses actual traffic signal timing to calculate average delay at
intersection). The proper evaluation type will vary depending on the
particular situation as follows:.
i. If the traffic signal timing will be changed to reflect the optimized
traffic signal timing calculated by the CAPSSI program, then the
Optimized Solution should be used;
ii. If the traffic signal cycle length is fixed (for example, because of
interconnects) in such a way that it • precludes complete
optimization, then the Pre-Determined Solution, Option 1 should
be used with the average cycle length input into the program
(CAPSSI optimizes the splits);
iii. If the traffic signal operates on a fixed timing, then the Pre-
Determined Solution, Option 3 should be used with the actual timing
and known splits input into the program (in this case CAPSSI
simply calculates delay and LOS based on the input traffic signal
timing).
Refer to the Level-of-Service Analysis Guidelines for a more detailed
discussion of evaluation types.
C. Transportation conditions on freeways shall be analyzed using methods
defined in the 1985 HCM and floating car data.
If a transportation model is used to evaluate a project's transportation
impacts, speed forecasts from the model should be used to evaluate
project impact on freeways. The model used in this analysis must be
consistent with the CMA's Countywide Transportation and Land-Use
Model (developed by the county's Center for Urban Analysis). For
Santa Clara County CMA January 7, 1993
TTA Guidelines 13
more information on local model consistency, please see the CMA
Technical Standards: Local Model Consistency Guidelines.
If the project's transportation impacts are being analyzed without a
model that forecasts speeds on links, then the following process should
be used:
i. Peak period traffic counts should be made for the freeway in the
vicinity of the project, since Caltrans traffic count data is limited.
ii. Project-generated traffic should be added to existing traffic to make
basic volume-to-capacity calculations using a freeway lane capacity of
2,000 vehicles per hour per lane.
D. In cases where high occupancy vehicle (HOV) lanes exist, HOV lane
usage and impacts must be evaluated. The same methodology used to
evaluate mixed-flow lane LOS must be used to evaluate HOV lane LOS.
Techniques used to estimate HOV trip generation, distribution, and
assignment shall be described and justified in appropriate sections of
the TIA Report. These techniques must be in accordance with
guidelines presented in this methodology.
E. The CMA will maintain a library of TIA studies prepared by Member
Agencies and submitted to the CMA. These TIA studies may be
appropriate for use in other transportation impact analyses.
F. The CMA must approve local land-use transportation impact computer
models used in the transportation impact analyses. The CMA has
adopted criteria for evaluating local land-use transportation impact
computer models. These criteria are based on ensuring that local
models are consistent with the CMP countywide transportation model.
For more information on the criteria, see the CMA Technical Standards:
Local Model Consistency Guidelines.
Santa Clara County CMA January 7, 1993
TIA Guidelines 14
.
G. The CMA's countywide transportation model could be used for
transportation impact analyses of large projects. The cost for this
modeling would be born by the Lead Agency requesting the model
runs.
1.11 - Existing Transportation System Description
A. The transportation impact analysis report shall include a description
(including the data set forth in B, C, and D below) of the existing
transportation system in the area impacted by the project.
B. The following information shall be provided for the project area's CMP
Roadway System:
i. Street and freeway network description and map; the freeway
system description must include a description of high occupancy
vehicle (HOV) facilities (including HOV lanes and ramp metering
bypasses);
Intersection geometry and traffic controls;
iii. Traffic signal timing and turning movement counts; and
iv. Existing levels of service (evaluated using CMA-approved LOS
methodology and standard values).
C. The following information shall be provided for the project area's CMP
transit system (the project area transit system shall be defined as transit
routes within 1/4 mile of the project boundaries):
i. Transit route description and map;
ii. Transit station/stop locations;
iii. Site access to major regional transit providers (BART, CalTrain);
iv. Transit schedule and headway information; and.
v. Existing transit ridership and load factors (when available).
Santa Clara County CMA January 7, 1993
TIA Guidelines 15
D. The following information shall be provided for the project area's other
transportation facilities and programs:
i. A description of bicycle paths/lanes in project area (map);
ii. A description of pedestrian facilities in project area (map);
iii. A basic characterization of existing bicycling and walking conditions
in terms of safety, comfort and attractiveness;
iv. A description of any high occupancy vehicle facilities in the project
area (including car pool lanes, ramp metering bypass lanes, etc.);
v. A description of any Transportation Demand Management (TDM)
ordinances in effect for the project site (reference to ordinance and
key aspects affecting project is sufficient).
1.12 - Trip Generation
A. The trip generation step of a transportation impact analysis consists of
estimating the number of trips that will be generated by a given
project.
B. A complete description of the proposed project shall be provided in
the transportation impact analysis report. This shall include a
quantitative description (i.e. number of square feet or number and type
of residential units) as well as a description of any unique project
attributes that may affect project transportation impacts. The
description shall also include: estimated number of employees or
residents, project density, estimated project occupancy date, parking
count, and existing land-use and zoning designation.
C. Trip generation rates used in the transportation impact analysis shall be
from the most recent version of the Institute of Transportation
Engineers' Trip Generation Manual.
Santa Clara County CMA January 7, 1993
TIA Guidelines 16
In special cases (such as for unique land uses), trip generation rates from
other sources may be substituted for ITE rates with CMA staff approval.
Other sources include: Caltrans' Trip Generation Studies and SANDAG
Traffic Generators Manual. Finally, trip generation rates may be
developed explicitly for use in the transportation impact analysis. If
special trip generation 'rates are developed, techniques in the ITE's
Manual of Traffic Engineering Studies should be used.
The CMA may develop specific trip generation rates for use in Santa
Clara County in the future.
D. The choice of trip generation rate shall be justified in the TIA report.
The actual trip generation rate and project size used to estimate project
trip generation shall be documented in the TIA report. The most
precise type of land-use information should be used for the trip
generation step.
E. Any peak spreading assumptions must be clearly documented in the
TIA report. Peak spreading is the phenomenon in which trips normally
made during the peak hour are made before or after the peak hour in
order to avoid the peak. This increases traffic in the off-peak hours.
F. High occupancy vehicle trip generation must be justified in the TIA
report and must be consistent with the vehicle trip reduction standards
described in Section 1.13 of this methodology.
1.13 - Vehicle Trip Reduction Standards
A. An important goal of Santa Clara County's Congestion Management
Program is to encourage development that reduces systemwide traffic
congestion and improves air quality in the region. There are three
particular strategies that can be used to encourage land development
projects that accomplish these goals. They are: mixed-use development
Santa Clara County CMA January 7, 1993
TIA Guidelines 17
(which .increases internal trips), a strong transportation demand
management (TDM) program, and development near transit stations.
These strategies are most effective when combined into a
comprehensive program that is integrated into the project's design and
operation.
Implementation of these three strategies will cause a reduction in
vehicle trips generated by development projects. Projects that
incorporate these strategies into their design may take credit for
expected vehicle trip reductions. This methodology provides standards
for vehicle trip reductions that could be achieved through careful
project design and location. Since optimal vehicle trip reduction results
are achieved when all three strategies are combined, the standard
vehicle trip reduction increases as additional strategies are included.
Maximum trip reduction standards are described below and
summarized in Table 1-3.
It should be emphasized that standard vehicle trip generation rates
include some measure of transit use and TDM programs, so trip
reductions summarized in Table 1-3 may be smaller than measured
transit use and TDM program participation in a given project.
B. All vehicle trip reductions must be clearly explained, documented, and
justified in the project's transportation impact analysis report. The
CMA will develop guidelines for estimating trip reduction due to mixed-
use development (internal trips), TDM programs, and transit station
proximity. These trip reduction guidelines should be used to estimate
reductions in project vehicle trip generation made in the transportation
impact analyses.1 It must be emphasized that the vehicle trip reduction
standards should be applied carefully using professional judgment.
1 The CMA will prepare Vehicle Trip Reduction Guidelines. Until such time as these
guidelines are completed, Member Agencies should use the standards presented in this
methodology and professional judgment to estimate vehicle trip reductions made in
Santa Clara County CMA January 7, 1993
TIA Guidelines 18
Table 1 -3
MAXIMUM VEHICLE TRIP REDUCTION VALUES
Santa Clara County Congestion Management Agency
Transportation Impact Analysis Methodology
Trip Reduction Strategy Maximum Trip Reduction1
Mixed-Use Development Project 10.00%
Effective TDM Program 5.00%
Location Near Transit (Rail or Major Bus Line) 5.00%
Two Trip-Reduction Strategy Combination2
Mixed Use + TDM 18.75%
Mixed Use + Transit 18.75%
TDM + Transit3 10.00%
Three Trip-Reduction Strategy Combination4
Mixed Use + TDM +Transit 30.00%
1 Project vehicle trip generation could be reduced by this percentage provided projects meet the
requirements set forth in the Methodology Section 1.13.
It should be noted that standard vehide trip generation rates (e.g. ITE rates) include a basic level of
transit use and TDM program; therefore, the actual vehicle trip reduction expected from projects
will be higher than these reductions.
2 This consists of giving additional credit for vehicle trip reduction programs that include two of the
trip reduction strategies. (The trip reduction for two strategies is 25% above the sum of the two
individual strategies.)
3 Since transit use is an important component of an effective TDM program, the maximum reduction
for both transit proximity and TDM is limited to 10%.
4 The trip reduction for implementing all three strategies is 50% above the sum of the three individual
strategies.
