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HomeMy WebLinkAboutFood Hall Traffic Study - Full Report
MEMORANDUM
TO: Phil Wray and Tim Schwehr
City of Arcadia
FROM: Patrick A. Gibson, P.E., T.E., PTOE
Richard Gibson, LEED Green Associate
DATE: August 27, 2019
RE: Revised Traffic Analysis for
Bekins Food Hall
Arcadia, California Ref: J1699
In consideration of the revised and refined site plan for the redevelopment (Revised Project)
of the existing Bekins Storage Facility (Bekins), Gibson Transportation Consulting, Inc. (GTC)
was asked to revise the trip generation estimates contained in Draft Traffic Impact Study for
the Bekins Food Hall Mixed-Use Development, Arcadia, California (GTC, March 2019) (Traffic
Study) to assess the Revised Project’s potential traffic impacts.
REVISED PROJECT DESCRIPTION
The Revised Project proposes converting approximately 7,200 square feet (sf) of the existing
storage building into a variety of restaurant related uses, with the remaining portions of the
facility remaining as storage units. For the purposes of this analysis, it was assumed that the
Revised Project includes 32,886 sf of mini-warehouse storage facilities, 4,000 sf of fast casual
restaurant space (including an outdoor dining patio with 60 seats), 2,000 sf of bar/gastropub
uses, 1,200 sf of coffee shop area, and 21 to 24 on-site parking spaces.
REVISED PROJECT TRIP GENERATION
The number of trips expected to be generated by the Revised Project was estimated using
rates published in Trip Generation, 10th Edition (Institute of Transportation Engineers [ITE],
2017) compared to the Traffic Study trip generation estimates. The ITE trip generation rates
are based on surveys of similar land uses at sites around the country and are provided as
both daily rates and morning and afternoon peak hour rates. They calculate the number of
vehicle trips traveling to and from the Revised Project site based on the size of each land use
in the development.
Appropriate trip generation reductions to account for public transit usage, internal capture,
and pass-by trips were made in consultation with City staff. A 10% adjustment was made to
account for public transit usage/walk-ins. A pass-by reduction was also applied to the coffee
Mr. Phil Wray and Mr. Tim Schwehr
August 27, 2019
Page 2
shop (50%) and restaurant (20%) uses to account for Revised Project trips made as an
intermediate stop on the way from an origin to a primary trip destination without route diversion.
As shown in Table 1, after accounting for the adjustments above, the Revised Project is expected
to generate 563 trips on a typical weekday, including 45 morning peak hour trips (25 inbound
trips, 20 outbound trips) and 48 afternoon peak hour trips (30 inbound trips, 18 outbound trips).
The Revised Project will generate approximately 267 fewer daily trips, including 13 fewer in the
morning peak hour (eight fewer inbound trips, five fewer outbound trips) and 25 fewer in the
afternoon peak hour (11 fewer inbound trips, 14 fewer outbound trips) when compared to the
Traffic Study trip generation estimates.
PROJECT TRIP DISTRIBUTION
As the Revised Project generates fewer trips than the project analyzed in the Traffic Study, it can
be safely concluded that the Revised Project would have fewer impacts on study intersections and
would, therefore, like the previously proposed larger project, create no significant impacts. Based
on the level of service results and the significant impact criteria detailed in the Traffic Study, the
decrease in trips at each intersection would not result in a significant impact at any study intersection
or change the results of the traffic signal warrant analysis conducted for the two unsignalized study
intersections.
CONCLUSION
Based on the trip generation estimates detailed above, the Revised Project would result in the same
or fewer traffic impacts as the project analyzed in the Traffic Study and, therefore, no additional
analysis is required.
In Out Total In Out Total
Trip Generation Rates [a]
Warehousing 150 1.74 77% 23% 0.17 27% 73% 0.19
Mini-Warehouse 151 1.51 60% 40% 0.10 47% 53% 0.17
General Office Building 710 9.74 86% 14% 1.16 16% 84% 1.15
Supermarket 850 106.78 60% 40% 3.82 51% 49% 9.24
High-Turnover (Sit-Down) Restaurant 932 112.18 55% 45% 9.94 62% 38% 9.77
Coffee Shop w/o Drive-Thru 936 282.30 51% 49% 79.91 50% 50% 28.23
Drinking Place 925 113.60 - - - 66% 34% 11.36
Trip Generation Estimates
Proposed Project
Mini-Warehouse 151 31,230 sf 47 2 1 3 2 3 5
Transit/Walk Adjustment - 10% [b] (5)0000(1)(1)
Supermarket 850 5,000 sf 534 11 8 19 23 23 46
Transit/Walk Adjustment - 10% [b] (53) (1) (1) (2) (3) (2) (5)
Pass-By Adjustment - 40% [d] (192) (4) (3) (7) (8) (8) (16)
Restaurant 932 6,500 sf 729 36 29 65 40 24 64
Internal Capture - 5% [c] (36) (2) (1) (3) (2) (1) (3)
Transit/Walk Adjustment - 10% [b] (69) (3) (3) (6) (4) (2) (6)
Pass-By Adjustment - 20% [e] (125) (6) (5) (11) (7) (4) (11)
830 33 25 58 41 32 73
Revised Project
Restaurant 932 4,000 sf 449 22 18 40 24 15 39
Internal Capture - 5% [c] (22) (1) (1) (2) (1) (1) (2)
Transit/Walk Adjustment - 10% [b] (47) (2) (2) (4) (3) (2) (4)
Pass-By Adjustment - 20% [e] (104) (5) (4) (9) (6) (4) (9)
Mini-Warehouse 151 32,886 sf 50 2 1 3 3 3 6
Transit/Walk Adjustment - 10% [b] (5)0000(1)(1)
Coffee Shop w/o Drive-Thru 936 1,200 sf 339 49 47 96 17 17 34
Internal Capture - 10% [c](34) (5) (5) (10) (2) (2) (3)
Transit/Walk Adjustment - 10% [b](37) (5) (5) (10) (2) (2) (4)
Pass-By Adjustment - 50% [e](205) (30) (29) (59) (11) (11) (26)
Drinking Place 925 2,000 sf 227 - - - 15 8 23
Internal Capture - 10% [c](23) - - - (2) (1) (2)
Transit/Walk Adjustment - 10% [b] (25) - - - (2) (1) (3)
563 25 20 45 30 18 48
(267) (8) (5) (13) (11) (14) (25)
Notes:
sf = square feet.
[a] Trip generation rates are from Trip Generation, 10th Edition (Institute of Transportation Engineers, 2017).
[b] Transit/walk adjustment of up to 10% is allowed for developments adjacent to the Metro Gold Line Arcadia Station.
[c] Internal capture adjustments account for person trips made between different components of a mixed-use development without using a vehicle.
[d] Per City of Arcadia, pass-by adjustment of 40% is allowed for supermarket space.
[e] Per City of Arcadia, pass-by adjustment of 20% is allowed for restaurant space.
Total Existing Uses Trips
INCREASE/(DECREASE) IN PROJECT TRIPS
per 1,000 sf
per 1,000 sf
per 1,000 sf
per 1,000 sf
per 1,000 sf
per 1,000 sf
per 1,000 sf
Total Proposed Project Trips
TABLE 1
REVISED PROJECT TRIP GENERATION ESTIMATES
Land Use
ITE
Land
Use
Rate or Size Daily
Morning Peak Hour Afternoon Peak Hour
MEMORANDUM
TO: Phil Wray and Tim Schwehr
City of Arcadia
FROM: Patrick A. Gibson, P.E., T.E., PTOE
Richard Gibson, LEED Green Associate
DATE: May 31, 2019
RE: Revised Traffic Analysis for
Bekins Food Hall
Arcadia, California Ref: J1699
In consideration of the revised and refined site plan for the redevelopment (Revised Project)
of the existing Bekins Storage Facility (Bekins), Gibson Transportation Consulting, Inc. (GTC)
was asked to revise the trip generation estimates contained in Draft Traffic Impact Study for
the Bekins Food Hall Mixed-Use Development, Arcadia, California (GTC, March 2019) (Traffic
Study) to assess the Revised Project’s potential traffic impacts.
REVISED PROJECT DESCRIPTION
The Revised Project proposes converting approximately 10,000 square feet (sf) of the existing
storage building into a variety of restaurant related uses, with the remaining portions of the
facility remaining as storage units. For the purposes of this analysis, it was assumed that the
Revised Project includes 31,239 sf of mini-warehouse storage facilities, 7,000 sf of fast casual
restaurant space (including a 1,500 sf outdoor dining patio with 56 seats), 3,000 sf of
bar/gastropub uses, 1,500 sf of coffee shop area, and 23 on-site parking spaces.
REVISED PROJECT TRIP GENERATION
The number of trips expected to be generated by the Revised Project was estimated using
rates published in Trip Generation, 10th Edition (Institute of Transportation Engineers [ITE],
2017) compared to the Traffic Study trip generation estimates. The ITE trip generation rates
are based on surveys of similar land uses at sites around the country and are provided as
both daily rates and morning and afternoon peak hour rates. They calculate the number of
vehicle trips traveling to and from the Revised Project site based on the size of each land use
in the development.
Appropriate trip generation reductions to account for public transit usage, internal capture,
and pass-by trips were made in consultation with City staff. A 10% adjustment was made to
account for public transit usage/walk-ins. A pass-by reduction was also applied to the coffee
Mr. Phil Wray and Mr. Tim Schwehr
May 31, 2019
Page 2
shop (50%) and restaurant (20%) uses to account for Revised Project trips made as an
intermediate stop on the way from an origin to a primary trip destination without route diversion.
As shown in Table 1, after accounting for the adjustments above, the Revised Project is expected
to generate 873 trips on a typical weekday, including 67 morning peak hour trips (37 inbound
trips, 30 outbound trips) and 82 afternoon peak hour trips (50 inbound trips, 32 outbound trips).
The Revised Project will generate approximately 43 additional daily trips, including nine in the
morning peak hour (four inbound trips, five outbound trips) and nine in the afternoon peak hour
(nine inbound trips, zero outbound trips) when compared to the Traffic Study trip generation
estimates.
PROJECT TRIP DISTRIBUTION
If the additional trips generated by the Revised Project were distributed to the street system in the
same manner as in the Traffic Study, approximately two to four additional trips would be distributed
in each direction (north, south, east, west), resulting in a nominal increase in trips at the study
intersections. Based on the level of service results and the significant impact criteria detailed in the
Traffic Study, the small increase in trips at each intersection would not result in a significant impact
at any study intersection or change the results of the traffic signal warrant analysis conducted for
the two unsignalized study intersections.
CONCLUSION
Based on the trip generation estimates detailed above, the Revised Project would result in the same
traffic impacts as the project studied in the Traffic Study and, therefore, no additional analysis is
required.
In Out Total In Out Total
Trip Generation Rates [a]
Warehousing 150 1.74 77% 23% 0.17 27% 73% 0.19
Mini-Warehouse 151 1.51 60% 40% 0.10 47% 53% 0.17
General Office Building 710 9.74 86% 14% 1.16 16% 84% 1.15
Supermarket 850 106.78 60% 40% 3.82 51% 49% 9.24
High-Turnover (Sit-Down) Restaurant 932 112.18 55% 45% 9.94 62% 38% 9.77
Coffee Shop w/o Drive-Thru 936 282.30 51% 49% 79.91 50% 50% 28.23
Drinking Place 925 113.60 - - - 66% 34% 11.36
Trip Generation Estimates
Proposed Project
Mini-Warehouse 151 31,230 sf 47 213235
Transit/Walk Adjustment - 10% [b] (5)0000(1)(1)
Supermarket 850 5,000 sf 534 11 8 19 23 23 46
Transit/Walk Adjustment - 10% [b] (53) (1) (1) (2) (3) (2) (5)
Pass-By Adjustment - 40% [d] (192) (4) (3) (7) (8) (8) (16)
Restaurant 932 6,500 sf 729 36 29 65 40 24 64
Internal Capture - 5% [c] (36) (2) (1) (3) (2) (1) (3)
Transit/Walk Adjustment - 10% [b] (69) (3) (3) (6) (4) (2) (6)
Pass-By Adjustment - 20% [e] (125) (6) (5) (11) (7) (4) (11)
830 33 25 58 41 32 73
Revised Project
Restaurant 932 7,000 sf 785 39 31 70 42 26 68
Internal Capture - 5% [c] (39) (2) (2) (4) (2) (1) (3)
Transit/Walk Adjustment - 10% [b] (82) (4) (3) (7) (4) (3) (7)
Pass-By Adjustment - 20% [e] (181) (9) (7) (16) (10) (6) (16)
Mini-Warehouse 151 31,239 sf 47 213235
Transit/Walk Adjustment - 10% [b] (5)0000(1)(1)
Coffee Shop w/o Drive-Thru 936 1,500 sf 423 61 59 120 21 21 42
Internal Capture - 10% [c](42) (6) (6) (12) (2) (2) (4)
Transit/Walk Adjustment - 10% [b](47) (7) (7) (14) (2) (2) (4)
Pass-By Adjustment - 50% [e](256) (37) (36) (73) (13) (13) (26)
Drinking Place 925 3,000 sf 341 - - - 22 12 34
Internal Capture - 10% [c](34) - - - (2) (1) (3)
Transit/Walk Adjustment - 10% [b] (37) - - - (2) (1) (3)
873 37 30 67 50 32 82
43459909
Notes:
sf = square feet.
[a] Trip generation rates are from Trip Generation, 10th Edition (Institute of Transportation Engineers, 2017).
[b] Transit/walk adjustment of up to 10% is allowed for developments adjacent to the Metro Gold Line Arcadia Station.
[c] Internal capture adjustments account for person trips made between different components of a mixed-use development without using a vehicle.
[d] Per City of Arcadia, pass-by adjustment of 40% is allowed for supermarket space.