See Methodology Section 1.13-G for discussion of passer-by trips from commercial developments.
Santa Clara County CMA January 7, 1993
C. Mixed-use development projects that include a substantial housing
component can reduce vehicle trips by increasing internal trips. A
reduction in project vehicle trip generation can be made for a mixed-
use project's internal trips. In no case shall the reduction be greater
than ten percent (10%) unless special circumstances are justified in the
project's transportation impact analysis.
D. A reduction in project vehicle trip generation can be made for
participation in a Transportation Demand Management (TDM)
program. In no case shall the reduction be greater than five percent
(5%) unless special circumstances are justified in the project's
transportation impact analysis. It should be understood that most trip
generation rates include a certain ambient level of TDM participation,
therefore the actual effectiveness of the TDM program is assumed to be
greater than 5%, but the maximum trip reduction that may be taken
from trip generation rates is 5%.
E. A reduction in project vehicle trip generation can be made for
locations within one-quarter (1/4) mile of a rail transit station or major
bus stop.2 In no case shall the trip reduction be greater than ten,
percent (10%) including the TDM reduction unless special
circumstances are justified in the project's transportation impact
analysis.
F. If a project includes two of the vehicle trip reduction strategies, an
additional 25% trip reduction (over the sum of the two individual
transportation impact analyses. In all cases, assumptions regarding vehicle trip reduction
should be fully described in the project's Transportation Impact Analysis Report.
2 However, professional judgement may be exercised in application of this standard. For
example, if several bus stops in the project's immediate area are served by different routes
that together meet the six bus per hour major bus stop definition, the transit reduction may
be taken.
Santa Clara County CMA January 7, 1993
TIA Guidelines 19
strategy reductions) can be taken. If a project includes all three trip
reduction strategies described above it can take a 50% increase over the
sum of all three strategy reductions. The maximum vehicle trip
reduction for full implementation of all three strategies would be thirty
percent (30%). Table 1-3 presents the maximum vehicle trip reductions
that can be taken through a combination of trip reduction strategies.
G. Finally, some projects will attract a large number of trips already on the
system; for example, many people who would stop at a new neighbor-
hood convenience store would do so on their way home from work;
these people would not be making new trips on the system. These
types of trips are called passer-by trips. Passer-by trips are generally
captured by small neighborhood services such as dry cleaners,
convenience stores, and video rental stores rather than large regional
commercial centers.
A reduction in project vehicle trip generation can be made for passer-
;
by trips. This reduction must be clearly explained, justified, and
documented in the report. In no case shall the trip reduction taken for
passer-by trips be greater than thirty percent (30%) unless special
circumstances are justified in the project's transportation impact
analysis. The passer-by trip reduction may only be taken for
commercial land uses and is not subject to any of the increases for
multiple strategy implementation described in Methodology Section
1.13-F above.
H. The effectiveness of mixed-use development, TDM programs, and
location near transit at reducing project vehicle trip generation should
be monitored by Member Agencies as part of the CEQA mitigation
measure monitoring process and the TDM effectiveness monitoring
program. This type of monitoring data should be provided to the CMA,
Santa Clara County CMA January 7, 1993
TIA Guidelines 20
when available, to assist in revising the vehicle trip reduction standards
set forth in this methodology.
1.14 - Mode Split Assumptions
A. The mode split step of a transportation analysis consists of estimating
the percentage of project-generated trips using each type of
transportation (e.g. private vehicle, carpool, transit, walking, biking).
B. The mode split assumptions used in the transportation impact analysis
should be fully documented and justified in the report. The report
should include an estimate of daily and peak hour (by direction) trips
by mode. The mode split assumptions must be consistent with vehicle
trip generation reductions made for TDM programs (Methodology
Section 1.13-D) and transit use (Methodology Section 1.13-E).
1.15 - Trip Distribution and Assignment
A. The trip distribution step of a transportation impact analysis consists of
forecasting the direction project-generated trips are going to or coming
from. The trip assignment step consists of assigning trips to specific
transportation facilities (roadways, transit lines).
B. The project's trip distribution assumptions shall be developed using
basic land-use and transportation data for the project area from the
CMP's countywide transportation model.
C. Trip distribution assumptions must include an assessment of
competition from other expected nearby development for housing
and employment. In other words, if the development project being
analyzed contains employment and a new residential development is
being constructed on an adjacent parcel, it should not be assumed that
all the trips to the residential development are coming from the
neighboring employment project.
Santa Clara County CMA January 7, 1993
TIA Guidelines 21
D. The project's trip distribution and assignment assumptions should be
clearly documented in the report.
1.16 - Project Transportation Impacts
A. The transportation impact analysis report shall describe project
transportation impacts on all CMP System transportation facilities
impacted by the project (as set forth in this methodology,
Section 1.6-A).
B. Transportation impacts include, but are not limited to, level of service
on the CMP System, peak spreading impacts, and impacts of the
project on transit services.
C. If the project is projected to cause a violation in a CMP traffic level-of-
service standard due to any of the statutorily exempt situations
(interregional travel; construction, rehabilitation, or maintenance of
facilities that impact the system; freeway ramp metering; traffic signal
coordination by the state or multi-jurisdictional agencies; traffic
generated by the provision of low and very low income housing; or
mixed-use high density projects near rail transit) then this shall be
identified in the TIA report. (See Section 1.2-F above.)
1.17 - Site Circulation, Parking, and Access Assessment
A. The transportation impact analysis shall include an assessment of site
circulation and access. This assessment must explicitly discuss the
relationship of site design to any vehicle trip reduction assumed for
internal trips, TDM programs, or transit station proximity.
B. The site circulation and access assessment shall include an analysis of
facilities designed to encourage biking and walking.
Santa Clara County CMA January 7, 1993
TIA Guidelines 22
C. The site circulation and access assessment prepared for purposes of the
CMP may also include analysis of emergency vehicle access, truck
loading facilities, sight distances, queue lengths, and roadway width.
D. A parking analysis shall be included in the transportation impact
analysis. The parking analysis must explicitly discuss the relationship
between the project's parking supply, parking demand, and parking
costs (if any) to the project's .vehicle trip reduction assumed for TDM
programs.
E. The parking analysis shall also consider adequacy of parking supply
compared to demand, and fully explain any shared parking
assumptions.
1.18 - Mitigation Measures
A. Santa Clara County's CMP contains traffic level-of-service standards
(Chapter 2) and transit standards (Chapter 3) for the County's CMP
System. The transportation impact analysis must clearly identify the
mitigation measures necessary to maintain all CMP standards and the
cost of the mitigation measures.
B. The description of all mitigation measures shall include identification of
who is responsible for implementing the mitigation measure, and when
the mitigation measure will be-implemented.
C. Lead Agencies may set higher traffic level-of-service standards for
projects under their jurisdiction and impose mitigation measures on
projects that will enable them to meet these standards.
D. Project mitigation measures shall be defined to include any programs
used to reduce project vehicle trip generation (including internal trip-
making, TDM programs, and transit station proximity) as well as capital
Santa Clara County CMA January 7, 1993
TIA Guidelines 23
improvements to roadways, transit facilities, and bike and pedestrian
access improvements.
E. When project mitigation measures on a CMP System facility fail to
provide enough capacity to meet the CMP traffic LOS standards, then a
CMA-approved deficiency :.plan must be . in place before the•
development project can be approved by the Lead Agency.
If a project impacts a CMP System facility that has a deficiency plan, it is
subject to the conditions of the deficiency plan. For more information
on how deficiency plans affect the land-use approval process, see the
CMA Technical Standards: Requirements for Deficiency Plans.
1.19 - Project Approval and Conformance
A. The Lead Agency shall forward a final version of the project TIA report
to the CMA within 30 days after granting the project approval.
B. The final project TIA report shall include a list of mitigation measures
required for the project (including cost, implementation responsibility,
and timing of the mitigation measures), and final traffic projections for
the project.
C. The final project TIA report shall include a description of how the
project, as approved, meets all standards set forth in Santa Clara
County's CMP.
D. If the project affects any CMP System facility that is included in a
deficiency plan, the project's TIA Report shall identify what role the
project will play in implementing the deficiency plan actions.
If the project causes the need for preparation of a deficiency plan, a
deficiency plan must be prepared before the project may be approved
Santa Clara County CMA January 7, 1993
TIA Guidelines 24
by the Member Agency unless the project's sponsor agrees, in advance,
to implement all deficiency plan actions when the deficiency plan is
approved. If the project causes the need for preparation of a deficiency
plan, this fact must be disclosed in the project's TIA Report.
E. The CMA will monitor the final project TIA reports to ensure that they
are consistent with CMP standards.
Santa Clara County CMA January 7, 1993
TIA Guidelines 25
2.0 - Transportation Impact Analysis Report Format
All transportation impact analysis reports produced for purposes of Santa Clara
County's CMP shall include the following:
I. Project Setting - Describes major transportation facilities (all modes)
in terms of physical configuration, existing conditions analysis, and
location.
II. Project Impact Analysis - Describes project and results of
transportation impact analysis for all scenarios analyzed. Describes
all assumptions including trip generation, trip distribution and
assignment, and computer modeling. Describes results of additional
analyses, including site circulation and access, as well as parking.
III. Project Mitigation Measures - Describes the recommended project
transportation mitigation measures and their costs. Describes results
of implementing mitigation measures on CMP System standards.
Describes who is responsible for implementing mitigation
measures and timing of mitigation measures.
IV. Final Project Description and Report Summary - Describes the
project and required mitigation measures. Presents final forecasts of
project impacts on CMP System. Includes statement that: Approval
of project and implementation of mitigation measures shall not
cause violation of any CMP standards (unless violation is allowed
under a CMA-approved deficiency plan).
V. Appendices - This section includes traffic counts, level-of-service
analysis worksheets, diagrams, as well as other technical information
concerning the project.
Santa Clara County CMA January 7, 1993
TIA Guidelines 26
ArAciitiet.rr S,
Santa Clara County Transit District
CONGESTION MANAGEMENT PROGRAM
TRAFFIC LEVEL-OF-SERVICE
ANALYSIS GUIDELINES
Adopted
January 5, 1995
.•
Santa Clara County Transit District
CONGESTION MANAGEMENT PROGRAM
Traffic Level-of-Service Analysis Guidelines
TABLE OF CONTENTS
Introduction
1. CMA Level-of-Service Analysis_Methodology Overview
1.1 Adoption of Uniform LOS Analysis Methodology 2
1.2 Urban Arterials 2
1.3 Freeway Segments 3
1.4 Rural Highways 4
1.5 Annual LOS Monitoring and Conformance Report 5
2. CMA Intersection Level-of-Service Analysis Software
2.1 Chapter Overview 6
2.2 Basic Intersection Data 7
2.3 User Defined Default Values 8
2.4 CAPSSI-Defined Default Values 11
2.5 Other Data Input 12
2.6 Type of Evaluation 12
2.7 Level of Service Results 14
3. Traffic LOS Conformance Exclusions
3.1 Legislative Exclusions 15
3.2 Structure of Exclusions 17
3.3 Traffic LOS Exclusion Methodology 17
3.4 Situations Excluded from CMP Traffic LOS Standards 18
3.5 Types of Traffic Excluded from CMP Traffic LOS Standards 21
LOS 94 - TOC January 5, 1995
•
Santa Clara County Transit District.
CONGESTION MANAGEMENT PROGRAM
TRAFFIC LEVEL-OF-SERVICE ANALYSIS GUIDELINES
Introduction
The CMP legislation requires that a uniform method be used to evaluate traffic level-of-
service (LOS) on the CMP Roadway System. The legislation gave CMAs a choice in the
level-of-service method they adopted. This document presents the LOS analysis
methodologies which must be used to evaluate LOS on CMP System facilities within Santa
Clara County.
In addition to meeting the requirements of the legislation, adopting a single methodology
for evaluation of traffic LOS is a significant advantage over the previous situation in which
all cities and the county evaluated LOS differently. Using a single uniform methodology
provides the CMA and local jurisdictions with a common basis upon which to make
capital improvement, land development, and transportation planning decisions.
Chapter 1 of this document describes the methodologies that must he used to evaluate
traffic LOS on different types of roadway facilities and under different situations. Chapter
2 describes the CMA's adopted intersection traffic LOS computer program and its use.
Chapter 3 describes exemptions to the CMP traffic LOS Standard and how those
exemptions must be calculated.
In addition to these LOS analysis guidelines, the CMA has also adopted related guidelines
for assessing the transportation impacts of land use decisions (Transportation Impact
Analysis (TIA) Methodology); for assessing the consistency of local transportation
models with the CMA's Countywide Transportation Model (Local Transportation Model
Consistency Guidelines); and for preparing local deficiency plans (Deficiency Plan
Requirements). All the CMA's technical guidelines are published in loose-leaf format and
included in: Technical Standards and Procedures for the Santa Clara County Congestion
Management Program.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 1 January 5, 1995
1. CMA Level-of-Service Analysis Methodology Overview
This chapter presents an overview of the traffic LOS methodologies adopted by the
CMA for use by Member Agencies. It summarizes the process used by the CMA to
select the methodology and outlines the specific methodologies to be used for different
roadways and in different situations.
1.1 Adoption of Uniform LOS Analysis Methodology
The CMP legislation requires that a uniform method be used to evaluate level-of-service
on the CMP Roadway System. The legislation gave CMAs a choice in the level-of-service
method they adopted.
The Santa Clara County CMA adopted the 1985 Highway Capacity Manual (1985 HCM)
methods to evaluate level-of-service. The CMA's decision to adopt the 1985 HCM
methodologies was based upon an evaluation of several different potential
methodologies (including TRB Circular 212 and the 1985 HCM),I The most important
reasons for choosing the 1985 HCM methodologies were that they superseded the
Circular 212 methodologies and they are generally based upon delay (a measure more
closely related to driver experience).
The 1985 HCM describes different methodologies for evaluating LOS on different types
of facilities. The methodology used for purposes of conformance with the CMP depends
y upon two factors; first, the situation being analyzed (i.e. whether LOS is-being evaluated
for purposes of CMP monitoring or for analyzing the impacts of a potential
development project); and, second, on the type of roadway facility being analyzed (i.e.,
intersection, rural highway, or freeway). The following sections describe LOS
methodologies that must be used in analyzing different situations and types of roadways
in order to be consistent with Santa Clara County's CMP.
•
1.2 Urban Arterials
Level-of-service on CMP. System urban arterials is determined by evaluating LOS at
designated intersections. In order to ensure that intersections are evaluated in a uniform
manner throughout the county, the CMA adopted a standard intersection LOS evaluation
software program, called CAPSSI, and standard values to use in that program. Refer to
Chapter 2 for more details about the CAPSSI program and directions for its use. The
following sections describe how traffic LOS on urban arterials is evaluated in the annual
monitoring program and in transportation impact analyses.
1 For details of this evaluation, see 1991 CMP: Appendix 1 and Appendix 2, prepared by Wilbur Smith
Associates: Intersection Level-of-Service Technique Evaluation, Revised Report; December 20,
1990; and Level-of-Service Methodology, Phase II, Revised Report; March 27, 1991.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 2 January 5, 1995
Annual Monitoring -- Member Agencies are responsible for monitoring LOS at
designated intersections within their jurisdictions using the 1985 HCM intersection
analysis operations methodology. This analysis must be completed using the CAPSSI
program with the techniques and standard values outlined in Chapter 2 of this document.
Data is to be collected annually during September and October (and/or February and
March) during the PM peak period on Tuesdays, Wednesdays, or Thursdays of non-
school vacation weeks.
Transportation Impact Analyses -- Member Agencies are also responsible for
forecasting future LOS at intersections on CMP System arterials impacted by
development projects within their jurisdictions. In short term analyses, where adequate
data is available to estimate future turning movements, LOS must be evaluated using the
1985 HCM intersection analysis operations methodology using the CAPSSI program.
In long term analyses, where data may be inadequate to estimate future turning
movements (for example, when analyzing General Plan buildout), the urban arterial
methodology included in the 1985 HCM (based on speeds) may be used with
transportation modeling data (from either the CMA Countywide Transportation Model
or a local transportation model which has been found consistent with the CMA model)
to evaluate arterial LOS.
1.3 Freeway Segments
In the 1985 Highway Capacity Manual, traffic level-of-service on freeways is determined
based upon vehicle density. Density is evaluated using speed and volume-to-capacity
measurements. The following sections describe how freeway LOS is evaluated in the
annual monitoring program and in transportation impact analyses.
Annual Monitoring -- The California Department of Transportation (CalTrans) is
responsible for the annual freeway LOS monitoring program. The 1985 HCM freeway
travel speed criteria is used to monitor LOS on freeway segments. While speed is not
directly compatible with density, at this point CalTrans is only able to supply travel-
speed data based on floating car studies for monitoring freeway LOS.
The CMA is working with CalTrans to obtain more accurate, useful and timely traffic
volume data for use in evaluating freeway LOS in future CMPs. When such data is available,
the CMA would use traffic volume data and the Revised Chapter 3 of the 1985 HCM to
determine freeway service flow rates, and thus the freeway LOS.
Transportation Impact Analyses -- Member Agencies are responsible for
performing LOS analyses on freeways impacted by development projects within their
jurisdictions. It is difficult to use floating car freeway LOS data with trip generation data
from individual development projects to evaluate 'a project's impacts on freeways.
Therefore, for purposes of evaluating short-term impacts of specific development
projects on freeway segments, Member Agencies may use a volume-to-capacity freeway
LOS methodology. The value 2,000 vehicles per hour per lane shall be used for purposes
of estimating freeway capacity.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 3 January 5, 1995
For purposes of forecasting long-term transportation conditions on freeways, traffic
forecasts from the CMA's Countywide Transportation Model (or a local transportation
model which has been found consistent with the CMA's model) should be used to
evaluate freeway LOS.
1.4 Rural Highways
In the 1985 Highway Capacity Manual, traffic level-of-service on rural highways is based
upon the ratio of measured volume to an adjusted capacity of the roadway. This
methodology is described in Chapter 2 of the 1995 Highway Capacity Manual (1985 HCM
Two-Lane Highway LOS Methodology).
In this methodology, the LOS on a two-lane rural highway is a function of the ratio of
volume to ideal capacity of the roadway (2,800 vph, both directions); and adjustment
factors for the directional distribution of traffic, lane and shoulder widths, and fraction of
trucks, buses and recreational vehicles on the road.
The adjustment factors change as a function of the actual operating LOS. For example, at
LOS A-D the lane width adjustment factor for 12 foot lanes with a usable shoulder width
of four feet is 0.92, at LOS E this same factor is 0.97. Therefore, each factor is determined
for each LOS and included in an equation to calculate the service flow rate. The service
flow rate is the traffic flow adjusted for prevailing road conditions, for each LOS on the
specific facility.