[e] Per City of Arcadia, pass-by adjustment of 20% is allowed for restaurant space.
TABLE 1
REVISED PROJECT TRIP GENERATION ESTIMATES
Land Use
ITE
Land
Use
Rate or Size Daily
Morning Peak Hour Afternoon Peak Hour
Total Existing Uses Trips
INCREASE/(DECREASE) IN PROJECT TRIPS
per 1,000 sf
per 1,000 sf
per 1,000 sf
per 1,000 sf
per 1,000 sf
per 1,000 sf
per 1,000 sf
Total Proposed Project Trips
DRAFTTRAFFIC IMPACT STUDYFOR THEBEKINS FOOD HALLMIXED-USE DEVELOPMENTARCADIA, CALIFORNIA
MARCH 2019
PREPARED FOR
CITY OF ARCADIA
PREPARED BY
DRAFT
TRAFFIC IMPACT STUDY
FOR THE
BEKINS FOOD HALL
MIXED-USE DEVELOPMENT
ARCADIA, CALIFORNIA
March 2019
Prepared for:
CITY OF ARCADIA
Prepared by:
GIBSON TRANSPORTATION CONSULTING, INC.
555 W. 5th Street, Suite 3375
Los Angeles, California 90013
(213) 683-0088
Ref: J1699
Table of Contents
1. Introduction ......................................................................................................................... 1
Project Description ....................................................................................................... 1
Study Area ................................................................................................................... 1
Organization of Report ................................................................................................. 2
2. Traffic Impact Analysis Methodology ................................................................................ 6
Study Scope and Methodology .................................................................................... 6
Significant Impact Criteria for Intersections ................................................................. 8
3. Existing Conditions ............................................................................................................. 11
Study Area .................................................................................................................. 11
Existing Street System ................................................................................................. 12
Existing Transit System ............................................................................................... 13
Existing Traffic Volumes and Levels of Service .......................................................... 14
4. Future Traffic Conditions .................................................................................................... 21
CEQA Guidelines Regarding Future Traffic Conditions .............................................. 21
Ambient Traffic Growth ................................................................................................ 22
Related Projects ........................................................................................................... 22
Future without Project Intersection Levels of Service ................................................. 24
5. Project Traffic ..................................................................................................................... 29
Project Description ....................................................................................................... 29
Project Trip Generation ................................................................................................ 29
Project Trip Distribution ................................................................................................ 30
Project Trip Assignment ............................................................................................... 30
6. Existing and Future with Project Conditions ...................................................................... 34
Existing with Project Conditions ................................................................................... 34
Future with Project Conditions ..................................................................................... 34
7. Unsignalized Intersection Analysis .................................................................................... 40
Intersection Levels of Service ...................................................................................... 40
Signal Warrant Analysis ............................................................................................... 41
8. Congestion Management Program Analysis ..................................................................... 45
Traffic Impact Analysis Guidelines .............................................................................. 45
Arterial Intersection Analysis ....................................................................................... 46
Mainline Freeway Segment Analysis .......................................................................... 47
Public Transit System Analysis .................................................................................... 47
Table of Contents, cont.
9. Site Access and Circulation ............................................................................................... 48
Vehicular Access and Circulation ................................................................................ 48
Pedestrian Access and Circulation .............................................................................. 48
Bicycle Access and Circulation .................................................................................... 48
10. Summary and Conclusions ................................................................................................ 49
References
Appendix A: Traffic Counts
Appendix B: Intersection Lane Configurations
Appendix C: Traffic Impact Analysis of the Worst-Case Conditions
Appendix D: Level of Service Worksheets
Appendix E: Signal Warrant Worksheets
List of Figures
NO.
1 Project Site Plan ............................................................................................................ 3
2 Study Area & Analyzed Intersections ............................................................................ 4
3 Existing Transit Service ................................................................................................. 16
4 Existing Conditions (Year 2019) Peak Hour Traffic Volumes ........................................ 17
5 Related Project-Only Peak Hour Traffic Volumes ......................................................... 25
6 Future without Project Conditions (Year 2020) Peak Hour Traffic Volumes ................. 26
7 Project Trip Distribution ................................................................................................. 31
8 Project-Only Peak Hour Traffic Volumes ...................................................................... 32
9 Existing with Project Conditions (Year 2019)
Peak Hour Traffic Volumes ..................................................................................... 36
10 Future with Project Conditions (Year 2020) Peak Hour Traffic Volumes ...................... 37
List of Tables
NO.
1 List of Analyzed Intersections ....................................................................................... 5
2 Level of Service Definitions for Signalized and Unsignalized Intersections .................. 10
3 Existing Transit Service in Study Area .......................................................................... 18
4 Transit System Capacity Serving the Project Site ......................................................... 19
5 Existing Conditions (Year 2019) Intersection Levels of Service .................................... 20
6 Pending/Related Projects List ....................................................................................... 27
7 Future without Project Conditions (Year 2020)
Intersection Levels of Service ................................................................................. 28
8 Project Trip Generation Estimates ................................................................................ 33
9 Existing with Project Conditions (Year 2019)
Intersection Levels of Service and Significant Impacts ........................................... 38
10 Future with Project Conditions (Year 2020)
Intersection Levels of Service and Significant Impacts ........................................... 39
11 Existing with Project Conditions (Year 2019)
Unsignalized Intersection Peak Hour Levels of Service .......................................... 43
12 Future with Project Conditions (Year 2020)
Unsignalized Intersection Peak Hour Levels of Service .......................................... 44
Chapter 1
Introduction
This report presents the traffic impact study for the proposed mixed-use development (Project)
at 35 W. Huntington Drive (Project Site) in the City of Arcadia, California (City). The
methodology and base assumptions used in the analysis were established in consultation with
City staff.
PROJECT DESCRIPTION
The Project would redevelop the existing Bekins Storage Facility, converting 10,000-15,000
square feet (sf) into a Food Hall, with the remaining portions of the facility remaining as storage
units. For the purposes of this analysis, it was assumed that the Project includes 31,239 sf of
mini-warehouse storage facilities, 6,500 sf of fast-casual restaurant uses, 5,000 sf of grocery
store uses, and 23 on-site parking spaces. Vehicular access to the Project would be provided
via two driveways on Morlan Place.
The conceptual Project Site plan is shown in Figure 1.
STUDY AREA
The Study Area generally includes the area bounded by Colorado Boulevard to the north, 1st
Avenue to the east, Huntington Drive to the south, and San Rafael Road to the west. Detailed
traffic analyses were conducted at six key intersections within the Study Area. They are listed in
Table 1 and shown in Figure 2.
1
ORGANIZATION OF REPORT
This report is divided into 11 chapters, including this introduction. Chapter 2 describes the
methodology used to analyze intersection operating characteristics and assess significant traffic
impacts. Chapter 3 describes the existing circulation system, traffic volumes, and conditions in
the Study Area. The methodologies used to forecast future background traffic volumes are
described and applied in Chapter 4, which also includes an assessment of intersection
operating conditions of the existing street system after future traffic volume growth is
considered. Chapter 5 describes the procedure used to forecast Project traffic volumes and
distribution throughout the Study Area. Chapter 6 presents the intersection operating conditions
and potential traffic impacts associated with construction of the Project. Chapter 7 presents the
intersection operations of the unsignalized intersections and the signal warrant analysis.
Chapter 8 presents the regional Congestion Management Program analysis. Chapter 9
describes the site access and internal circulation. Chapter 10 summarizes the results of the
study. The Appendices contain supporting documentation, traffic counts and analysis
worksheets.
2
3
4
TABLE 1
LIST OF ANALYZED INTERSECTIONS
No. North/South Street East/West Street
1. Santa Clara Street Huntington Drive
2. [a] Morlan Place Huntington Drive
3. Santa Anita Avenue Santa Clara Street
4. [a] Santa Anita Avenue Morlan Place / Wheeler Avenue
5. Santa Anita Avenue Huntington Drive
6. Santa Anita Avenue Colorado Boulevard
Note: [a] Intersection is unsignalized.
5
Chapter 2
Traffic Impact Analysis Methodology
This chapter describes the various traffic scenarios analyzed, the methodologies used for
assessing intersection and street segment operating conditions, and significant traffic impact
criteria for the jurisdiction overseeing the analysis.
STUDY SCOPE AND METHODOLOGY
The scope of analysis for this study was developed in consultation with City staff. The base
assumptions and technical methodologies (i.e., trip generation, study locations, analysis
methodology, etc.) were identified as part of the study approach.
The traffic impact study evaluated the potential for impacts on the City street system
surrounding the site caused by traffic growth. The following analysis conditions are analyzed for
the Project:
Existing Conditions (Year 2019) – The analysis of existing traffic conditions provides a
basis for the assessment of existing future development conditions. The Existing
Conditions analysis includes a description of key area streets, traffic volumes, and
current operating conditions. Intersection turning movement counts for typical weekday
morning (7:00 AM to 9:00 AM) and afternoon (4:00 PM to 6:00 PM) peak periods were
conducted in January 2019 for two study intersections when local schools were in
session but prior to racing at Santa Anita Park (Race Track). At the direction of City staff,
traffic counts conducted at four study intersections in May 2018 and May 2011 for Traffic
Impact Study for the Santa Anita Inn Redevelopment Project in the City of Arcadia
(Kimley-Horn, April 2018) and 288 Santa Anita Avenue Project Traffic Impact Study, City
of Arcadia, California (RK Engineering Group, Inc., September 2018) were utilized for
the Project. Traffic counts for the Morlan Place intersections were conducted in January
2019. The traffic counts are provided in Appendix A.
In order to be conservative, the peak hour traffic volumes from 2011 and 2018 were
increased at a rate of 2% per year in order to represent the existing (Year 2019) traffic
volumes. Fieldwork (lane configurations, signal phasing, parking restrictions, etc.) for the
analyzed intersections was collected in January 2019. The existing lane configurations
at the analyzed intersections are provided in Appendix B.
6
Existing with Project Conditions (Year 2019) – This analysis projects the potential
intersection operating conditions that could be expected if the Project were built under
existing conditions. This analysis evaluates the potential Project-related traffic impacts
as compared to Existing Conditions.
Future without Project Conditions (Year 2020) – This analysis projects the future traffic
growth and intersection operating conditions that could be expected as a result of
regional growth and related projects in the City by Year 2020. The Future without Project
traffic conditions are projected by adding to the existing conditions the ambient traffic
growth, known related projects, and Arcadia General Plan (City of Arcadia, November
2010) (General Plan) allowances. This analysis provides the baseline conditions at full
buildout.
Future with Project Conditions (Year 2020) – This analysis projects the potential
intersection operating conditions that could be expected if the Project were built in the
projected buildout year. This analysis identifies the potential incremental impacts of the
Project at full buildout, prior to mitigation, on projected future traffic operating conditions
by adding the Project-generated traffic to the future without Project traffic forecasts.
Worst-Case Conditions – In order to analyze the worst-case conditions, a traffic impact
analysis without any trip generation adjustments was conducted. This analysis is
provided in Appendix C.
Signalized Intersection Capacity Analyses Methodology
The Intersection Capacity Utilization (ICU) methodology required by the City for intersection level
of service (LOS) analysis was used in this study. The ICU methodology determines the
intersection volume-to-capacity (V/C) ratio and corresponding LOS for the turning movements and
intersection characteristics at signalized intersections based on the definitions described in Table
2.
LOS categories range from excellent, nearly free-flow traffic at LOS A to stop-and-go conditions at
LOS F. LOS D is typically recognized as an acceptable service level in urban areas, although
many urbanized areas operate at LOS E or F.
Intersection capacity calculations were conducted to measure the LOS of the intersections using
an overall intersection capacity of 1,600 vehicles per hour per lane (vphpl) and by adding a factor
of 0.10 to account for the yellow interval clearance (loss time). At the direction of City staff, a
higher lane capacity of 1,680 vphpl was used for the four analyzed signalized intersections
7
because they are connected to the City’s Traffic Management Control system by way of fiber optic
cable, radio, and network computer technology.
Unsignalized Intersection Analysis Methodology
Based on direction from City staff, the unsignalized intersections were not analyzed for potential
significant impacts. Rather, the unsignalized intersections were evaluated to determine the need
for the installation of a traffic signal on the basis of LOS and a signal warrant analysis. The 2010
Highway Capacity Manual (Transportation Research Board, 2010) (HCM) methodology was
used to determine the worst-case intersection delay (the worst-case delay, in seconds, of a
vehicle passing through the intersection for any approach), which is used to determine the
intersection LOS according to the LOS definitions provided in Table 2. The analysis worksheets
for each scenario are provided in Appendix D. If an unsignalized intersection was projected to
operate at LOS E or F under the Future with Project Conditions, then the intersection was
further evaluated for the potential installation of a new traffic signal through a traffic signal
warrant analysis. Signal warrant analysis worksheets are provided in Appendix E.
If, based on the estimated delay, the resultant LOS is E or F in the Future with Project
Conditions, the intersection should be evaluated for the potential installation of a new traffic
signal through a traffic signal warrant analysis. It should be noted that the determination that an
unsignalized intersection meets the criteria of a traffic signal warrant does not in itself require
the installation of a signal. Rather, the decision on whether a traffic signal should be installed is
made by the City, taking into consideration other factors such as distance to adjacent signalized
intersections and interruption to traffic flow along the major street.
SIGNIFICANT IMPACT CRITERIA FOR INTERSECTIONS
The City has established threshold criteria used to determine the significant traffic impact of a
proposed project on the study intersections. A project’s impact at an intersection is considered
significant when one of the following thresholds is exceeded:
8
1. The increase in traffic demand generated by a proposed project equals or exceeds 2%
of the intersection’s capacity causing LOS E or F conditions, or
2. The increase in the V/C ratio is equal to or greater than 0.020 with the addition of
project traffic, worsening an intersection already projected to operate at LOS E or F
conditions before the project traffic is added.