The operating LOS is determined by comparing the field measured flow rate to the
calculated service flow rates for each LOS. The operating LOS is that LOS where the
service flow rate at one level is greater than or equal to the field measured flow rate, and
the service flow rate for the adjacent better LOS is less than the field measured flow rate.
The following sections describe how traffic LOS on rural highways is evaluated in the
annual monitoring program and in transportation impact analyses.
Annual Monitoring -- The CMA is responsible for evaluating LOS on Rural highways as
part of the Annual Monitoring Program. A set of eleven locations are monitored yearly.
Transportation Impact Analyses -- Member Agencies are responsible for evaluating
traffic LOS on rural highways that are impacted by development projects within their
jurisdictions. In many cases, it will be appropriate for the transportation impact analysis
(TIA) to use the 1985 HCM Two-Lane Highway LOS Methodology as described above;
however, the TIA should also evaluate the nearest rural highway intersection using
appropriate methods from the 1985 HCM to determine whether the intersection is
impacted by the project.
1.5 Annual LOS Monitoring and Conformance Report
The CMA publishes an annual summary of traffic LOS on CMP System intersections,
freeways, and rural highways. This summary is included in the CMA's annual Monitoring
and Conformance Report, which is published following CMA Governing Board adoption
of final conformance findings. The report also includes information on land-use
( approvals and transit service performance during the previous year.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 4 January 5, 1995
2. CMA Intersection Level of Service Analysis Software
In order to ensure that CMP System intersections are evaluated in a uniform manner
throughout the county, the CMA adopted a standard intersection LOS evaluation software
program, called CAPSSI, and standard values to use in that program.2 This chapter
describes the CMA's adopted standard values for use in the program, data entry, and
directions on use of the CAPSSI software.
The CMA adopted the CAPSSI program in 1991 and purchased a license for its use.
Under the terms of the license, any local jurisdiction within the county is allowed to use
the CAPSSI program for evaluating intersection LOS and may provide the program to
independent consultants for their use within Santa Clara County. Currently, the CMA and
all Member Agencies use GAPSSI Version 11.
It should be emphasized that the CAPSSI software package is a valuable tool to evaluate
intersection LOS, however as with all software programs, good engineering judgment
must always be exercised when using CAPSSI.
2.1 Chapter Overview
The purpose of this chapter is to provide Member Agencies with information on how to
use the CAPSSI software in a manner consistent with the CMA requirements. The
following sections are organized based upon the three types of data that are used in the
software; each section describes the data and describes the CMA required data inputs.
Following the sections on data, a section is provided on the type of CAPSSI evaluation
that must be used for different situations (CAPSSI provides multiple methods for
estimating traffic LOS) and a section on interpretation of results.
The CAPSSI program uses three types of data:
• Basic intersection data;
• User-defined default values, and
• CAPSSI-defined default values.
Basic intersection data consists of intersection traffic volumes, traffic signal phasing,
traffic signal timing, and intersection geometry; this data is input by the user for each
intersection analyzed. User-defined default data consists of basic information about
traffic operations that can be changed by the user. In general, standard values for these
variables have been adopted by the CMA for different types of situations; therefore, this
type of data should not differ from the CMA adopted values. CAPSSI-defined default
values cannot be changed by the user. Section 2.2 describes the basic intersection data;
Section 2.3 describes user-defined default data; and Section 2.4 describes CAPSSI-defined
2 The CMA's decision to adopt the CAPSSI program was based upon an evaluation of several different
computer programs (including HCS, NCAP, and SIGNAL85). CAPSSI was chosen because it can
provide optimized traffic signal timing, and is relatively easy to use. For details of this evaluation,
see 1991 CMP: Appendix 1 and Appendix 2.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 5 January 5, 1995
default values. Each section outlines CMA adopted requirements and information on
using CAPSSI.
The principle CAPSSI data entry is accomplished on two screens: Input Screen #1 and
Input Screen #2. Both are accessed from Option 1: Modify Intersection Traffic Data of
the Input Selection Menu. Also included on the Input Selection Menu are options to
input information for the title block, and information for an air pollution analysis.
On Input Screen #1, the user inputs signal phasing information, lane geometry
information, and the traffic volumes for each movement at each approach.
Input Screen #2 is used to check and adjust, if necessary, the user-defined default values
for: saturation flow, lost time, minimum times, and the PAF.
2.2 Basic Intersection Data
Basic input data consists of the information needed to calculate traffic LOS. It consists of
the following:
• Traffic Volumes;
• Intersection Lane Configuration; and
• Signal Phasing.
In general these data are self-explanatory. Input screen #1 is used to enter the basic
intersection data. This section describes how to enter data and important assumptions of
the CAPSSI program for these types of data.
Traffic Volumes -- CAPSSI will not accept a volume of zero for an exclusive lane. Single
digit volumes may be entered; however, CAPSSI will code a minimum value of 10
vehicles to avoid the possibility of divide by zero errors that might be generated by the
computer.
Intersection Geometry -- The following directions should be followed when entering
intersection geometry:
1. All intersections, except "T" intersections, must have one or more through lanes
coded. Shared turns must be associated with a through movement (rather than
the reverse: through movements associated with turn lanes), except for "T"
intersections where there is no through movement coded. A through
movement can have a shared right, a shared left or both a shared right and left.
2. The following lane configurations can not be input directly into CAPSSI:
• Left, Left-Through; or
• Through-Right, Right; or
• Left, Left-Through-Right.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 6 January 5, 1995
There are several methods that can be used to analyze these lane configurations.
The CMA recommends the following procedure:
a Treat the shared lane as a through lane;
b. Reduce the saturation flow for the through lane and increase the saturation
flow for the exclusive turn lane by the same amount (based on the
percentage of turns using the shared lane) so that the total capacity for the
approach remains the same.
For example, if 10% of the traffic in the shared left through lane is making
left turns, reduce the saturation flow for the through movement to 1,900 -
(0.10 * 1,900) = 1,710 vphg, and increase the left turn saturation flow to 1,750
+ (0.10 '1,900) = 1,940 vphg.
3. The number of lanes input for each approach should reflect actual observed
intersection operations. For example:
a If right turns are made from the adjacent parking lane or shoulder, an
exclusive right turn lane should be coded;
b. If a shared left turn-through lane acts as a de-facto left turn lane,-code it as
an exclusive left turn lane.
4. A "Free Right" turn feature has been included in CAPSSI Version 11. Therefore,
there is no longer need to exclude "free right" turns from the analysis as was
done with CAPSSI Version 10. Free right turns are input by indicating that right
turns can be made during every phase of the signal cycle.
Signal Phasing -- The CMA recommends that cycle lengths be measured in the field
and input into the CAPSSI program.
While CAPSSI has a signal optimization option, the signal optimizing solution should
only be chosen if the signal is currently optimized in the field, or if the jurisdiction will
implement the CAPSSI calculated signal timing in the near future.
In addition, if the traffic signals being analyzed are coordinated, the coordinated system
cycle length must be used to analyze the LOS. When a traffic signal cycle length is fixed,
the fixed time cycle length and split times (green + yellow + all-red) must also be used to
analyze the LOS.
The first information entered on Input Screen #1 is the signal phasing. When entering
the phasing information, there are several important notes to keep in mind:
1. Enter EB/WB Phasing First — Because of the way CAPSSI is designed, the signal
phasing for the eastbound (EB) and westbound (WB) approaches must be
entered before the phasing for the northbound (NB) and southbound (SB)
approaches.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 7 January 5, 1995
2. "T" Intersections -- When coding a T-intersection always start' with an empty
file. Eastbound and/or westbound approaches must be entered first, as with any
intersection, however code only left and right turn traffic for the approach that
terminates at the intersection regardless of direction.
3. "Diamond" Interchanges — When coding the signal phasing for diamond
interchanges, the interchange should be treated as a "T" intersection as there is
rarely any traffic going directly from an off-ramp onto an on-ramp. The few
vehicles that make this movement will not have an appreciable effect on the
LOS. In addition, code only left and right turn traffic for the off-ramp.
4. Review Results for Accuracy -- After the CAPSSI analysis is complete, the user
should check the following:
a Two Critical.Movements -- Ensure that there are not two critical
movements on any approach. Should this occur, it is an indication that the
input signal phasing is incorrect.
b. "T" Intersection Critical Movements -- When analyzing a "T" intersection,
be aware that the intersection may have either two or three critical
movements. Specifically, if the sum of the left turn and opposing through
volume is greater than the unopposed through, there will be two criticals
for the top of the "T", plus one critical for the stem-of the "T". Whereas, if
the unopposed through is greater than the sum of the left and opposed
through, the top of the "T" will only have one critical movement - the
unopposed through, plus one critical for the stem of the "T".
c. Right Turn Critical Movements -- Right turn movements cannot be critical
unless that right turn movement controls the green time of that approach
to the traffic signal. Coding right turn overlaps (i.e.: northbound right turns
with westbound left turns) usually prevents the right turn from becoming
critical. However, if it does not, the volume for the right turn should be
reduced to approximately 10. There will be occasions where the right turn
volume is controlling the green time. Then it can become a critical
movement, and the volume should not be reduced.
2.3 User Defined Default Values
The CAPSSI program allows users to adjust general variables necessary to calculate
intersection LOS. The CMA has adopted standard values for each of these variables. The
user-defined variables are:
• Saturation flow;
• Lost Time;
• Progression Adjustment Factor; and
• Minimum Phase Time (Green + Yellow + All-Red).
Santa Clara County CMP
Traffic LOS Analysis Guidelines 8 January 5, 1995
This section describes these variables, the CMA's recommended values for these
variables, and how to change the default values for these variables in the CAPSSI
program.
Changing CAPSSI Default Values -- Input Screen #2 is used to adjust CAPSSI default
values for saturation flow, lost time, progression adjustment factor, peak period, and
minimum phase time. In order to change the default values perform the following:
1. Set the default values by typing in the preferred default value in the "Chosen"
column of the lower table, and then make any necessary changes to specific
approach values.
2. These changes will be saved in the CONDIT.CAP file. -
Duration of Peak Period -- Please note that several users have experienced problems
with using a 60 minute duration of the peak period (on the CAPSSI default data).
Therefore, users should ensure that the duration of the peak period is set at 15 minutes.
Saturation Flow -- Saturation flow rate is defined as the maximum rate of flow that can
pass through a given lane group under prevailing traffic and roadway conditions --
assuming that the lane group has 100 percent of real time available as effective green
time. In other words it is the estimated maximum number of vehicles that can make the
particular movement in one hour if there were no opposing traffic at the intersection.
Saturation flow is measured in vehicles per hour of effective green time (vphg)
The CMA recommended default saturation flow rates are shown in Table 1. If the
Member Agency believes it is justified to use saturation flow rates other than those in the
table, the justification and calculation must be presented to the LOS/Modeling
Subcommittee for consideration.
In some instances, an intersection might have multiple left or right turn lanes. If this is
the case, the CMA recommends that the saturation flow for each additional turn lane be
reduced to 0.80 times the default saturation flow.
For example, if the intersection has a double left turn lane, then the saturation flow rate
for that lane group would be 1,750 + (1,750 * 0.80) = 3,150 vphg. If there is a triple turn
lane group at the intersection, then the saturation flow rate would be equal to 1,750 +
(1,750 • 0.80) + (1,750 . 0.80) = 4,550 vphg.
Table 1
CMA Adopted Saturation Flow Rates
Recommended CMA
Movement Saturation Flow Rate (vph)
Through Movement 1,900
Left-Turning Movement 1,750
Right-Turning Movement 1,750
Santa Clara County CMP
Traffic LOS Analysis Guidelines 9 January 5, 1995
Lost Time -- The lost time is the time in excess of the saturation headway and typically
occurs during the movement of the first three vehicles through the intersection. This is
comparable to assuming that it takes a few seconds for the first three vehicles stopped at
the red light to begin traveling through the intersection after the traffic signal turns
green. Unless a different lost time is measured in the field, two seconds should be used as
the lost time.
Progression Adjustment Factor -- The Progression Adjustment Factor (PAF)
describes the type of traffic platooning approaching the intersection. The estimated
delay calculated using the HCM delay equation is based on a random traffic arrival pattern.
To account for non-random traffic arrival patterns, the estimated delay is multiplied by
the appropriate progression adjustment factor given in 1985 Highway Capacity Manual
Table 9-13.
According to the 1985 HCM, a PAF of 1.0 means that average conditions exist with some
platooning, if traffic arrives at the intersection in dense platoons at the beginning of the
red, a worst case scenario, a PAF of 1.2 to 1.5 would be appropriate. Alternately, if traffic
arrives in dense platoons at the beginning of each green phase, a best case scenario, a
PAF of 0.8 might be appropriate. The choice of PAF depends upon the intersection LOS
as described below.
If the intersection is operating at LOS D or better, the CMA recommends the following
Progression Adjustment Factors:
1. A PAF of 1.0 if average conditions exist with some platooning
2. A PAF of 1.2 to 1.5, according to the engineer's judgment, if traffic arrives at the
intersection in dense platoons at the beginning of the red phase.
3. A PAF of approximately 0.8, according to the engineer's judgment, if traffic
arrives in a dense platoon at the beginning of each green phase.
If the intersection is operating at LOS E or F, the CMA recommends:
1. A PAF of 1.0 in all cases where the user has incomplete information about the
intersection.
2. For fully actuated signals with random arrivals, PAF for through (TH) and right-
turn (RT) movements should be 0.85.
3. For arterials with heavy platoon arrivals, the PAF for TH and RT movements
could be 0.85, but the LT movement might need to be above 1.0 to account for
the fact that vehicles desiring to turn left may not arrive at the start of the LT
protected phase.
4. To account for non-random traffic arrival patterns, the estimated delay is
multiplied by the PAF determined as a function of traffic arrival type, V/C ratio
Santa Clara County CMP
Traffic LOS Analysis Guidelines 10 January 5, 1995
and type of traffic signal controller as shown in Table 9-13 of the 1985 Highway
Capacity Manual. The table is reproduced on the following page.
5. For arrival patterns other than random (Type 3), the PAF depends on signal type
and V/C ratio. In this case, you will need to run the CAPSSI program twice. First,
analyze with the default PAF of 1.0 to obtain the V/C ratios on the approaches.
Second, choose the appropriate PAF from Table 9-13 in the 1985 Highway
Capacity Manual and input it into the CAPSSI program to re-analyze the
intersection.
For more information on defining the Arrival Type for use in Table 9-13, consult page 9-7
of the 1985 Highway Capacity Manual.
Minimum Phase Time -- The CMA recommends that the minimum phase time for
through movements be set equal to 20 seconds, and the minimum times for left turns be
set equal to 10 seconds. If field conditions differ from this, then minimum times
established in the field should be used in the CAAPSSI analysis.
In addition, minimum time for pedestrian crossing should be considered. Because the
time it takes for a pedestrian to walk across an intersection is a function of the width of
the intersection and the pedestrian's walking speed, there is no specific pedestrian
minimum time default value. However, a minimum time can be calculated knowing the
width of the street crossing, and assuming that average pedestrian walking speed is
approximately 4 feet/second.
The question of specifying whether or not to satisfy minimum green time is resolved as a
function of the type of evaluation selected by the user. For example, if the user selects
the "Required Optimum Solution," then CAPSSI automatically satisfies specified
minimum green times. If the "Predetermined Solution (Option 1)" is used, then the user
should specify that the minimum phase time needs to be satisfied. See Section 2.5: Type
of Evaluation for more details.
2.4 CAPSSI-Defined Default Values
The 1985 HCM Intersection LOS Methodology allows users to adjust additional variables,
however the CAPSSI software program does not allow these variables to be changed.
The main reason for using these defaults is that there is rarely enough information to
document changes to these variables. The following variables can not be adjusted in
CAPSSI:
• Lane Width 12 Feet
• Grade None
• Heavy Vehicles 2%
• Adjacent Parking 20 Movements/Hour
• Buses None
• Conflicting Pedestrians 50/Hour.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 11 January 5. 1995
Although these variables can not be adjusted in CAPSSI, they are reflected in field
measured saturation flow rates, and in the CMA recommended default saturation flow
rates.
In addition, there are two HCM pedestrian-related default values:
• Pedestrian Walk Speed 4 Feet/Second;
• Pedestrian Button None.
These values are indirectly included in the CAPSSI analysis at the engineer's discretion.
The values relate to whether or not the user should specify that the intersection
minimum green times must be adjusted and/or satisfied.
If the average pedestrian walking speed is slower than 4 feet/second, then the user would
adjust the minimum green time in CAPSSI. If there is a pedestrian button that is
frequently used, the user would need to specify that the minimum pedestrian green time
at the intersection must be satisfied.
2.5 Other Data Input
The CAPSSI Input Selection Menu also provides four other options for data entry that
may be used to assist in identifying CAPSSI output. They are:
1. Option 2: The "Agency Name" option allows the user to input the name of the
agency performing the analysis. The agency name is then printed in the title
block on the output.
2. Option 3: The "Condition Selection Table" allows the user to select the peak
period for which the analysis is being performed. The options are AM Peak, PM
Peak, or Mid-day Peak.
3. Option 4: The "Pollution Data Input Screen" allows the user to input pollution
analysis data. This data is not saved to disk and must be re-input for each analysis.
4. Option 5: The ''Title Selection Screen" gives the user the option to store up to
nine different titles which, when one is selected, is printed in the title block
under the agency name. A different title can be selected for different scenarios
(e.g. existing traffic + project), and the titles are saved.
2.6 Type of Evaluation
CAPSSI evaluates the LOS at arterial intersections using one of three solution methods.
The main strength of CAPSSI is that it is a tool which calculated optimum traffic signal
timing for a number of different types of objective functions. While this is a great
benefit to traffic engineers who use the program to determine optimum traffic signal
timing and then go into the field to actually implement the CAPSSI generated optimum
Santa Clara County CMP
Traffic LOS Analysis Guidelines 12 January 5, 1995
traffic signal timing, use of a CAPSSI generated optimum timing to evaluate LOS when the
traffic signal is operating with different timing is incorrect. Therefore the type of
CAPSSI evaluation used to evaluate LOS depends upon the specific situation.
Each CAPSSI solution type and the appropriate situation to use it in is described below.
A. Vehicle Optimum Solution - CAPSSI calculates traffic signal timing to
minimize average delay at the intersection without regard to the coded
minimum green times. This solution should be used with caution, as the green
times produced may or may not meet the required minimum green times. If
those minimums are satisfied and the Member Agency adjusts traffic signal
timing to implement the CAPSSI generated signal timing, then this option can
be used.