For example, using these criteria a project would not have a significant impact at an intersection
if it is operating at LOS E or F after the addition of project traffic and the incremental change in
the V/C ratio is less than 0.020. If the intersection, however, is operating at a LOS E or F after
the addition of project traffic and the incremental change in the V/C ratio is 0.020 or greater, the
project would be considered to have a significant impact. A project is not considered to have a
significant impact if the intersection is projected to operate at LOS D or better after the addition
of project traffic, regardless of the volume of traffic added to the intersection or the incremental
change in the V/C ratio.
9
TABLE 2LEVEL OF SERVICE DEFINITIONS FOR SIGNALIZED AND UNSIGNALIZED INTERSECTIONSLevel of ServiceSignalized Intersection Capacity UtilizationUnsignalized Intersection Delay (seconds/vehicle)DefinitionEXCELLENT. No Vehicle waits longer than one redlight and no approach phase is fully used.VERY GOOD. An occasional approach phase is fully utilized; many drivers begin to feel somewhatrestricted within groups of vehicles.GOOD. Occasionally drivers may have to wait through more than one red light; backups maydevelop behind turning vehicles.FAIR. Delays may be substantial during portions of the rush hours, but enough lower volume periodsoccur to permit clearing of developing lines, preventing excessive backups.POOR. Represents the most vehicles intersection approaches can accommodate; may be long linesof waiting vehicles through several signal cycles.FAILURE. Backups from nearby locations or on cross streets may restrict or prevent movement of vehicles out of the intersection approaches. Tremendous delays with continuously increasingqueue lengthsA< 0.600< 10.0B > 0.600 and < 0.700 > 10.0 and < 15.0C > 0.700 and < 0.800 > 15.0 and < 25.0D > 0.800 and < 0.900 > 25.0 and < 35.0E > 0.900 and < 1.000 > 35.0 and < 50.0F > 1.000 > 50.010
Chapter 3
Existing Conditions
A data collection effort was undertaken to develop a description of existing conditions in the
Study Area. The Existing Conditions analysis relevant to this study includes an assessment of
the existing street system, lane configurations, intersection traffic controls, signal phasing,
analyses of traffic volumes and current operating conditions, and evaluation of the existing
public transit service.
STUDY AREA
The Study Area was established by reviewing the existing intersection/corridor operations,
Project peak hour vehicle trip generation, the anticipated distribution of Project vehicular trips,
and the potential impacts of Project traffic.
A traffic analysis study area generally includes those intersections that are:
1. Immediately adjacent or in close proximity to the project site
2. In the vicinity of the project site that are documented to have current or projected future
adverse operational issues
3. In the vicinity of the project site that are forecast to experience a relatively greater
percentage of project-related vehicular turning movements (e.g., at freeway ramp
intersections).
The Study Area was established based on the above criteria, as well as peak hour Project trip
generation, the anticipated distribution of Project traffic, and the existing intersections/corridor
operations. It includes those intersections with the greatest potential to experience significant
traffic impacts due to the Project.
11
A total of six study intersections, including four signalized and two unsignalized, were selected
for analysis. This area is considered the traffic analysis Study Area. Figure 2 illustrates the
location of the Project Site in relation to the surrounding street system and the six study
intersections.
The six intersections selected for evaluation are:
1. Santa Clara Street & Huntington Drive
2. Morlan Place & Huntington Drive (Unsignalized Intersection)
3. Santa Anita Avenue & Santa Clara Street
4. Santa Anita Avenue & Morlan Place (Unsignalized Intersection)
5. Santa Anita Avenue & Huntington Drive
6. Santa Anita Avenue & Colorado Boulevard
EXISTING STREET SYSTEM
As shown in Figure 2, the six study intersections essentially follow the arterial streets and the
freeway connections in the City. The discussion below highlights the characteristics of the
existing street system serving the City.
Freeways
Primary regional access to the City site is provided by I-210, which generally runs in the east-west
direction through the City 0.5 miles north of the Project Site. In the vicinity of the Study Area, I-210
provides four travel lanes in each direction as well as a high-occupancy vehicle lane. Interchanges
that provide direct access to the Project Site include Baldwin Avenue and Santa Anita Avenue.
Roadways
The existing street system in the City consists of a regional roadway system including major and
primary arterials, as well as secondary arterials, collector streets and local streets offering sub-
12
regional and local access and circulation opportunities. These transportation facilities generally
provide two to four travel lanes and usually allow parking on either or both sides of the street.
Typically, the speed limits range between 25 and 40 miles per hour (mph).
Colorado Boulevard – Colorado Boulevard is a designated Collector Street west of
Santa Anita Avenue and a designated Enhanced Collector Street east of Santa Anita
Avenue in the General Plan. It is a two- to four-lane roadway that runs in the east-west
direction. It is located north of the Project Site. Parking is generally provided along both
sides of the street east of Santa Anita Avenue within the Study Area.
Santa Clara Street – Santa Clara Street is a designated Secondary Arterial west of
Santa Anita Avenue and a designated Enhanced Collector Street east of Santa Anita
Avenue in the General Plan. It is a four-lane roadway that runs in the northeast-
southwest direction before curving to the east-west direction and is located north of the
Project Site. Parking is generally not provided along the street within the Study Area.
Morlan Place – Morlan Place is a designated Local Road in the General Plan. It is a two-
lane roadway that runs in the northeast-southwest direction before curving to the east-
west direction and is located along the northern boundary of the Project Site. Parking is
generally provided along both sides of the street within the Study Area.
Huntington Drive – Huntington Drive is a designated Major Arterial one-way street west
of Colorado Place and a designated Primary Arterial Street east of Santa Anita Avenue
in the General Plan. It is a six-lane roadway that runs in the east-west direction west of
Santa Clara Street and in the northeast-southwest direction west of Santa Clara Street.
It is located along the southern boundary of the Project Site. Parking is generally
provided along the north side of the street west of Santa Anita Avenue and on both sides
of the street east of Santa Anita Avenue within the Study Area.
Santa Anita Avenue – Santa Anita Avenue is a Primary Arterial in the General Plan. It is
a four-lane roadway that runs in the north-south direction. It is located east of the Project
Site and parking is generally provided along both sides of the street north of Huntington
Drive within the Study Area.
EXISTING TRANSIT SYSTEM
The Study Area is served by bus lines operated by Los Angeles County Metropolitan
Transportation Authority (Metro) and Foothill Transit. Figure 3 illustrates the existing transit service
in the Study Area. The following provides a brief description of the bus lines providing service in
the Project vicinity:
13
Table 3 summarizes the transit lines operating in the Study Area for each of the service
providers in the region, the type of service (peak vs. off-peak, express vs. local), and frequency
of service, as described above. The average headways during the peak hour were estimated
using detailed trip and ridership data from April 2017 provided by Metro.
Table 4 summarizes the total available capacity of the Metro transit system (no data was readily
available for the Foothill Transit bus system) during the morning and afternoon peak hours
based on the frequency of service of each line, the standing capacity of each bus or train, and
the maximum peak hour load in each direction. As shown in Table 4, the Metro bus lines serving
the Study Area currently have available capacity for approximately 407 additional riders during
the morning peak hour and 347 additional riders during the afternoon peak hour. Foothill Transit
also provides additional ridership capacity.
Transit service in the vicinity of the Project site includes the Metro Gold Line, with a station at
Santa Clara Street & First Avenue. The station is located approximately 0.25 miles walking
distance from the Project. The Gold Line is well utilized but provides available transit capacity to
the employees and patrons of the Project.
EXISTING TRAFFIC VOLUMES AND LEVELS OF SERVICE
This section presents the existing peak hour turning movement traffic volumes for the
intersections analyzed in the study and the analysis of the resulting operating conditions at each
intersection.
Existing Traffic Volumes
Intersection turning movement counts for typical weekday morning and afternoon peak periods
were conducted in January 2019 for two study intersections when local schools were in session,
but prior to racing at the Race Track. At the direction of City staff, traffic counts conducted in
May 2018 and May 2011 at four study intersections were utilized and grown at a rate of 2% per
year in order to represent the existing (Year 2019) traffic volumes shown in Figure 4. The
turning movement counts are provided in Appendix A.
14
The traffic volumes illustrated in Figure 4 were analyzed to determine the existing operating
conditions at the study intersections.
Existing Intersection Levels of Service
Table 5 summarizes the weekday morning and afternoon peak hour LOS analysis for the four
signalized study intersections under Existing Conditions (Year 2019). As shown in Table 5, all
four signalized study intersections operate at LOS C or better under Existing Conditions.
The LOS calculation worksheets are provided in Appendix D.
15
16
17
TABLE 3EXISTING TRANSIT SERVICE IN STUDY AREAMorning Peak Period Afternoon Peak PeriodMetro Bus ServiceNB/EB SB/WB NB/EB SB/WB79Downtown Los Angeles - Arcadia via Las Tunas Drive/Huntington DriveLocal 4:00 AM - 2:00 AM 27 24 27 34487Downtown Los Angeles - Sierra Madre Villa Station - El Monte StationExpress 5:30 AM - 11:00 PM 30 27 30 34Foothill Transit Bus ServiceNB/EB SB/WB NB/EB SB/WB187 Asuza - Arcadia - PasadenaLocal 5:30 A.M. - 11:30 P.M. 18181616Metro Rail ServiceNB/EB SB/WB NB/EB SB/WBGold East Los Angeles - AsuzaRail 5:00 A.M. - 2:00 A.M.7777NotesMetro: Los Angeles County Metropolitan Transportation AuthorityMorning Peak Period from 6:00 AM to 10:00 AM; Afternoon Peak Period from 3:00 PM to 7:00 PM.[a] Average headways are based on the total number of trips during the peak period as indicated in Metro ridership data from April, 2017.Provider, Route, and Service AreaService TypeHours of OperationAverage Headway (minutes) [a]18
TABLE 4TRANSIT SYSTEM CAPACITY SERVING THE PROJECT SITEMORNING PEAK HOURPeak Hour Ridership [b]Peak Load Average LoadNB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WBMetro Bus Service79Downtown Los Angeles - Arcadia via Las Tunas Drive/Huntington Drive50 6 12 4 5 46 45 104 113487Downtown Los Angeles - Sierra Madre Villa Station - El Monte Station50 7 11 4 6 46449299Foothill Transit Bus Service187 Asuza - Arcadia - Pasadena 50Total Transit System CapacityAFTERNOON PEAK HOURPeak Hour Ridership [b]Peak Load Average LoadNB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WBMetro Bus Service79Downtown Los Angeles - Arcadia via Las Tunas Drive/Huntington Drive507735474510679487Downtown Los Angeles - Sierra Madre Villa Station - El Monte Station50 14 8 8 5 42 45 84 79Foothill Transit Bus Service187 Asuza - Arcadia - Pasadena 50Total Transit System CapacityNotesMetro: Los Angeles County Metropolitan Transportation Authority.[a] Capacity assumptions:Metro Bus - 40 seated / 50 standing.[b] Ridership information based on data from Metro for April 2017.347Provider, Route, and Service AreaCapacity per Trip[a]Average Remaining Capacity per TripRemaining Peak Hour Capacity407Provider, Route, and Service AreaCapacity per Trip[a]Average Remaining Capacity per TripRemaining Peak Hour CapacityInformation not availableInformation not available19
TABLE 5
EXISTING CONDITIONS (YEAR 2019)
INTERSECTION LEVELS OF SERVICE
Existing Conditions
V/C LOS
1. Santa Clara Street &A.M. 0.757 C
Huntington Drive P.M. 0.694 B
3. Santa Anita Avenue &A.M. 0.623 B
Santa Clara Street P.M. 0.676 B
5. Santa Anita Avenue &A.M. 0.738 C
Huntington Drive P.M. 0.798 C
6. Santa Anita Avenue &A.M. 0.663 B
Colorado Boulevard P.M. 0.654 B
No. Intersection Peak Hour
20
Chapter 4
Future Traffic Conditions
Estimates of future traffic conditions were developed to evaluate the traffic levels likely to be on
the local street system at the target Year 2020. This discussion details the assumptions used to
develop the Future Conditions (Year 2020).
CALIFORNIA ENVIRONMENTAL QUALITY ACT (CEQA) GUIDELINES REGARDING FUTURE
TRAFFIC CONDITIONS
The forecast of future conditions was prepared in accordance with procedures outlined in Section
15130 of Guidelines for Implementation of the California Environmental Quality Act, Chapter 3,
Title 14, California Code of Regulations (California Natural Resources Agency, amended July 27,
2007) (Guidelines). Specifically, Guidelines provides two options for developing the cumulative
traffic volume forecast:
“(A) A list of past, present, and probable future projects producing related or
cumulative impacts, including, if necessary, those projects outside the control of
the [lead] agency, or
“(B) A summary of projections contained in an adopted general plan or related
planning document, or in a prior environmental document which has been adopted
or certified, which described or evaluated regional or area wide conditions
contributing to the cumulative impact. Any such planning document shall be
referenced and made available to the public at a location specified by the lead
agency.”
As described in detail below, this analysis includes traffic growth both from future projects (Option
“A” above, the “Related Projects”) and from regional growth projections (Option “B” above, or
ambient growth). The Guidelines suggest that one option or the other be chosen, rather than both.
Accordingly, the traffic analysis provides a highly conservative estimate of Future without Project
traffic volumes.
21
AMBIENT TRAFFIC GROWTH
Existing traffic is expected to increase as a result of regional growth and development both
inside and outside the City. Based on the discussions with the City, an ambient growth factor of
2% was applied to the morning and afternoon peak hour volumes over a one-year period to
reflect the effects of regional growth by Year 2020. This growth factor accounts for increases in
traffic due to potential projects not yet proposed or projects outside the Study Area.
RELATED PROJECTS
In accordance with the CEQA requirements, this study also considered the effects of the Project in
relation to the Related Projects. With this information, the potential impact of the Project was,
therefore, evaluated within the context of the cumulative impact of all ongoing development.