B. Required Optimum Solution -- CAPSSI calculates traffic signal timing for the
minimum delay cycle length while satisfying the minimum vehicle green times
and/or the pedestrian interval times. This option is best used for isolated full or
semi-actuated traffic signal control and is a powerful tool to optimize signal
timing and minimize delay. This option can be used provided signal timing
generated by CAPSSI closely resembles actual operation.
C. Pre-Determined Solution -- There are four options which can be used when
the Pre-Determined Solution is chosen. In each of the options basic traffic signal
cycle information from the field is input into CAPSSI and CAPSSI calculates LOS.
The CAPSSI calculation technique for each of the four options is outlined below.
1. User Selected Cycle -- Option =1, the user selected cycle, must be used
when the traffic signal is operated as a fixed cycle length or in a traffic signal
interconnect system. It can also be used for isolated actuated signals when
the average operating cycle length is known.
In order to use this option, the cycle length should be entered and the sub-
option (Should the Min. times be satisfied (y)es or (n)o (default is no))?
should be answered Yes.
CAPSSI will optimize the splits within the selected cycle length. If this
option is chosen, the Member Agency must implement the signal timing
that is output by CAPSSI.
2. User Selected "X" (Relative saturation value) — Option #2 balances relative
saturation values (X = (flow * cycle time)/ (green time * saturation flow)) for
the critical movements without regard to the coded minimum green times
or cycle times.
This solution should be used with caution, as the green times generated by
CAPSSI may not meet the required minimum green times.
3. User Selected Splits -- Option #3 must be used when the traffic signal is
operated with a fixed cycle length or in a traffic signal interconnect system
and the individual splits are known and are operating satisfactorily.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 13 January 5, 1995
4. Minimum Cycle (X-1) -- Option #4 establishes relative saturation values at
1.00 for the critical movements without regard to the coded minimum
green times or cycle times that may be required. This solution should not
be used for evaluating LOS purposes.
2.7 Level of Service Results
CAPSSI reports level of service at urban arterials as a function of delay at the intersection.
The following categorizes level of service as a function of delay:
Level of Service Delay (seconds)
A 0-5
B+ 5-10
B- 10-15
C+ 15-20
C- 20-25
D+ 25-30
D 30-35
D- 35-40
E+ 40-45
E 45-55 •
E- 55-60
F > 60
•
•
Santa Clara County CMP
Traffic LOS Analysis Guidelines 14 January 5, 1995
3. Traffic LOS Conformance Exclusions
The CMP legislation excludes certain types of traffic and situations from the analysis of
traffic LOS conformance. Excluding traffic from level-of-service calculations is not
commonly performed in traffic engineering studies and there are many possible
methods for performing the operation. Therefore, in order to ensure that the level-of-
service methodology used throughout the county is uniform, this chapter describes the
excluded traffic and a methodology for excluding specific traffic and situations from CMP
conformance.
It should be emphasized that, while technically the traffic problems caused by these
situations are exempt from the legislation, local jurisdictions should try to develop
solutions for them in order to improve traffic conditions on the CMP System. The CMA
will attempt to assist local jurisdictions in this effort.
3.1 Legislative Exclusions
The CMP legislation excludes certain types of traffic from the CMP traffic LOS
conformance requirements. According to the California Government Code Section
65089.4 (b):
The agency, shall calculate the impact subject to exclusion pursuant to
subdivision (f) of this section, after consultation with the regional agency,
the department, and the local air quality management district or air
pollution control district. If the calculated traffic level of service
following exclusion of these impacts is consistent with the level of
service standard, the agency shall make a finding at a publicly noticed
meeting that no deficiency plan is required and so notify the affected
local jurisdiction.
Section 65089.4 was added by AB 1963 in 1994. It was recommended by the statewide
task force organized to recommend changes to the CMP Statute. This text was taken
from the section on monitoring and conformance with traffic LOS standards (65089.3)
and included in a new section on deficiency plans. The reason for this change was to
make the state CMP requirements more closely resemble the federal Congestion
Management System (CMS) requirements. Subdivision (f) of 65089.4 includes the same
exemptions originally included in 65089.3 with some additional language included in the
definition of high density housing (language underlined below). Specifically Section
65089.4 (f) states:
The analysis of the cause of the deficiency prepared pursuant to
paragraph (1) of subdivision (c) shall exclude the following:
(1) Interregional travel.
(2) Construction, rehabilitation, or maintenance of facilities that
impact the system.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 15 January 5, 1995
(3) Freeway ramp metering.
(4) Traffic signal coordination by the state or multi jurisdictional
agencies.
(5) Traffic generated by the provision of low and very low income
housing
(6) (A) Traffic generated by high density residential development
located within one-fourth of a mile of a fixed rail passenger
station.
(B) Traffic generated by any mixed use development located within
one-fourth of a mile of a fixed rail passenger station, if more than
half of the land area, or floor area, of the mixed use development
is used for high density residential housing, as determined by the
agency.
(g) For purposes of this section, the following terms have the following
meanings:
(1) High density means residential density which contains a
minimum of 24 dwelling units per acre and a minimum density per
acre which is equal to or greater than 120 percent of the
maximum residential density allowed under the local general plan
and zoning ordinance. A project providing a minimum of 75
dwelling units per acre shall automatically be considered high
density.
(2) Mixed use development means development which integrates
compatible commercial or retail uses, or both, with residential
uses and which due to the proximity of job locations, shopping
opportunities, and residences, will discourage new trip generation.
Subsections (1) through (5) were included in the original CMP legislation. Subsection (6)
was added to the chapter when AB 3093 was passed by the Legislature in 1991. As
outlined above Section (g) was removed from subsection (6) as part of AB 1963 in 1994
and the definition of high density housing was changed (text underlined).
Transit Facility Exclusion — In addition to the specific exclusions identified in the
CMP legislation, the Santa Clara County CMA will offer an exclusion for facilities affected
by transit vehicle traffic signal pre-emption.3 This exemption allows local jurisdictions to
3 Traffic signal pre-emption systems are devices that give priority to transit vehicles at traffic signals.
Essentially, they make the traffic signal turn green for transit vehicles whenever they approach the
intersection. Traffic signal pre-emption devices are currently used for Santa Clara County's light rail
transit system.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 16 January 5, 1995
exclude the effect of transit vehicle pre-emption on the calculation of traffic LOS -- in
other words, the traffic signal can be analyzed as if the pre-emption did not exist. This
exemption is consistent with the intent of the CMP legislation in the sense that it
encourages transit use.
3.2 Structure of Exclusions
It is useful to think of the legislative exclusions in terms of:
Situations in which the CMP traffic LOS standards do not apply (this includes:
construction, freeway ramp metering, traffic signal coordination, and transit
vehicle traffic signal pre-emption); and
Types of traffic that are excluded from the CMP traffic LOS conformance
standards (this includes traffic from: inter-regional travel; low and very low
income housing; high density development within 1/4 mile of a fixed rail transit
station; and mixed-use development within 1/4 mile of a fixed rail transit station).
The traffic type exclusions and exclusion situations each require a different strategy for
addressing the legislative mandate to exclude them from the level-of-service calculations.
Both the type and situational exclusions are described in more detail below.
3.3 Traffic LOS Exclusion Methodology
This section describes how Member Agencies should go about excluding traffic from the
traffic LOS monitoring analyses. There are two important points to understand regarding
the traffic LOS exclusion process.
First, it should be understood that while some CMP System facilities are legislatively
excluded from meeting CMP traffic LOS conformance standards, in all cases these
facilities must be analyzed and monitoring data must be provided to the CMA. It is
critical that the CMA have information on all parts of the CMP Roadway System.
Second, traffic LOS standard conformance is important in two different parts of the
CMP: the annual traffic LOS monitoring and the transportation impact analysis process.
Traffic LOS exclusions are carried out differently for both parts of the CMP, as well as for
each exclusion type or situation. Methodologies for each exclusion type and situation are
presented below.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 17 January 5, 1995
3.4 Situations Excluded from CMP Traffic LOS Conformance Standards
This section describes how LOS should be calculated in the annual traffic LOS Monitoring
and in transportation impact analyses when there are situations excluded from the CMP
traffic LOS conformance.
Traffic LOS Monitoring -- On parts of the CMP Roadway System that are affected by
any of the situations identified in the CMP legislation (construction, freeway ramp
metering, or traffic signal coordination) or Santa Clara County's transit vehicle traffic
signal pre-emption exclusion, the following process should be followed as part of the
Member Agency's regular traffic LOS monitoring:
Step 1: Member Agency calculates traffic LOS for CMP System facility using the
CMA's uniform methodology for the particular facility type.
Step 2: If the LOS for the facility is unacceptable, and one of the identified
situations applies, then the Member Agency's monitoring report should include
the following in its LOS Monitoring Report:
(i) a statement to the CMA that LOS on the specific facility was affected by an
exempted situation
(ii) specify the particular exemption situation'
(iii) show LOS with the exclusion.
(iv) LOS without the exclusion.
The following specific methodologies should be used for each exclusion situation:
Construction
There are two ways in which a facility can be affected by construction: first, part of the
facility can be closed to allow construction; and second, construction traffic from a major
project could add traffic to the facility or divert traffic from another facility on a
temporary basis. The method for addressing each of these situations is described below.
(i) If part of the facility is closed by construction, the Member Agency would be
required to estimate traffic LOS as if the construction were not taking place and
show that without the construction, LOS would meet the CMA standard. An
explanation of the process used to estimate LOS without construction should
also be provided to the CMA. (For example, if the construction will add a turn
lane to the intersection, analyze the intersection as if the additional lane were
already in place.) The analysis should show that upon completion of the
construction, the facility will operate within the CMP traffic LOS standard.
(ii) If the facility is being affected by construction traffic or diverted traffic caused
by construction, the Member Agency may be exempted from the calculation of
LOS while the construction is taking place. The Member Agency must ask the
CMA for this exemption in writing. The LOS/Modeling Subcommittee and
Santa Clara County CMP
Traffic LOS Analysis Guidelines 18 January 5, 1995
• Technical Advisory Committee will review the request and make a
. recommendation to the CMA.
Ramp Metering
If the facility is affected by freeway ramp metering, the Member Agency should provide
an analysis of how the traffic impacts of ramp metering in the particular situation can be
minimized. This requirement will help meet the intent of the legislation to improve
transportation conditions. The analysis should show that without ramp metering, the
facility would operate within the CMP traffic LOS standard.
The Member Agency should provide the CMA with copies of the LOS analysis using
actual measured volumes and a copy of the analysis using volume adjusted to compensate
for the ramp metering program. -
Traffic Signal Coordination
The Member Agency should show that without the coordination program the
intersection would operate within the CMP traffic LOS standard (this is a relatively easy
calculation to perform using an appropriated CAPSSI optimization scenario).
The Member Agency should provide the CMA with copies of the LOS analysis using
actual measured volumes and a copy of the analysis adjusted to compensate for the
intersection coordination program.
Note: If the facility is an intersection affected by a coordinated traffic signal system,
( check to ensure that average delay to the CMP System approach is being used to estimate
level-of-service. The CMP standard applies only to the CMP System, therefore average
delay for the CMP System approach may be used, not average delay for the entire
intersection. Check also that the traffic signal coordination program is designed to
optimize traffic flow.
Transit Vehicle Traffic Signal Pre-Emption
Traffic signal pre-emption systems are devices that give priority to transit vehicles at
traffic signals. Essentially they make the traffic signal turn green for transit vehicles
whenever they approach the intersection. Traffic signal pre-emption systems are used
throughout Santa Clara County. For example, traffic signal pre-emption systems can be
installed where Light Rail vehicles cross intersections, or where Caltrain crosses
intersections. The traffic-signals at these intersections may be interconnected with other
traffic signals on the road or expressway, or the traffic signal may be an isolated traffic
signal (not coordinated with other traffic signals).
If the facility is affected by a transit pre-empt, LOS should be evaluated as if the pre-empt
did not exist. For example, a traffic signal that had an LRT pre-empt would be evaluated as
if there were no pre-empt device. The analysis should show that without the transit
Santa Clara County CMP
Traffic LOS Analysis Guidelines 19 January 5, 1995
vehicle pre-emption the intersection would operate within the CMP traffic LOS
standard.4
In order to analyze LOS at an intersection with a traffic signal re-emption system for
transit vehicles the following procedures must be followed:
1. If the traffic signal at the intersection is coordinated with other traffic signals,
then the CAPSSI Optimization solution should be used to evaluate the
intersection Level of Service.
However, using the CAPSSI optimization scenario assumes that the traffic signal
coordination program is based on minimizing average intersection delay. If the
coordination program is not based on minimum average intersection delay, but
is based on some other criteria, then it would be inappropriate to use the
CAPSSI optimization scenario in the analysis.
It is only appropriate to use the CAPSSI optimization scenario if the traffic signal
coordination program is designed to minimize average intersection delay. If the
traffic signal coordination program is not designed to meet this objective then
the intersection should be analyzed using field data (for example if the
coordination program is designed to minimize delay for one roadway).
An easy way to determine whether the traffic signal coordination program has
been designed to minimize average intersection delay is to run the CAPSSI
program using the optimization scenario and compare CAPSSI generated timing
and actual field-observed timing. If these are within 10% then it can be assumed
that the traffic signal is optimized for minimum average intersection delay. If the
actual field-observed timing and CAPSSI generated timing are not within 10%
then the method described in #2 or #3 below should be used.
2. If the traffic signal is not coordinated with other traffic signals then the Required
Optimum solution could be used to evaluate the LOS if the CAPSSI generated
timing program were to be implemented (in this scenario CAPSSI generated
optimum cycle length and split timing).
3. If the traffic signal is not coordinated with other traffic signals, and the Member
Agency is not willing to change the traffic signal timing to the CAPSSI generated
optimum timing, then the Predetermined solution should be used with field-
observed data (cycle time and or splits) to evaluate intersection LOS>
It should be emphasized that this process should only be followed if a facility is found
not to conform with the CMP traffic level-of-service standard. If the facility conforms
with the standard, nothing special need be done by the Member Agency, even if one of
the situations applies.
4 This text incorporates CMA Technical Update Memo #1.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 20 January 5, 1995
Transportation Impact Analysis
-
Some of the situations outlined above could affect traffic LOS forecasts included in a
transportation impact analysis (TIA) prepared for a development project. In most cases,
the process that should be used to evaluate traffic LOS is the same as for traffic LOS
monitoring. The following specific information is noted:
Construction -- The TIA should show that when the construction is complete,
the facility will operate within the CMP traffic LOS standard.
Ramp Metering -- The TIA should show that without ramp metering, the
intersection would operate within the CMP traffic LOS standard.
Traffic Signal Coordination -- The TIA should show that without the
coordination program, the intersection would operate within the CMP traffic LOS
standard.
Transit Vehicle Traffic Signal Pre-Emption -- The TIA should show that
without the traffic signal pre-emption, the intersection would operate within the
CMP traffic LOS standard.
3.5 Exclusion of Traffic Types from LOS Conformance Standards
The CMP legislation lists four types of traffic to be excluded from CMP traffic LOS
conformance, traffic from: inter-regional travel; low and very low income housing; high
density development within 1/4 mile of a fixed rail transit station; or mixed use
development within 1/4 mile of a fixed rail station. The method for addressing the traffic
type exclusions is more complicated than that used to address the excluded situations.
It would seem that the legislation's intent in providing these traffic type exclusions was
two-fold: first, to exclude the impact of trips that are not under the control of Member
Agencies from the CMP traffic LOS standard (inter-regional travel); and second, to
encourage certain types of development (low and very low income housing; high density
housing near fixed rail transit stations; and mixed use projects near fixed rail transit
stations). Each of these types of exclusion is described separately below.
Inter-regional Travel
For purposes of the CMP, inter-regional traffic is defined as traffic that does not start or
end within the county. Almost by definition, all inter-regional traffic occurs on freeways.
The CMP legislation gives the Metropolitan Transportation Commission (MTC), Caltrans,
and the Bay Area Air Quality Management District power to assist in the traffic exclusion
process. Because these agencies currently have data on inter-regional travel, Santa Clara
County will use estimates provided by these agencies to estimate inter-regional traffic
volumes.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 21 January 5, 1995
It should be noted that to date, rio Bay Area CMAs have excluded inter-regional traffic
from LOS calculations. There are several reasons for this, including the fact that there is
only a small amount of inter-regional traffic on most roadways during the peak hours, but
more importantly, most people believe that the intent of the CMP legislation is to
improve traffic conditions and this means taking into account all the traffic that is on the
road.5 The CMA's method for addressing inter-regional travel in monitoring and
transportation impact analyses is presented below.
Traffic LOS Monitoring -- The traffic LOS monitoring process for freeways is based
upon travel speeds measured in the field by Caltrans. Unfortunately, it is impossible to
subtract traffic volumes from measured speeds (it would be like subtracting apples from
oranges). Other methods of evaluating freeway LOS use traffic volume estimates to
forecast speed. Unfortunately, Caltrans.does not have sufficient accurate existing traffic
volume data to forecast freeway LOS (furthermore it should be noted that actual field
measurements of speed are generally more useful than speeds forecasted from model
equations). (LOS Committee to develop guidelines)
Transportation Impact Analysis -- In most TIAs prepared to evaluate transportation
impacts of development projects, freeway LOS is estimated based upon a volume-to-
capacity ratio based upon actual peak-hour freeway counts performed for the TIA study.
The freeway LOS analysis may exclude inter-regional traffic consistent with the MTC's
estimate of inter-regional travel on that specific freeway segment in calculation of LOS._ --
(LOS Committee to develop guidelines)
Encouraged Development Types
The CMP legislation excludes traffic from low and very low income housing, from high
density housing within 1/4 mile of a fixed rail transit station, and from mixed use
development within 1/4 mile of a fixed rail transit station from the traffic LOS standard
conformance calculation. The Legislature's intent for excluding these types of
development from the CMP traffic LOS standard seems to be to encourage their
construction. Encouragement comes from the fact that a local jurisdiction could approve
one of these types of projects without imposing mitigation measures necessary to
maintain the CMP traffic LOS standard without fear of being found in non-conformance
with the CMP and losing gas tax revenues.
Since the intent of excluding traffic from these types of development from the CMP
traffic LOS standard seems to be to encourage this type of construction, only traffic from
new development should be excluded from the traffic LOS standard conformance and
from LOS analyses prepared for a TIA. Thus, it is unnecessary to estimate existing
amounts of traffic from these types of development and to subtract them from existing
traffic counts. (It should be emphasized that only applying this exclusion to new
development will not in any way affect existing development of the specified types,
since they have already been built.) -- (LOS Committee to develop guidelines)
t 5 In fact, the Californians for Better Transportation (CBT) and other groups have recommended that
this exemption be removed from the legislation.