The list of Related Projects is based on information provided by the City, as well as recent studies
of projects in the area. The Related Projects in the Study Area are detailed in Table 6. Though the
buildout years of many of these Related Projects are uncertain and may be well beyond the
buildout year of the Project, and notwithstanding that some may never be approved or developed,
they were all considered as part of this study and conservatively assumed to be completed by the
Project buildout Year 2020. Therefore, the traffic growth due to the development of Related
Projects considered in this analysis is highly conservative and, alone, provides an overestimation
of the actual traffic volume growth in the area than would likely occur in the next four years prior to
Project buildout. With the addition of the 2% per year ambient growth factor previously discussed,
the Future without Project cumulative condition is even more conservative.
Using these conservative assumptions, the potential traffic impacts of the Project were evaluated
within the context of the worst-case cumulative impact of all prospective development. The
development of estimated traffic volumes added to the study intersections as a result of Related
Projects involves the use of a three-step process: trip generation, trip distribution, and trip
assignment.
22
Trip Generation
Trip generation estimates for the Related Projects were calculated using a combination of
previous study findings and the trip generation rates contained in Trip Generation, 10th Edition
(Institute of Transportation Engineers, 2017). The Related Projects trip generation estimates
summarized in Table 6 are very conservative in that they do not in every case account for either
the trips generated by the existing uses to be removed or the likely use of other travel modes
(transit, bicycle, walk, etc.) Further, they do not in every case account for the internal capture
trips within a multi-use development, nor the interaction of trips between multiple Related
Projects within the area, in which one Related Project serves as the origin for a trip destined for
another Related Project.
Trip Distribution
The geographic distribution of the traffic generated by the Related Projects is dependent on
several factors. These include the type and density of the proposed land uses, the geographic
distribution of the population from which the employees/residents and potential patrons of the
proposed developments are drawn, and the location of these projects in relation to the
surrounding street system. These factors are considered along with logical travel routes through
the street system to develop a reasonable pattern of trip distribution.
Trip Assignment
The trip generation estimates for the Related Projects were assigned to the local street system
using the trip distribution pattern described above. Figure 5 shows the peak hour traffic volumes
associated with these Related Projects at the study intersections. These volumes were then
added to the existing traffic volumes after adjustment for ambient growth through the projected
buildout year of 2020. As discussed above, this is a conservative approach as many of the
Related Projects may be reflected in the ambient growth rate. These volumes represent the
Future without Project Conditions (i.e., existing traffic volumes added to ambient traffic growth and
Related Project traffic growth) for the six study intersections and are shown in Figure 6.
23
FUTURE WITHOUT PROJECT INTERSECTION LEVELS OF SERVICE
Table 7 summarizes the weekday morning and afternoon peak hour LOS results for each of the
study intersections under Future without Project Conditions. Table 7 indicates that three of the
four signalized study intersections are projected to operate at LOS D or better during both the
weekday morning and afternoon peak hours. The remaining intersection at Santa Anita Avenue
& Huntington Drive (Intersection #3) is projected to operate at LOS D in the morning peak hour
and LOS E in the afternoon peak hour.
24
25
26
TABLE 6PENDING/RELATED PROJECTS LISTTrip GenerationAM Peak HourPM Peak HourIn Out Total In Out Total1. Wheeler Mixed-Use Project 57 Wheeler Avenue Apartment 38 du 618 15 1934302959Retail 10,730 sfOffice7,210 sf2. Baldwin Shopping Plaza Expansion ProjecNE Corner of Baldwin/DuarteRetail8,418 sf446 - - - 21 14 35Restaurant3,000 sf(Retail)(6,930) sf3. Santa Anita Inn Redevelopment Project130 W. Huntington DriveHotel227 rooms 1,012 34 24 58 37 36 73(Hotel)(106) rooms4. Rusnak Arcadia Expansion Project55 W. Huntington DriveAuto Sales105,000sf67 16 5 21 6 8 145. Shops at Santa Anita (Caruso Project)285 W. Huntington DriveMixed-Use Project6. Westfield Santa Anita - Phase 2 (Target) Expansion400 S. Baldwin AvenueShopping Center229,057sf3,508 60 8 68 165 172 3367. Gold Line Foothill Extension - Phase 2A200 North First AvenueParking Garage300 spaces - 140 0 140 0 140 1408. Medical/General Office Project125 W. Huntingon Drive, 161 Colorado PlaceMedical Office36,436 sf1,866 113 34 147 55 131 186General Office23,219 sfRestaurant4,600 sf9. Santa Anita Medical Office Project205 N. Santa Anita AvenueMedical Office16,000 sf57830 8 3816415710. Santa Terisita Master PlanSE Corner of Royal Oaks/Sierra TerraceAssisted Living120 beds 99 (2) (3) (5) 8 1 9Skilled Nursing120 bedsTown Center7,200 sf11. Car Wash Project935 E. Huntington DriveAutomated Car Wash 3,600 sf510 - - - 26 25 5112.Apartment Project138 E. Olive AvenueApartment18du 120279741113. Huntington Oaks Shopping Center600 W. Huntington DriveFast Food Restaurants10,000 sf4,961 232 222 454 170 157 32714. Maintenance and Operations Yard1600 S. California AvenueParking Garage600 spaces 1,506 514 128 642 432 312 74415.Apartment/Retail ProjectEast of 5th, south of HuntingtonApartment154 du 736 (11) 56 45 56 11 67Retail 1,341 sf16. Pacific Plaza56 E Duarte Road17.8 E Duarte Road18. Lower Azusa Reclamation Project19. Pacific Arroyo Clarke Academy Expansion20. Hotel Indigo125 W. Huntingon Drive, 161 Colorado PlaceHotel175 rooms 1,811 63 46 109 72 64 136Restaurant2,500 sfCoffee Shop1,800 sf21. Mixed-Use57 Wheeler AvenueApartment38 du 1,462 51 51 102 75 53 128Retail 8,475 sfRestaurant7,700 sf22. Mixed-Use56 E Duarte RoadCondominiums37 du 1,722 63 59 122 90 63 153Commercial 19,360 sf23. Residential - Condominium501 N Santa AnitaCondominiums20du 146279741124. Residential - Condominium415 CaliforniaCondominiums20du 146279741125. Medical Office288 N Santa Anita AveMedical Office14,000 sf2,841 50 16 66 72 91 163Office 10,000Restaurant7,160 sf24,155 1,374 694 2,068 1,352 1,360 2,711Notessf: square feetdu: dwelling unitsDailyTotalsNo Project Address Land Use Size27
TABLE 7
FUTURE WITHOUT PROJECT CONDITIONS (YEAR 2020)
INTERSECTION LEVELS OF SERVICE
Future without Project
Conditions
V/C LOS
1. Santa Clara Street & A.M. 0.819 D
Huntington Drive P.M. 0.755 C
3. Santa Anita Avenue & A.M. 0.699 B
Santa Clara Street P.M. 0.790 C
5. Santa Anita Avenue & A.M. 0.804 D
Huntington Drive P.M. 0.924 E
6. Santa Anita Avenue & A.M. 0.769 C
Colorado Boulevard P.M. 0.736 C
No. Intersection Peak Hour
28
Chapter 5
Project Traffic
This chapter describes the assumptions and methodology used in developing the traffic volumes
associated with the proposed Project within the Study Area.
PROJECT DESCRIPTION
As described in Chapter 1, the Project would redevelop the existing Bekins Storage Facility,
converting 10,000-15,000 sf into a Food Hall, with the remaining portions of the facility
remaining as storage units. For the purposes of this analysis, it was assumed that the Project
includes 31,239 sf of mini-warehouse storage facilities, 6,500 sf of fast-casual restaurant uses,
5,000 sf of grocery store uses, and 23 on-site parking spaces. Vehicular access to the Project
would be provided via two driveways on Morlan Place.
PROJECT TRIP GENERATION
The number of trips expected to be generated by the Project was estimated using rates
published in Trip Generation, 10th Edition. These rates are based on surveys of similar land
uses at sites around the country and are provided as both daily rates and morning and
afternoon peak hour rates. They relate the number of vehicle trips traveling to and from the
Project site to the size of development of each land use.
Appropriate trip generation reductions to account for public transit usage, internal capture, and
pass-by trips were made in consultation with City staff. A 10% adjustment was made to account
for public transit usage/walk-ins. A pass-by reduction was also applied to the retail and
restaurant uses to account for Project trips made as an intermediate stop on the way from an
origin to a primary trip destination without route diversion.
29
As shown in Table 8, after accounting for the adjustments above and the removal of the existing
uses currently on-site, the Project is expected to generate 739 new trips on a typical weekday,
including 49 morning peak hour trips (26 inbound trips, 23 outbound trips) and 63 afternoon
peak hour trips (38 inbound trips, 25 outbound trips).
PROJECT TRIP DISTRIBUTION
Similar to the trip distribution of traffic for the Related Projects described in Chapter 4, the
geographic distribution of trips generated by the Project is dependent on the location of
residential, employment and commercial centers to which patrons of the Project would be drawn,
characteristics of the street system serving the Project site, the location of the proposed
driveways, and existing traffic conditions.
Based on these considerations, traffic entering and exiting the Project was assigned to the
surrounding street system. The intersection-level trip distribution pattern for Project traffic at the
study intersections is shown in Figure 7. Generally, the pattern is as follows:
20% to/from the north
35% to/from the south
25% to/from the east
20% to/from the west
PROJECT TRIP ASSIGNMENT
The Project trip generation estimates summarized in Table 8 and the trip distribution pattern
shown in Figure 7 were used to assign the Project-generated traffic through the study
intersections. Figure 8 illustrates the net Project-only traffic volumes at the study intersections
during typical weekday morning and afternoon peak hours.
30
31
32
In Out Total In Out Total
Trip Generation Rates [a]
Warehousing 150 1.74 77% 23% 0.17 27% 73% 0.19
Mini-Warehouse 151 1.51 60% 40% 0.10 47% 53% 0.17
General Office Building 710 9.74 86% 14% 1.16 16% 84% 1.15
Supermarket 850 106.78 60% 40% 3.82 51% 49% 9.24
High-Turnover (Sit-Down) Restaurant 932 112.18 55% 45% 9.94 62% 38% 9.77
Trip Generation Estimates
Proposed Project
Mini-Warehouse 151 31,230 sf 47 213235
Transit/Walk Adjustment - 10% [b](5)0000(1)(1)
Supermarket 850 5,000 sf 534 11 8 19 23 23 46
Transit/Walk Adjustment - 10% [b](53) (1) (1) (2) (3) (2) (5)
Pass-By Adjustment - 40% [d](192) (4) (3) (7) (8) (8) (16)
Restaurant 932 6,500 sf 729 36 29 65 40 24 64
Internal Capture - 5% [c](36) (2) (1) (3) (2) (1) (3)
Transit/Walk Adjustment - 10% [b](69) (3) (3) (6) (4) (2) (6)
Pass-By Adjustment - 20% [e](125) (6) (5) (11) (7) (4) (11)
830 33 25 58 41 32 73
Existing Uses to be Removed
Warehousing 150 5,000 sf 9101011
Transit/Walk Adjustment - 10% [b](1)000000
Mini-Warehouse 151 28,761 sf 43 213235
Transit/Walk Adjustment - 10% [b](4)0000(1)(1)
General Office Building 710 5,000 sf 49 516156
Transit/Walk Adjustment - 10% [b](5) (1) 0 (1) 0 (1) (1)
917293710
739 26 23 49 38 25 63
Notes:
sf = square feet.
[a] Trip generation rates are from Trip Generation, 10th Edition (Institute of Transportation Engineers, 2017).
[b] Transit/walk adjustment of up to 10% is allowed for developments adjacent to the Metro Gold Line Arcadia Station.
[c] Internal capture adjustments account for person trips made between different components of a mixed-use development without using a vehicle.
[d] Per City of Arcadia, pass-by adjustment of 40% is allowed for supermarket space.
[e] Per City of Arcadia, pass-by adjustment of 20% is allowed for restaurant space.
per 1,000 sf
per 1,000 sf
TOTAL NET NEW PROJECT TRIPS
Total Proposed Project Trips
Total Existing Uses Trips
per 1,000 sf
per 1,000 sf
per 1,000 sf
TABLE 8
PROJECT TRIP GENERATION ESTIMATES
Land Use
ITE
Land
Use
Rate or Size Daily
Morning Peak Hour Afternoon Peak Hour
33
Chapter 6
Existing and Future with Project Conditions
This chapter describes the operating conditions at signalized intersections after addition of Project
traffic. The effects of Project traffic were measured based on both Existing Conditions and Future
without Project Conditions. The significant impact thresholds described in Chapter 2 were applied
to each signalized intersection.
EXISTING WITH PROJECT CONDITIONS
The Project-only morning and afternoon peak hour traffic volumes described in Chapter 5 and
shown in Figure 8 were added to the existing morning and afternoon peak hour traffic volumes
shown in Figure 4. The resulting volumes are illustrated in Figure 9 and represent Existing with
Project Conditions (Year 2019) after development of the Project under Existing Conditions.
Table 9 summarizes the Existing with Project Conditions during the weekday morning and
afternoon peak hours for the four signalized study intersections. As shown, all four signalized
intersections would operate at LOS D or better during both the weekday morning and afternoon
peak hours. The Project would cause the LOS at Intersection #5, Santa Anita Avenue &
Huntington Drive, to change from LOS C to LOS D during the afternoon peak hour. The Project
would not result in significant impacts at any of the four intersections. Therefore, no mitigation is
required based on Existing with Project Conditions.