Santa Clara County CMP
Traffic LOS Analysis Guidelines 22 January 5, 1995
ATTA04riliNr
VAN I,V.Es5 I AvE- �44 i Dot t F
Guidelines for Environmental Review: Transportation Impacts
APPENDIX 3.6
Van Ness Avenue Commercial Journey To Work Trips
Based onP.M.Peak Period Trip Distribution and Mode Split
Distribution Mode Split
NE San Frandsco 12.3% Drive Alone 4.9%
Carpool 7.9
MUNI 43.4
Walk 42.2
Other 1.6
NW San Francisco 16.6% Drive Alone 2.3%
Carpool 14.8
MUNI 61.0
Walk 2.0
Other 1.9
SE San Frandsco 17.0% Drive Alone 20.6%
Carpool 17.5
MUNI 48.0
BART 11.8
Walk 0.4
Other 1.7
SW San Frandsco 7.3% Drive Alone 24.5%
Carpool 16.4
MUNI 53.8
BART 3.9
Other 1.4
Peninsula 18.3% Drive Alone 41.5%
Carpool 28.6
MUNI 2.4
BART 16.6
SamTrans 8.1 -
CalTrain 2.8
East Bay 19.0% Drive Alone 23.3%
Carpool 12.0
Vanpool 4.1
BART 52.4
AC 8.2
North Bay 9.3% Drive Alone 19.3%
Carpool 24.8
Vanpod 4.3
GG Bus 45.6
Ferry 4.0
Charer/Club Bus 2.0
Internal to 0.2% Drive Alone 12.48%
Van Ness Corridor Carpool 0.7
MUNI 27.3
Walk 58.8
Other 0.8
■ Source: Van Ness Avenue FEIR,Appendix I
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Guidelines for Environmental Review: Transportation Impacts
APPENDIX 3.8
Van Ness Avenue Resident Trips
Based on P.M.Peak Period Distribution'and Mode Split
Distribution Mode Spilt
Work/Non-Work Worklon-Work
NE San Frandsco 59.1%!12.7% Drive Alone 14.9%/20.9%
Carpool 11.1 /29.2
MUNI 53.8 /37.9
Walk 18.4/ 8.8
Other 1.8 / 3.2
NW San Francisco 17.4%/ 9.2% Drive Alone 37.7%/18.1%
Carpool 11.8 /23.6
MUNI 31.3 /44.8
Walk 16.7/10.4
Other 2.5 / 3.1
SE San Frandsco 9.2%/ 6.6% Drive Alone 45.2%/17.7%
Carpool 9.6 /12.5
MUNI 40.6 /60.0
Walk 2.4 / 1.8
Other 22 / 8.0
SW San Frandsco 2.7%/ 5.4% Drive Alone 66.7%/10.4%
Carpool 4.9/11.6
MUNI 25.7/73.0
BART 0 / 5.0
Other 2.7/ 0
Peninsula 5.0%1 5.9% Drive Alone 65.0%/35.6%
Carpool 15.5/17.3
MUNI. 1.8/ 0
BART 10.0/40.1
SamTrans 6.01 7.0
Other 1.7/ 0
East Bay 5.3%! 1.6% Drive Alone 70.0%/35.1%
Carpool 9.0/22.1
BART 18.0 /42.0
AC 1.0 / 0.8
Charter/Club Bus 2.0 / 0
North Bay 1.3%! 1.1% Drive Alone 71.0%112.4%
Carpool 17.5/87.6
GG Bus 6.0 / 0
• Charter/Club Bus 5.5 / 0
Internal to 0%/57.5% Drive Alone 0 /4.4%
Van Ness Contdor Carpool 0 / 8.7
MUNI 0 /26.0
Walk 0 /58.8
Other 0 / 2.1
Source: Van Ness Avenue FEIR,Appendix I
'Note that for work trips,geographic dstrlbution represents trip origin location;all work trip destinations are within the Van Ness Avenue Contdor.
24
.- 3
8...x...rei- 4,..........., AITACII maw- 4
4
1 TC Tlzl P 4 i .a. o+J, 5rN ED
applicable and should not be utilized in the fore- consists of interview data where people are
casting of trips for shopping centers. Likewise, a asked about their trip-making, actual vehicle
subdivision or planned unit development con- trip counts, or a combination of both. Follow-
taining general office buildings and support ing is a brief summary of the known database.
services such as banks, savings and loan institu- The Permanent Trip Generation Committee
tions, restaurants, and service stations arranged would be very appreciative of receiving any data
in a park-or campus-like atmosphere should be not reported here.
considered as an office park, not as a multi-use
development. Similarly, office buildings with 1. Trip Generation at Special Sites,
support retail or restaurant facilities contained Virginia Transportation Research Council,
inside the building should be treated as general Charlottesville,Virginia, VHTRC 84-R23,
office buildings because the trip generation January 1984.
rates and equations-already reflect this situation. Driveway vehicle counts are available from one
Finally, it should be noted that the multi-use site. The site is located in a densely
database for Land Use 270, residential planned developed area located in the Northern Virginia
unit development (PUD), contains sites that suburbs of Washington, D.C., and is served by
are generally only a combination of residential transit. It contains 606 rental units, 555 of
land uses. Accordingly, these trip rates and which are located in a high-rise,the remainder
equations are generally not applicable to a Cat- being multilevel townhouse units. There are ap-
egory I multi-use development. The PUD data proximately 64,000 square feet of retail/office
may possibly be used if the non-residential area, including a delicatessen, a commercial
component is an extremely small part of the cleaning company office, two building contrac-
overall site. tor offices, a restaurant, a bank, a hospital
consulting firm, a direct-mail advertising firm,
Available Data a real estate firm, a management consulting
Very little information is available on quantify- firm, and a dentist. Based on applying trip gen-
ing capture rates. The information generally eration equations, the following comparisons
were made:
Trip Ends
A.M. Peak Hour P.M. Peak Hour
(7 -9 A.M.) (4 - 6 P.M.) Daily
ITE Calculated 337 764 8,222
Field Counted 440 559 6,803
Captured 0 205 (27%) _ 1,419(17%)
Accordingly, 17% of the daily trips.and 27% of daily ITE calculated trips are understated,
the P.M. peak trips were internal to or captured which would mean that the aforementioned
on the site. During the A.M. peak hour the ca ture rates are low.
calculated trips were less than the measured
trips, which-implies there were no internal 2. The Brandermill PUD Traffic Generation
trips. This finding points out a problem inher- Study, Technical Report,JHK&Associates,
ent in this method of calculating a capture rate. Alexandria, Virginia,June 1984.
That is, it is assumed in the calculation that the Brandermill is a large, planned residential de-
ITE equation is valid for this site. In fact, the velopment located approximately 10 miles
ITE equation represents an average of several southwest of Richmond, Virginia. At the time
sites, and appears to understate the A.M. trips at of the study there were approximately 2,300
this site. This further suggests that the P.M. and
G- 1
1-42 Institute of Transportation Engineers
v
occupied dwelling units, with 180 townhouse- • Manual driveway counts to supplement
style condominiums and 2,120 single-family the machine counts,
detached units. Commercial development con- • Land use inventory,
sisted of a 82,600-square feet shopping center, a • Travel questionnaire distributed to resi-
63,000-square feet business park, a 14,000- dences,
square feet medical center, and a 4,400-square • Travel questionnaires administered to pa-
feet restaurant. There were also recreational Irons and employees of non-residential
facilities, including a golf course, tennis courts, land uses,
swimming facilities, and several lakeside recre- • Turning movement counts at selected lo-
ation facilities. Finally, there was a day-care cations.
center, a church, an elementary school, and a
middle school. Based on the various data collected, the follow-
ing comparisons were made: _ .
The study had the overall goal of deter-
mining the on-site (internal) and off-site
(external) traffic generation at Brandermill.
Data collected included the following:
• Automatic machine counts at selected
roadways or driveways serving specific
land uses,
Trip Ends
A.M. Peak Hour P.M. Peak Hour _
(7-9A.M.) (4-6P.M.) Daily
Total Generated 2,570 2,935 33,540
External . 1,420 1,325 16,280
Captured 1,150 (45%) 1,610 (55%) 17,260 (51%)
Thus, 51% of the daily trips, 55% of the P.M. rather than calculated based on ITE rates or
.eak hour trips, and 45% of the A.M. peak equations, this method eliminates the problem
hour trips were internal to or captured on the described in the first study.
site. Additionally, 46% of persons employed in The travel questionnaires provided the
Brandermill also reside in Brandermill. Since following information:
the generated trips were actually measured,
Home-Based Trips Home-Based Trips
with Destinations with Origins
Hours within.Brandermill within Brandermill
7A.M.to9A.M. 18.1% 50.9%
9 A.M.to 4 P.M. 44.4% 50.2%
4 P.M.to 6 P.M. 55.2% 34.4%
6 P.M. to 7 A.M. 40.6% 33.6%
Daily 35.2% 39.1%
Shopping Center Trips with Shopping Center Trips with -
Origins Destinations
Hours within Brandermill within Brandermill•
11 A.M. to 1 P.M. 65% 66%
4 P.M.to 6 P.M. 52% 66%
Trip Generation,January 1991
,— Z, I-43