FUTURE WITH PROJECT CONDITIONS
The Project-only morning and afternoon peak hour traffic volumes described in Chapter 5 and
shown in Figure 8 were added to the Future without Project morning and afternoon peak hour
traffic volumes shown in Figure 6. The resulting volumes are illustrated in Figure 10 and
34
represent Future with Project Conditions (Year 2020) after development of the Project under
Future without Project Conditions.
Table 10 summarizes the Future with Project Conditions during the weekday morning and
afternoon peak hours for the four signalized study intersections. As in Future without Project
Conditions, three of the four signalized intersections would operate at LOS D or better during
both the weekday morning and afternoon peak hours. The remaining intersection, Santa Anita
Avenue & Huntington Drive (Intersection #5), would operate at LOS D during the morning peak
hour and LOS E during the afternoon peak hour under Future with Project Conditions. The
addition of Project traffic would also cause the LOS at Intersection #3, Santa Anita Avenue &
Santa Clara Street, to change from LOS B to LOS C during the morning peak hour.
As described in Chapter 2, the City-wide target for acceptable peak hour LOS is LOS D except
at certain locations where LOS E is considered acceptable. The LOS of all four signalized study
intersections would be considered acceptable if operating at LOS E during either the morning or
afternoon peak hour. The Project would not result in significant impacts at any of the four
intersections. Therefore, no mitigation is required based on Future with Project Conditions.
35
36
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TABLE 9EXISTING WITH PROJECT CONDITIONS (YEAR 2019)INTERSECTION LEVELS OF SERVICE AND SIGNIFICANT IMPACTSExisting Conditions Existing with Project ConditionsV/C LOS V/C LOS ∆ V/C Impact1. Santa Clara Street &AM 0.757 C 0.759 C 0.002 NOHuntington DrivePM 0.694 B 0.695 B 0.001 NO3. Santa Anita Avenue &AM 0.623 B 0.626 B 0.003 NOSanta Clara Street PM 0.676 B 0.679 B 0.003 NO5. Santa Anita Avenue &AM 0.738 C 0.740 C 0.002 NOHuntington DrivePM 0.798 C 0.803 D 0.005 NO6. Santa Anita Avenue &AM 0.663 B 0.667 B 0.004 NOColorado BoulevardPM 0.654 B 0.657 B 0.003 NONo. IntersectionPeak Hour38
TABLE 10FUTURE WITH PROJECT CONDITIONS (YEAR 2020)INTERSECTION LEVELS OF SERVICE AND SIGNIFICANT IMPACTSFuture without Project ConditionsFuture with Project ConditionsV/C LOS V/C LOS ∆ V/C Impact1. Santa Clara Street &AM 0.819 D 0.820 D 0.001 NOHuntington DrivePM 0.755 C 0.758 C 0.003 NO3. Santa Anita Avenue &AM 0.699 B 0.701 C 0.002 NOSanta Clara Street PM 0.790 C 0.793 C 0.003 NO5. Santa Anita Avenue &AM 0.804 D 0.809 D 0.005 NOHuntington DrivePM 0.924 E 0.930 E 0.006 NO6. Santa Anita Avenue &AM 0.769 C 0.771 C 0.002 NOColorado BoulevardPM 0.736 C 0.741 C 0.005 NONo. IntersectionPeak Hour39
Chapter 7
Unsignalized Intersection Analysis
As described in Chapter 2, the unsignalized intersections of Morlan Place & Huntington Drive
and Santa Anita Avenue & Morlan Place / Wheeler Avenue were analyzed using the HCM
methodology to determine the overall intersection delay under both Existing and Future
Conditions. The signal warrant analysis was conducted based on the guidelines set forth in
California Manual on Uniform Traffic Control Devices (Caltrans, 2014) (California MUTCD).
INTERSECTION LEVELS OF SERVICE
Tables 11 and 12 summarize the weekday morning and afternoon peak hour delay and
corresponding LOS for the two unsignalized intersections under Existing and Future Conditions.
As shown in Table 11, Morlan Place & Huntington Drive is anticipated to operate at LOS D or
better in the morning and afternoon peak hour under Existing and Existing with Project
Conditions. Santa Anita Avenue & Morlan Place / Wheeler Avenue is anticipated to operate at
LOS E during both the morning and afternoon peak hour under Existing Conditions. With the
addition of Project traffic, Santa Anita Avenue & Morlan Place / Wheeler Avenue is anticipated
to operate at LOS E during the morning peak hour and at LOS F during the afternoon peak hour
under Existing with Project Conditions.
As shown in Table 12, both unsignalized intersections are anticipated to operate at LOS E or
worse during either the morning and afternoon peak hour under Future Conditions, with and
without the addition of Project traffic.
Therefore, further traffic signal warrant analyses were conducted.
40
SIGNAL WARRANT ANALYSIS
The intersection was analyzed according to Warrant 3 (peak hour). The following methodology,
as quoted from the California MUTCD, was used to evaluate signal warrants at the intersection:
Warrant 3, Peak-Hour Vehicular Volume Warrant
Signal Warrant 3 is intended for use at a location where traffic conditions are such that
for a minimum of one hour of an average day, the minor-street traffic suffers undue delay
when entering or crossing the major street. Combined volumes for both approaches of
the major street are included while only the volume from the higher minor street
approach is included. At an intersection with a high volume of left-turn traffic from the
major street, the analysis may include the major street left-turn volumes plus the minor
street approach volume as the total “minor street” volume. The warrant is satisfied if
traffic volumes for any one hour of an average day exceed the plotted lines shown in the
following figure.
41
Tables 11 and 12 summarize the results of the signal warrant analysis under Existing and
Future Conditions, respectively. As shown, the two unsignalized intersections would not meet
the warrant thresholds under Existing or Future Conditions, with or without addition of Project
traffic. Therefore, a traffic signal is not required or recommended at either of these locations.
Detailed signal warrant worksheets are provided in Appendix E.
42
TABLE 11EXISTING WITH PROJECT CONDITIONS (YEAR 2019)UNSIGNALIZED INTERSECTION PEAK HOUR LEVELS OF SERVICEExisting Conditions Existing with Project ConditionsDelay LOSMeets Signal WarrantsDelay LOSMeets Signal Warrants2. Morlan Place & A.M. 34.9 D 33.7 DHuntington Drive P.M. 13.3 B 13.4 B4. Santa Anita Avenue & A.M. 35.2 E 38.3 EMorlan Place / Wheeler Avenue P.M. 48.0 E 58.2 FNote:Intersections #2 and #4 are 2-way stop controlled.Reported delay is worst approach delay.NONONo. IntersectionPeak HourNONO43
TABLE 12FUTURE WITH PROJECT CONDITIONS (YEAR 2020)UNSIGNALIZED INTERSECTION PEAK HOUR LEVELS OF SERVICEFuture without Project Conditions Future with Project ConditionsDelay LOSMeets Signal WarrantsDelay LOSMeets Signal Warrants2. Morlan Place & A.M. 41.9 E 39.8 EHuntington Drive P.M. 15.3 C 15.3 C4. Santa Anita Avenue & A.M. 66.1 F 85.0 FMorlan Place / Wheeler Avenue P.M. Overflow N/A 328.0 FNote:Intersections #2 and #4 are 2-way stop controlled.Reported delay is worst approach delay.NONONo. IntersectionPeak HourNONO44
Chapter 8
Congestion Management Program Analysis
This chapter presents an analysis of the regional transportation facilities in the vicinity of the
Project site, in accordance with the procedures outlined in 2010 Congestion Management
Program for Los Angeles County (Metro, 2010) (CMP).
TRAFFIC IMPACT ANALYSIS GUIDELINES
The CMP requires that traffic impact analyses be performed on three types of facilities:
Arterial Intersections
Mainline Freeway Segments
The Public Transit System
The CMP identifies specific arterial and freeway mainline locations for analysis.
Arterial Intersections
The CMP requires that a traffic impact analysis be performed for all CMP arterial monitoring
intersections where a project would add 50 or more trips during either the weekday morning or
afternoon peak hours. A detailed analysis is not required if the project adds fewer than 50 trips
to an arterial monitoring intersection. The CMP analysis uses the “Critical Movement Analysis
(CMA) – Planning” (Transportation Research Circular No. 212, Interim Materials on Highway
Capacity, Transportation Research Board, 1980) methodology to determine intersection V/C
ratio and LOS. A significant impact requiring mitigation occurs if project traffic causes an
45
incremental increase in intersection V/C ratio of 0.02 or greater to a facility projected to operate
at LOS F (V/C > 1.00) after the addition of project traffic.
Mainline Freeway Segments
The CMP requires that a traffic impact analysis be performed for all CMP mainline freeway
monitoring locations where a project would add 150 or more trips (in either direction) during the
weekday morning or afternoon peak hours. A detailed analysis is not required if the project adds
fewer than 150 trips to a mainline freeway monitoring location (in either direction) during either
the weekday morning or afternoon peak hour. The CMP analysis uses a demand-to-capacity
(D/C) ratio to determine facility LOS based on capacity identified in Appendix A of the CMP.
Similar to arterial monitoring intersections, a significant impact requiring mitigation occurs if
project traffic causes an incremental increase in freeway segment D/C ratio of 0.02 or greater to
a facility projected to operate at LOS F (D/C > 1.00) after the addition of project traffic.
Public Transit System
The CMP requires that a transit system analysis be performed to determine whether a project
would increase transit ridership beyond the current capacity of the transit system.
ARTERIAL INTERSECTION ANALYSIS
The CMP identifies the following two arterial monitoring intersections within 3.0 miles of the
Project Site:
Rosemead Boulevard & East Foothill Boulevard (2.3 miles northwest of the Project Site)
The arterial monitoring intersection is not a study intersection and is outside the boundaries of
the Study Area. The Project trips at this location were calculated based on the number of trips
traveling to or from the direction of the intersection based on Figure 8, conservatively assuming
there would be no diverging trips. Based on this methodology, the number of peak hour Project
trips expected at the arterial monitoring intersection is as follows:
46
Intersection Peak Hour Trips Requires CMP
Analysis? AM PM
Rosemead Boulevard & East Foothill Boulevard 2 3 No
The Project would not add 50 peak hour trips to the arterial monitoring intersection within the
Study Area. Therefore, no further analysis is required.
MAINLINE FREEWAY SEGMENT ANALYSIS
The CMP identifies one freeway mainline monitoring location at I-210 at Rosemead Boulevard,
approximately 2.3 miles from the Project Site. As shown in Table 8, the Project generates
substantially fewer than 150 peak hour trips. Since the Project would not add 150 peak hour
trips in either direction to the CMP mainline freeway monitoring location, further CMP freeway
segment analysis is not required.
PUBLIC TRANSIT SYSTEM ANALYSIS
Based on the trip generation estimates from Table 8, transit usage by Project patrons and
visitors is expected to reduce trip generation by approximately 10 morning peak hour trips and
12 afternoon peak hour trips. Section B.8.4 of the CMP suggests an average vehicle occupancy
(AVO) factor of 1.4 in order to estimate the number of person trips to and from the Project.
Therefore, the Project would result in an estimated increase of five person-trips during the
morning peak hour and seven person-trips during the afternoon peak hour.
As detailed in Chapter 2, the Study Area is served by the Gold Line and several established bus
transit routes, including both local and express service. Even with potential growth in transit
ridership by Year 2020, the Project’s peak hour transit ridership of only five trips in the morning
peak hour and seven trips in the afternoon peak hour can be easily accommodated within the
available capacity of the system as identified in Table 4. Therefore, the Project is not anticipated
to result in regional transit impacts.
47
Chapter 9
Site Access and Circulation
This chapter presents a summary of how vehicles, pedestrians, and bicycles would access and
circulate throughout the Project site.
VEHICULAR ACCESS AND CIRCULATION
Access to the Project Site surface parking lot would be provided via two driveways on Morlan
Place. The driveways would be designed to City standards under the review of City staff. The
Project driveways would be designed to minimize queuing on the adjacent street system in
order to avoid blocking through traffic.
PEDESTRIAN ACCESS AND CIRCULATION
Pedestrian access would be provided on Huntington Drive along the southern boundary of the
Project site. It would be completely separated from any vehicular access point and, therefore,
no pedestrian conflicts would occur.
BICYCLE ACCESS AND CIRCULATION
Visitors arriving by bicycle would utilize the vehicular driveways to access the bicycle parking
areas within the parking lot. In order to facilitate bicycle use, bicycle parking spaces would be
provided on-site, consistent with the Bicycle Parking Requirements in Arcadia Municipal Code
(City of Arcadia) (Code) Section 9103.07.150. No dedicated bicycle lanes currently exist on
Huntington Drive or Morlan Place.
48
Chapter 11
Summary and Conclusions
This study was undertaken to analyze the potential traffic impacts of the Bekins Food Hall Mixed-
Use Development Project on the local street system. The following summarizes the results of this
analysis:
The Project would redevelop the existing Bekins Storage Facility, converting 10,000-
15,000 sf into a Food Hall, with the remaining portions of the facility remaining as
storage units. For the purposes of this analysis, it was assumed that the Project includes
31,239 sf of mini-warehouse storage facilities, 6,500 sf of fast-casual restaurant uses,
5,000 sf of grocery store uses, and 23 on-site parking spaces. Vehicular access to the
Project would be provided via two driveways on Morlan Place.
A detailed traffic impact analysis was conducted of a total of six study intersections, four
signalized and two unsignalized. All four signalized study intersections currently operate at
LOS C or better during both the morning and afternoon peak hours under Existing
Conditions (Year 2019).
The Project is anticipated to generate a total of approximately 739 net new weekday trips,
including 49 net new morning peak hour trips and 63 net new afternoon peak hour trips.
Analysis of Existing with Project Conditions (Year 2019) indicates that the Project is not
anticipated to have a significant impact at any of the four signalized study intersections,
based on the City’s significance criteria. Thus, mitigation is not required.
One of the two unsignalized intersections currently operate at LOS D or better during
both peak hours. The unsignalized intersection of Santa Anita Avenue & Morlan Place /
Wheeler Avenue currently operates at LOS E during both peak hours under Existing
Conditions (Year 2019).
Signal warrant analyses conducted at both unsignalized intersections under Existing and
Future with Project Conditions concluded that the installation of a traffic signal is not
warranted at either intersection. Therefore, signal installation is not recommended.
Future traffic conditions in the Study Area were forecast for the Project buildout year of
2020. Analysis of projected Future with Project Conditions (Year 2020) indicates that the
Project is not anticipated to have significant impacts at any of the four signalized study
intersections, based on the City’s significance criteria. Thus, no mitigation is required.
49
Analysis of potential impacts on the regional transportation system conducted in
accordance with CMP guidelines determined that the Project would not have a significant
impact on the regional freeway or arterial system or the regional transit system.
50
References
2010 Congestion Management Program for Los Angeles County, Los Angeles County
Metropolitan Transportation Authority, 2010.
2010 Highway Capacity Manual, Transportation Research Board, 2010.
288 Santa Anita Avenue Project Traffic Impact Study, City of Arcadia, California, RK
Engineering Group, Inc., September 20, 2018.
Arcadia General Plan, City of Arcadia, November 2010.
Arcadia Municipal Code, City of Arcadia.
California Manual on Uniform Traffic Control Devices, California Department of Transportation,
2012.
Guidelines for Implementation of the California Environmental Quality Act, Chapter 3, Title 14,
California Code of Regulations, California Natural Resources Agency, amended July 27, 2007.
Traffic Impact Study for the Santa Anita Inn Redevelopment Project in the City of Arcadia, Kimley-
Horn, April 2018.
Transportation Research Circular No. 212, Interim Materials on Highway Capacity, Transportation
Research Board, 1980.
Trip Generation, 10th Edition, Institute of Transportation Engineers, 2017.
Appendix A
Traffic Counts
WILTEC Phone: (626) 564-1944
INTERSECTION CAR/PED/BIKE TRAFFIC COUNT RESULTS SUMMARY
CLIENT: CITY OF ARCACIA
PROJECT: MORLAN PLACE
DATE: TUESDAY JANUARY 29, 2019
PERIOD: 4:00 PM TO 6:00 PM
INTERSECTION: N/S MORLAN PLACE
E/W HUNTINGTON DRIVE
CITY: ARCADIA
VEHICLE COUNTS
15 MIN COUNTS 1 2 3 3U 4 5 6 6U 7 8 9 9U 10 11
PERIOD SBRT SBTH SBLT SBUT WBRT WBTH WBLT WBUT NBRT NBTH NBLT NBUT EBRT EBTH
400-415 601011800000000315
415-430 800021670000000358
430-445 14 00011920000000366
445-500 11 00022000000000365
500-515 14 02102250000000383
515-530 12 01012390000000426
530-545 19 00002140000000411
545-600 14 00011740000000382
HOUR TOTALS 1 2 3 3U 4 5 6 6U 7 8 9 9U 10 11
PERIOD SBRT SBTH SBLT SBUT WBRT WBTH WBLT WBUT NBRT NBTH NBLT NBUT EBRT EBTH
400-500 39 010673900000001404
415-515 47 021578400000001472
430-530 51 031485600000001540
445-545 56 031387800000001585
500-600 59 031285200000001602
PEAK HOUR
3
878
881
0
56031
0
0
0000
12
HUNTINGTON DRIVE 1597
1585
0 MORLAN PLACE
PEDESTRIAN COUNTS BICYCLE COUNTS
15 MIN COUNTS NORTH EAST SOUTH WEST TOTAL 15 MIN COUNTS NORTH EAST SOUTH WEST TOTAL
PERIOD LEG LEG LEG LEG PERIOD LEG LEG LEG LEG
400-415 10001 400-415 10001
415-430 00000 415-430 10001
430-445 40004 430-445 10001
445-500 20002 445-500 00000
500-515 10001 500-515 10001
515-530 20002 515-530 20002
530-545 10001 530-545 10001
545-600 00000 545-600 00000
HOUR TOTALS NORTH EAST SOUTH WEST TOTAL HOUR TOTALS NORTH EAST SOUTH WEST TOTAL
PERIOD LEG LEG LEG LEG PERIOD LEG LEG LEG LEG
400-500 70007 400-500 30003
415-515 70007 415-515 30003
430-530 90009 430-530 40004
445-545 60006 445-545 40004
500-600 40004 500-600 40004
445-545
60
0
WILTEC Phone: (626) 564-1944
INTERSECTION CAR/PED/BIKE TRAFFIC COUNT RESULTS SUMMARY
CLIENT: CITY OF ARCACIA
PROJECT: MORLAN PLACE
DATE: TUESDAY JANUARY 29, 2019
PERIOD: 7:00 AM TO 9:00 AM
INTERSECTION: N/S MORLAN PLACE
E/W HUNTINGTON DRIVE
CITY: ARCADIA
VEHICLE COUNTS
15 MIN COUNTS 1 2 3 3U 4 5 6 6U 7 8 9 9U 10 11
PERIOD SBRT SBTH SBLT SBUT WBRT WBTH WBLT WBUT NBRT NBTH NBLT NBUT EBRT EBTH
700-715 00004390000000048
715-730 40104493000000074
730-745 100034900000000111
745-800 302104270000000231
800-815 700014000000000193
815-830 300044210000000137
830-845 901033840000000104
845-900 900023820000000128
HOUR TOTALS 1 2 3 3U 4 5 6 6U 7 8 9 9U 10 11
PERIOD SBRT SBTH SBLT SBUT WBRT WBTH WBLT WBUT NBRT NBTH NBLT NBUT EBRT EBTH
700-800 8031111800 0000000464
715-815 15 03181810 0000000609
730-830 14 02181738 0000000672
745-845 22 03181632 0000000665
800-900 28 0 1 0 10 1587 0000000562
PEAK HOUR
8
1810
1818
0
15031
0
1
0000
18
HUNTINGTON DRIVE 628
609
0 MORLAN PLACE
PEDESTRIAN COUNTS BICYCLE COUNTS
15 MIN COUNTS NORTH EAST SOUTH WEST TOTAL 15 MIN COUNTS NORTH EAST SOUTH WEST TOTAL
PERIOD LEG LEG LEG LEG PERIOD LEG LEG LEG LEG
700-715 20002 700-715 00000
715-730 00011 715-730 00000
730-745 00000 730-745 00000
745-800 20002 745-800 10001
800-815 20013 800-815 00000
815-830 10001 815-830 00000
830-845 30003 830-845 00000
845-900 20013 845-900 10001
HOUR TOTALS NORTH EAST SOUTH WEST TOTAL HOUR TOTALS NORTH EAST SOUTH WEST TOTAL
PERIOD LEG LEG LEG LEG PERIOD LEG LEG LEG LEG
700-800 40015 700-800 10001
715-815 40026 715-815 10001
730-830 50016 730-830 10001
745-845 80019 745-845 10001
800-900 800210 800-900 10001
715-815
19
0
WILTEC Phone: (626) 564-1944
INTERSECTION CAR/PED/BIKE TRAFFIC COUNT RESULTS SUMMARY
CLIENT: CITY OF ARCACIA
PROJECT: MORLAN PLACE
DATE: TUESDAY JANUARY 29, 2019
PERIOD: 7:00 AM TO 9:00 AM
INTERSECTION: N/S SANTA ANITA AVENUE
E/W MORLAN PLACE
CITY: ARCADIA
VEHICLE COUNTS
15 MIN COUNTS 1 2 3 3U 4 5 6 6U 7 8 9 9U 10 11
PERIOD SBRT SBTH SBLT SBUT WBRT WBTH WBLT WBUT NBRT NBTH NBLT NBUT EBRT EBTH
700-715 3 85 80220071510100
715-730 3 108 80131081813121
730-745 8 181 8 2 12 02022213000
745-800 6 175 13 2911021843031
800-815 10 154 9090101220314011
815-830 7 147 10 1 12 0 7 0 13 208 6172
830-845 12 152 12 0823081613102
845-900 14 135 13 17030613613110
HOUR TOTALS 1 2 3 3U 4 5 6 6U 7 8 9 9U 10 11
PERIOD SBRT SBTH SBLT SBUT WBRT WBTH WBLT WBUT NBRT NBTH NBLT NBUT EBRT EBTH
700-800 20 549 37 4 24 6 4 0 19 737 9252
715-815 27 618 38 4 31 4 5 0 24 789 23 1 6 3
730-830 31 657 40 5 42 1 11 0 29 816 26 1 11 4
745-845 35 628 44 3 38 3 12 0 35 756 26 2 11 6
800-900 43 588 44 2 36 2 14 0 39 708 36 3 9 5
PEAK HOUR
42
1
54
11
31 657 40 5
0
2
1 26 816 29
6
MORLAN PLACE 23
4
11 SANTA ANITA AVENUE
PEDESTRIAN COUNTS BICYCLE COUNTS
15 MIN COUNTS NORTH EAST SOUTH WEST TOTAL 15 MIN COUNTS NORTH EAST SOUTH WEST TOTAL
PERIOD LEG LEG LEG LEG PERIOD LEG LEG LEG LEG
700-715 02013 700-715 00000
715-730 03003 715-730 00000
730-745 02024 730-745 00000
745-800 117312 745-800 00044
800-815 11103 800-815 00022
815-830 253515 815-830 00000
830-845 01214 830-845 00011
845-900 01012 845-900 00000
HOUR TOTALS NORTH EAST SOUTH WEST TOTAL HOUR TOTALS NORTH EAST SOUTH WEST TOTAL
PERIOD LEG LEG LEG LEG PERIOD LEG LEG LEG LEG
700-800 187622 700-800 00044
715-815 278522 715-815 00066
730-830 4 9 11 10 34 730-830 00066
745-845 4 8 13 9 34 745-845 00077
800-900 386724 800-900 00033
730-830
733
872
WILTEC Phone: (626) 564-1944
INTERSECTION CAR/PED/BIKE TRAFFIC COUNT RESULTS SUMMARY
CLIENT: CITY OF ARCACIA
PROJECT: MORLAN PLACE
DATE: TUESDAY JANUARY 29, 2019
PERIOD: 4:00 PM TO 6:00 PM
INTERSECTION: N/S SANTA ANITA AVENUE
E/W MORLAN PLACE
CITY: ARCADIA
VEHICLE COUNTS
15 MIN COUNTS 1 2 3 3U 4 5 6 6U 7 8 9 9U 10 11
PERIOD SBRT SBTH SBLT SBUT WBRT WBTH WBLT WBUT NBRT NBTH NBLT NBUT EBRT EBTH
400-415 6 185 14 0 15 2 4 0 17 183 2551
415-430 7 173 5 1 14 23061261170
430-445 11 176 11 1 11 2 2 0 15 185 4191
445-500 11 198 13 2 22 0 7 0 10 171 3392
500-515 2 201 9 0 29 5 10 0 7 173 3491
515-530 5 206 7 2 15 3 6 0 14 177 3 2 10 1
530-545 3 200 10 1 18 19091522573
545-600 5 179 10 0 11 55071434151
HOUR TOTALS 1 2 3 3U 4 5 6 6U 7 8 9 9U 10 11
PERIOD SBRT SBTH SBLT SBUT WBRT WBTH WBLT WBUT NBRT NBTH NBLT NBUT EBRT EBTH
400-500 35 732 43 4 62 6 16 0 48 665 10 10 30 4
415-515 31 748 38 4 76 9 22 0 38 655 11 9 34 4
430-530 29 781 40 5 77 10 25 0 46 706 13 10 37 5
445-545 21 805 39 5 84 9 32 0 40 673 11 14 35 7
500-600 15 786 36 3 73 14 30 0 37 645 12 12 31 6
PEAK HOUR
77
10
112
25
29 781 40 5
0
0
10 13 706 46
11
MORLAN PLACE 53
5
37 SANTA ANITA AVENUE
PEDESTRIAN COUNTS BICYCLE COUNTS
15 MIN COUNTS NORTH EAST SOUTH WEST TOTAL 15 MIN COUNTS NORTH EAST SOUTH WEST TOTAL
PERIOD LEG LEG LEG LEG PERIOD LEG LEG LEG LEG
400-415 01135 400-415 01012
415-430 02024 415-430 01012
430-445 01012 430-445 01012
445-500 03238 445-500 00022
500-515 00426 500-515 00000
515-530 32106 515-530 00000
530-545 00213 530-545 00000
545-600 00145 545-600 00000
HOUR TOTALS NORTH EAST SOUTH WEST TOTAL HOUR TOTALS NORTH EAST SOUTH WEST TOTAL
PERIOD LEG LEG LEG LEG PERIOD LEG LEG LEG LEG
400-500 073919 400-500 03058
415-515 066820 415-515 02046
430-530 367622 430-530 01034
445-545 359623 445-545 00022
500-600 328720 500-600 00000
430-530
855
775
File Name : 01_ARC_Santa Anita_Colorado AM
Site Code : 10518316
Start Date : 5/15/2018
Page No : 1
City of Arcadia
N/S: Santa Anita Avenue
E/W: Colorado Boulevard
Weather: Clear
Groups Printed- Total Volume
Santa Anita Avenue
Southbound
Colorado Boulevard
Westbound
Santa Anita Avenue
Northbound
Colorado Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
07:00 AM 22 126 19 167 42 58 38 138 22 153 5 180 9 13 7 29 514
07:15 AM 18 196 31 245 43 76 37 156 25 170 18 213 10 10 7 27 641
07:30 AM 16 243 64 323 63 126 25 214 35 189 23 247 19 34 13 66 850
07:45 AM 26 288 52 366 71 80 32 183 28 239 38 305 21 24 17 62 916
Total 82 853 166 1101 219 340 132 691 110 751 84 945 59 81 44 184 2921
08:00 AM 20 203 45 268 59 89 33 181 28 250 39 317 18 45 21 84 850
08:15 AM 30 216 62 308 42 84 26 152 34 217 15 266 10 24 7 41 767
08:30 AM 23 196 45 264 22 56 25 103 19 160 18 197 19 21 16 56 620
08:45 AM 24 220 43 287 22 44 25 91 20 153 10 183 13 25 6 44 605
Total 97 835 195 1127 145 273 109 527 101 780 82 963 60 115 50 225 2842
Grand Total 179 1688 361 2228 364 613 241 1218 211 1531 166 1908 119 196 94 409 5763
Apprch %8 75.8 16.2 29.9 50.3 19.8 11.1 80.2 8.7 29.1 47.9 23
Total %3.1 29.3 6.3 38.7 6.3 10.6 4.2 21.1 3.7 26.6 2.9 33.1 2.1 3.4 1.6 7.1
Santa Anita Avenue
Southbound
Colorado Boulevard
Westbound
Santa Anita Avenue
Northbound
Colorado Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 16 243 64 323 63 126 25 214 35 189 23 247 19 34 13 66 850
07:45 AM 26 288 52 366 71 80 32 183 28 239 38 305 21 24 17 62 916
08:00 AM 20 203 45 268 59 89 33 181 28 250 39 317 18 45 21 84 850
08:15 AM 30 216 62 308 42 84 26 152 34 217 15 266 10 24 7 41 767
Total Volume 92 950 223 1265 235 379 116 730 125 895 115 1135 68 127 58 253 3383
% App. Total 7.3 75.1 17.6 32.2 51.9 15.9 11 78.9 10.1 26.9 50.2 22.9
PHF .767 .825 .871 .864 .827 .752 .879 .853 .893 .895 .737 .895 .810 .706 .690 .753 .923
Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_ARC_Santa Anita_Colorado AM
Site Code : 10518316
Start Date : 5/15/2018
Page No : 2
City of Arcadia
N/S: Santa Anita Avenue
E/W: Colorado Boulevard
Weather: Clear
Santa Anita Avenue Colorado Boulevard Colorado Boulevard Santa Anita Avenue
Right
223
Thru
950
Left
92
InOut Total
1079 1265 2344 Right116 Thru379 Left235 OutTotalIn334 730 1064 Left
125
Thru
895
Right
115
Out TotalIn
1243 1135 2378 Left68 Thru127 Right58 TotalOutIn727 253 980 Peak Hour Begins at 07:30 AM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:30 AM 07:15 AM 07:30 AM 07:30 AM
+0 mins.16 243 64 323 43 76 37 156 35 189 23 247 19 34 13 66
+15 mins.26 288 52 366 63 126 25 214 28 239 38 305 21 24 17 62
+30 mins.20 203 45 268 71 80 32 183 28 250 39 317 18 45 21 84
+45 mins.30 216 62 308 59 89 33 181 34 217 15 266 10 24 7 41
Total Volume 92 950 223 1265 236 371 127 734 125 895 115 1135 68 127 58 253
% App. Total 7.3 75.1 17.6 32.2 50.5 17.3 11 78.9 10.1 26.9 50.2 22.9
PHF .767 .825 .871 .864 .831 .736 .858 .857 .893 .895 .737 .895 .810 .706 .690 .753
Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_ARC_Santa Anita_Colorado PM
Site Code : 10518316
Start Date : 5/15/2018
Page No : 1
City of Arcadia
N/S: Santa Anita Avenue
E/W: Colorado Boulevard
Weather: Clear
Groups Printed- Total Volume
Santa Anita Avenue
Southbound
Colorado Boulevard
Westbound
Santa Anita Avenue
Northbound
Colorado Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
04:00 PM 36 203 14 253 24 19 29 72 18 248 35 301 21 89 25 135 761
04:15 PM 33 214 9 256 15 18 29 62 12 215 41 268 23 103 31 157 743
04:30 PM 29 197 15 241 16 32 25 73 13 224 40 277 18 112 18 148 739
04:45 PM 48 230 19 297 24 29 25 78 15 241 49 305 11 87 9 107 787
Total 146 844 57 1047 79 98 108 285 58 928 165 1151 73 391 83 547 3030
05:00 PM 41 244 17 302 31 33 44 108 19 250 59 328 22 117 15 154 892
05:15 PM 37 240 18 295 18 24 30 72 12 265 47 324 16 99 13 128 819
05:30 PM 48 236 26 310 16 23 34 73 18 185 42 245 11 130 19 160 788
05:45 PM 43 268 19 330 18 18 23 59 17 221 53 291 9 114 28 151 831
Total 169 988 80 1237 83 98 131 312 66 921 201 1188 58 460 75 593 3330
Grand Total 315 1832 137 2284 162 196 239 597 124 1849 366 2339 131 851 158 1140 6360
Apprch %13.8 80.2 6 27.1 32.8 40 5.3 79.1 15.6 11.5 74.6 13.9
Total %5 28.8 2.2 35.9 2.5 3.1 3.8 9.4 1.9 29.1 5.8 36.8 2.1 13.4 2.5 17.9
Santa Anita Avenue
Southbound
Colorado Boulevard
Westbound
Santa Anita Avenue
Northbound
Colorado Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 41 244 17 302 31 33 44 108 19 250 59 328 22 117 15 154 892
05:15 PM 37 240 18 295 18 24 30 72 12 265 47 324 16 99 13 128 819
05:30 PM 48 236 26 310 16 23 34 73 18 185 42 245 11 130 19 160 788
05:45 PM 43 268 19 330 18 18 23 59 17 221 53 291 9 114 28 151 831
Total Volume 169 988 80 1237 83 98 131 312 66 921 201 1188 58 460 75 593 3330
% App. Total 13.7 79.9 6.5 26.6 31.4 42 5.6 77.5 16.9 9.8 77.6 12.6
PHF .880 .922 .769 .937 .669 .742 .744 .722 .868 .869 .852 .905 .659 .885 .670 .927 .933
Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_ARC_Santa Anita_Colorado PM
Site Code : 10518316
Start Date : 5/15/2018
Page No : 2
City of Arcadia
N/S: Santa Anita Avenue
E/W: Colorado Boulevard
Weather: Clear
Santa Anita Avenue Colorado Boulevard Colorado Boulevard Santa Anita Avenue
Right
80
Thru
988
Left
169
InOut Total
1110 1237 2347 Right131 Thru98 Left83 OutTotalIn830 312 1142 Left
66
Thru
921
Right
201
Out TotalIn
1146 1188 2334 Left58 Thru460 Right75 TotalOutIn244 593 837 Peak Hour Begins at 05:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
05:00 PM 04:30 PM 04:30 PM 05:00 PM
+0 mins.41 244 17 302 16 32 25 73 13 224 40 277 22 117 15 154
+15 mins.37 240 18 295 24 29 25 78 15 241 49 305 16 99 13 128
+30 mins.48 236 26 310 31 33 44 108 19 250 59 328 11 130 19 160
+45 mins.43 268 19 330 18 24 30 72 12 265 47 324 9 114 28 151
Total Volume 169 988 80 1237 89 118 124 331 59 980 195 1234 58 460 75 593
% App. Total 13.7 79.9 6.5 26.9 35.6 37.5 4.8 79.4 15.8 9.8 77.6 12.6
PHF .880 .922 .769 .937 .718 .894 .705 .766 .776 .925 .826 .941 .659 .885 .670 .927
Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_ARC_Santa Anita_Santa Clara AM
Site Code : 10518316
Start Date : 5/15/2018
Page No : 1
City of Arcadia
N/S: Santa Anita Avenue
E/W: Santa Clara Street
Weather: Clear
Groups Printed- Total Volume
Santa Anita Avenue
Southbound
Santa Clara Street
Westbound
Santa Anita Avenue
Northbound
Santa Clara Street
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
07:00 AM 10 94 41 145 3 17 13 33 0 156 11 167 35 11 0 46 391
07:15 AM 14 132 68 214 9 28 13 50 2 160 16 178 39 10 2 51 493
07:30 AM 8 196 90 294 6 41 14 61 2 158 14 174 61 21 2 84 613
07:45 AM 12 228 135 375 11 32 8 51 7 171 18 196 116 31 6 153 775
Total 44 650 334 1028 29 118 48 195 11 645 59 715 251 73 10 334 2272
08:00 AM 15 149 77 241 5 35 16 56 8 164 15 187 136 31 6 173 657
08:15 AM 23 143 78 244 11 34 18 63 11 159 21 191 83 28 5 116 614
08:30 AM 16 129 65 210 8 27 12 47 7 125 7 139 58 26 8 92 488
08:45 AM 28 152 65 245 9 23 12 44 5 129 11 145 57 29 6 92 526
Total 82 573 285 940 33 119 58 210 31 577 54 662 334 114 25 473 2285
Grand Total 126 1223 619 1968 62 237 106 405 42 1222 113 1377 585 187 35 807 4557
Apprch %6.4 62.1 31.5 15.3 58.5 26.2 3.1 88.7 8.2 72.5 23.2 4.3
Total %2.8 26.8 13.6 43.2 1.4 5.2 2.3 8.9 0.9 26.8 2.5 30.2 12.8 4.1 0.8 17.7
Santa Anita Avenue
Southbound
Santa Clara Street
Westbound
Santa Anita Avenue
Northbound
Santa Clara Street
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 8 196 90 294 6 41 14 61 2 158 14 174 61 21 2 84 613
07:45 AM 12 228 135 375 11 32 8 51 7 171 18 196 116 31 6 153 775
08:00 AM 15 149 77 241 5 35 16 56 8 164 15 187 136 31 6 173 657
08:15 AM 23 143 78 244 11 34 18 63 11 159 21 191 83 28 5 116 614
Total Volume 58 716 380 1154 33 142 56 231 28 652 68 748 396 111 19 526 2659
% App. Total 5 62 32.9 14.3 61.5 24.2 3.7 87.2 9.1 75.3 21.1 3.6
PHF .630 .785 .704 .769 .750 .866 .778 .917 .636 .953 .810 .954 .728 .895 .792 .760 .858
Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_ARC_Santa Anita_Santa Clara AM
Site Code : 10518316
Start Date : 5/15/2018
Page No : 2
City of Arcadia
N/S: Santa Anita Avenue
E/W: Santa Clara Street
Weather: Clear
Santa Anita Avenue Santa Clara Street Santa Clara Street Santa Anita Avenue
Right380 Thru716 Left58
InOut Total
1104 1154 2258 Right56 Thru142 Left33 OutTotalIn237 231 468 Left
28
Thru
652
Right
68
Out TotalIn
768 748 1516 Left396 Thru111 Right19 TotalOutIn550 526 1076 Peak Hour Begins at 07:30 AM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:30 AM 07:30 AM 07:30 AM 07:45 AM
+0 mins.8 196 90 294 6 41 14 61 2 158 14 174 116 31 6 153
+15 mins.12 228 135 375 11 32 8 51 7 171 18 196 136 31 6 173
+30 mins.15 149 77 241 5 35 16 56 8 164 15 187 83 28 5 116
+45 mins.23 143 78 244 11 34 18 63 11 159 21 191 58 26 8 92
Total Volume 58 716 380 1154 33 142 56 231 28 652 68 748 393 116 25 534
% App. Total 5 62 32.9 14.3 61.5 24.2 3.7 87.2 9.1 73.6 21.7 4.7
PHF .630 .785 .704 .769 .750 .866 .778 .917 .636 .953 .810 .954 .722 .935 .781 .772
Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_ARC_Santa Anita_Santa Clara PM
Site Code : 10518316
Start Date : 5/15/2018
Page No : 1
City of Arcadia
N/S: Santa Anita Avenue
E/W: Santa Clara Street
Weather: Clear
Groups Printed- Total Volume
Santa Anita Avenue
Southbound
Santa Clara Street
Westbound
Santa Anita Avenue
Northbound
Santa Clara Street
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
04:00 PM 26 159 38 223 17 17 18 52 5 189 20 214 68 36 8 112 601
04:15 PM 23 190 45 258 18 38 25 81 6 185 18 209 67 43 12 122 670
04:30 PM 32 158 47 237 13 32 27 72 6 180 25 211 72 46 11 129 649
04:45 PM 49 181 43 273 18 28 28 74 3 178 7 188 84 38 8 130 665
Total 130 688 173 991 66 115 98 279 20 732 70 822 291 163 39 493 2585
05:00 PM 22 209 48 279 21 37 20 78 6 173 20 199 77 41 7 125 681
05:15 PM 30 187 57 274 19 30 21 70 11 190 13 214 85 43 8 136 694
05:30 PM 23 195 48 266 16 30 26 72 5 155 14 174 77 40 6 123 635
05:45 PM 29 212 47 288 19 35 23 77 4 181 14 199 72 24 9 105 669
Total 104 803 200 1107 75 132 90 297 26 699 61 786 311 148 30 489 2679
Grand Total 234 1491 373 2098 141 247 188 576 46 1431 131 1608 602 311 69 982 5264
Apprch %11.2 71.1 17.8 24.5 42.9 32.6 2.9 89 8.1 61.3 31.7 7
Total %4.4 28.3 7.1 39.9 2.7 4.7 3.6 10.9 0.9 27.2 2.5 30.5 11.4 5.9 1.3 18.7
Santa Anita Avenue
Southbound
Santa Clara Street
Westbound
Santa Anita Avenue
Northbound
Santa Clara Street
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 32 158 47 237 13 32 27 72 6 180 25 211 72 46 11 129 649
04:45 PM 49 181 43 273 18 28 28 74 3 178 7 188 84 38 8 130 665
05:00 PM 22 209 48 279 21 37 20 78 6 173 20 199 77 41 7 125 681
05:15 PM 30 187 57 274 19 30 21 70 11 190 13 214 85 43 8 136 694
Total Volume 133 735 195 1063 71 127 96 294 26 721 65 812 318 168 34 520 2689
% App. Total 12.5 69.1 18.3 24.1 43.2 32.7 3.2 88.8 8 61.2 32.3 6.5
PHF .679 .879 .855 .953 .845 .858 .857 .942 .591 .949 .650 .949 .935 .913 .773 .956 .969
Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_ARC_Santa Anita_Santa Clara PM
Site Code : 10518316
Start Date : 5/15/2018
Page No : 2
City of Arcadia
N/S: Santa Anita Avenue
E/W: Santa Clara Street
Weather: Clear
Santa Anita Avenue Santa Clara Street Santa Clara Street Santa Anita Avenue
Right195 Thru735 Left133
InOut Total
1135 1063 2198 Right96 Thru127 Left71 OutTotalIn366 294 660 Left
26
Thru
721
Right
65
Out TotalIn
840 812 1652 Left318 Thru168 Right34 TotalOutIn348 520 868 Peak Hour Begins at 04:30 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
05:00 PM 04:15 PM 04:00 PM 04:30 PM
+0 mins.22 209 48 279 18 38 25 81 5 189 20 214 72 46 11 129
+15 mins.30 187 57 274 13 32 27 72 6 185 18 209 84 38 8 130
+30 mins.23 195 48 266 18 28 28 74 6 180 25 211 77 41 7 125
+45 mins.29 212 47 288 21 37 20 78 3 178 7 188 85 43 8 136
Total Volume 104 803 200 1107 70 135 100 305 20 732 70 822 318 168 34 520
% App. Total 9.4 72.5 18.1 23 44.3 32.8 2.4 89.1 8.5 61.2 32.3 6.5
PHF .867 .947 .877 .961 .833 .888 .893 .941 .833 .968 .700 .960 .935 .913 .773 .956
Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
Appendix B
Intersection Lane Configurations
Appendix C
Traffic Impact Analysis
of the Worst-Case Conditions
Appendix C
Traffic Impact Analysis
of the Worst-Case Conditions
In order to provide the most conservative analysis for the Project, a traffic impact analysis was
conducted without the benefit of the trip generation adjustments for public transit usage/walk-
ins, internal capture, and pass-by trips described in Chapter 5. This Appendix presents the
traffic impact analysis for the Project (Worst-Case) scenario.
PROJECT DESCRIPTION
As described in Chapter 1, the Project would redevelop the existing Bekins Storage Facility,
converting 10,000-15,000 sf into a Food Hall, with the remaining portions of the facility
remaining as storage units. For the purposes of this analysis, it was assumed that the Project
includes 31,239 sf of mini-warehouse storage facilities, 6,500 sf of fast-casual restaurant uses,
5,000 sf of grocery store uses, and 23 on-site parking spaces. Vehicular access to the Project
would be provided via two driveways on Morlan Place.
TRIP GENERATION
As in Chapter 5, the number of trips expected to be generated by the Project (Worst-Case) was
estimated using rates published in Trip Generation, 10th Edition.
As shown in Table E-1, after accounting for the removal of the existing uses currently on-site,
the Project (Worst-Case) is expected to generate 1,209 new trips on a typical weekday,
including 77 morning peak hour trips (41 inbound trips, 36 outbound trips) and 103 afternoon
peak hour trips (62 inbound trips, 41 outbound trips).
C-1
TRIP ASSIGNMENT
The Project (Worst-Case) trip generation estimates summarized in Table E-1 and the trip
distribution pattern shown in Figure 7 were used to assign the Project (Worst-Case)-generated
traffic through the study intersections. Figure E-1 illustrates the net Project-only (Worst-Case)
traffic volumes at the study intersections during typical weekday morning and afternoon peak
hours.
PROJECT TRAFFIC
Existing with Project Conditions
The Project-only (Worst-Case) morning and afternoon peak hour traffic volumes shown in
Figure E-1 were added to the existing morning and afternoon peak hour traffic volumes shown
in Figure 4. The resulting volumes are illustrated in Figure E-2 and represent Existing with
Project (Worst-Case) Conditions (Year 2019) after development of the Project under Existing
Conditions.
Table E-2 summarizes the Existing with Project (Worst-Case) Conditions during the weekday
morning and afternoon peak hours for the four signalized study intersections. As shown, all four
signalized intersections would operate at LOS D or better during both the weekday morning and
afternoon peak hours. The Project (Worst-Case) would cause the LOS at Intersection #5, Santa
Anita Avenue & Huntington Drive, to change from LOS C to LOS D during the afternoon peak
hour. The Project would not result in significant impacts at any of the four intersections.
Therefore, no mitigation is required based on Existing with Project Conditions.
Future with Project Conditions
The Project-only (Worst-Case) morning and afternoon peak hour traffic volumes shown in
Figure E-1 were added to the Future without Project morning and afternoon peak hour traffic
volumes shown in Figure 6. The resulting volumes are illustrated in Figure E-3 and represent
C-2
Future with Project (Worst-Case) Conditions (Year 2020) after development of the Project
(Worst-Case) under Future without Project Conditions.
Table E-3 summarizes the Future with Project (Worst-Case) Conditions during the weekday
morning and afternoon peak hours for the four signalized study intersections. As in Future
without Project Conditions, three of the four signalized intersections would operate at LOS D or
better during both the weekday morning and afternoon peak hours. The remaining intersection,
Santa Anita Avenue & Huntington Drive (Intersection #5), would operate at LOS D during the
morning peak hour and LOS E during the afternoon peak hour under Future with Project (Worst-
Case) Conditions. The addition of Project (Worst-Case) traffic would also cause the LOS at
Intersection #3, Santa Anita Avenue & Santa Clara Street, to change from LOS B to LOS C
during the morning peak hour.
As described in Chapter 2, the City-wide target for acceptable peak hour LOS is LOS D except
at certain locations where LOS E is considered acceptable. The LOS of all four signalized study
intersections would be considered acceptable if operating at LOS E during either the morning or
afternoon peak hour. The Project (Worst-Case) would not result in significant impacts at any of
the four intersections. Therefore, no mitigation is required based on Future with Project (Worst-
Case) Conditions.
UNSIGNALIZED INTERSECTIONS
Tables E-4 and E-5 summarize the weekday morning and afternoon peak hour delay and
corresponding LOS for the two unsignalized intersections under Existing and Future Conditions.
As shown in Table E-4, Morlan Place & Huntington Drive is anticipated to operate at LOS D or
better in the morning and afternoon peak hour under Existing and Existing with Project (Worst-
Case) Conditions. Santa Anita Avenue & Morlan Place / Wheeler Avenue is anticipated to
operate at LOS E during both the morning and afternoon peak hour under Existing Conditions.
With the addition of Project (Worst-Case) traffic, Santa Anita Avenue & Morlan Place / Wheeler
Avenue is anticipated to operate at LOS E during the morning peak hour and at LOS F during
the afternoon peak hour under Existing with Project (Worst-Case) Conditions.
C-3
As shown in Table E-5, both unsignalized intersections are anticipated to operate at LOS E or
worse during either the morning and afternoon peak hour under Future Conditions, with and
without the addition of Project (Worst-Case) traffic.
Therefore, traffic signal warrant analyses were conducted.
LOS worksheets are provided in Attachment 1.
Signal Warrant Analyses
The intersections were analyzed using the same methodology described in Chapter 7. Tables
E-4 and E-5 summarize the results of the signal warrant analyses under Existing and Future
Conditions, respectively. As shown, the two unsignalized intersections would not meet the
warrant thresholds under Existing or Future Conditions, with or without addition of Project
(Worst-Case) traffic. Therefore, a traffic signal is not required or recommended at either of these
locations.
Detailed signal warrant worksheets are provided in Attachment 2.
CONGESTION MANAGEMENT PROGRAM (CMP) ANALYSIS
Based on the trip distribution patterns illustrated in Figure 7, the Project (Worst-Case) would add
a total of four trips during the morning peak hour and five trips during the afternoon peak hour to
the CMP arterial monitoring station at Rosemead Boulevard & East Foothill Boulevard.
Therefore, the Project’s (Worst-Case) CMP arterial intersection impacts are considered to be
less than significant and no further analysis is required.
The CMP identifies one freeway mainline monitoring location at I-210 at Rosemead Boulevard,
approximately 2.3 miles from the Project Site. As shown in Table E-1, the Project (Worst-Case)
generates fewer than 150 peak hour trips. Since the Project would not add 150 peak hour trips
in either direction to the CMP mainline freeway monitoring location, further CMP freeway
segment analysis is not required.
C-4
C-5
C-6
C-7
In Out Total In Out Total
Trip Generation Rates [a]
Warehousing 150 1.74 77%23%0.17 27%73%0.19
Mini-Warehouse 151 1.51 60%40%0.10 47%53%0.17
General Office Building 710 9.74 86%14%1.16 16%84%1.15
Supermarket 850 106.78 60%40%3.82 51%49%9.24
High-Turnover (Sit-Down) Restaurant 932 112.18 55%45%9.94 62%38%9.77
Trip Generation Estimates
Proposed Project
Mini-Warehouse 151 31,230 sf 47 2 1 3 2 3 5
Supermarket 850 5,000 sf 534 11 8 19 23 23 46
Restaurant 932 6,500 sf 729 36 29 65 40 24 64
1,310 49 38 87 65 50 115
Existing Uses to be Removed
Warehousing 150 5,000 sf 9 1 0 1 0 1 1
Mini-Warehouse 151 28,761 sf 43 2 1 3 2 3 5
General Office Building 710 5,000 sf 49 5 1 6 1 5 6
101 8 2 10 3 9 12
1,209 41 36 77 62 41 103
Notes:
sf = square feet.
[a] Trip generation rates are from Trip Generation, 10th Edition (Institute of Transportation Engineers, 2017).
per 1,000 sf
TABLE C-1
PROJECT (WORST-CASE) TRIP GENERATION ESTIMATES
Land Use
ITE
Land
Use
Rate or Size Daily
Morning Peak Hour Afternoon Peak Hour
per 1,000 sf
per 1,000 sf
TOTAL NET NEW PROJECT TRIPS
Total Proposed Project Trips
Total Existing Uses Trips
per 1,000 sf
per 1,000 sf
C-8
TABLE C-2
EXISTING WITH PROJECT (WORST-CASE) CONDITIONS (YEAR 2019)
INTERSECTION LEVELS OF SERVICE AND SIGNIFICANT IMPACTS
Existing Conditions Existing with Project Conditions
V/C LOS V/C LOS ∆ V/C Impact
1.Santa Clara Street &AM 0.757 C 0.760 C 0.003 NO
Huntington Drive PM 0.694 B 0.697 B 0.003 NO
3.Santa Anita Avenue &AM 0.623 B 0.627 B 0.004 NO
Santa Clara Street PM 0.676 B 0.681 B 0.005 NO
5.Santa Anita Avenue &AM 0.738 C 0.741 C 0.003 NO
Huntington Drive PM 0.798 C 0.807 D 0.009 NO
6.Santa Anita Avenue &AM 0.663 B 0.669 B 0.006 NO
Colorado Boulevard PM 0.654 B 0.660 B 0.006 NO
No.Intersection Peak
Hour
C-9
TABLE C-3
FUTURE WITH PROJECT (WORST-CASE) CONDITIONS (YEAR 2020)
INTERSECTION LEVELS OF SERVICE AND SIGNIFICANT IMPACTS
Future without Project
Conditions Future with Project Conditions
V/C LOS V/C LOS ∆ V/C Impact
1.Santa Clara Street &AM 0.819 D 0.821 D 0.002 NO
Huntington Drive PM 0.755 C 0.759 C 0.004 NO
3.Santa Anita Avenue &AM 0.699 B 0.703 C 0.004 NO
Santa Clara Street PM 0.790 C 0.794 C 0.004 NO
5.Santa Anita Avenue &AM 0.804 D 0.810 D 0.006 NO
Huntington Drive PM 0.924 E 0.934 E 0.010 NO
6.Santa Anita Avenue &AM 0.769 C 0.775 C 0.006 NO
Colorado Boulevard PM 0.736 C 0.744 C 0.008 NO
No.Intersection Peak
Hour
C-10
TABLE C-4
EXISTING WITH PROJECT (WORST-CASE) CONDITIONS (YEAR 2019)
UNSIGNALIZED INTERSECTION PEAK HOUR LEVELS OF SERVICE
Existing Conditions Existing with Project
Conditions
Delay LOS Meets Signal
Warrants Delay LOS Meets Signal
Warrants
2.Morlan Place &A.M.34.9 D 33.1 D
Huntington Drive P.M.13.3 B 13.4 B
4.Santa Anita Avenue &A.M.35.2 E 43.6 E
Morlan Place / Wheeler Avenue P.M.48.0 E 71.3 F
Note:Intersections #2 and #4 are 2-way stop controlled.
Reported delay is worst approach delay.
NO NO
No.Intersection Peak Hour
NO NO
C-11
TABLE C-5
FUTURE WITH PROJECT (WORST-CASE) CONDITIONS (YEAR 2020)
UNSIGNALIZED INTERSECTION PEAK HOUR LEVELS OF SERVICE
Future without Project Conditions Future with Project
Conditions
Delay LOS Meets Signal
Warrants Delay LOS Meets Signal
Warrants
2.Morlan Place &A.M.41.9 E 39.5 E
Huntington Drive P.M.15.3 C 15.4 C
4.Santa Anita Avenue &A.M.66.1 F 109.4 F
Morlan Place / Wheeler Avenue P.M.Overflow N/A 368.0 F
Note:Intersections #2 and #4 are 2-way stop controlled.
Reported delay is worst approach delay.
NO NO
No.Intersection Peak Hour
NO NO
C-12
Attachment 1
Level of Service Worksheets
Printed 3/21/2019
EXISTING WITH PROJECT (WORST CASE) CONDITIONS (YEAR 2019)
J1699 - ARCADIA COMMONS
Intersection Capacity Utilization Analysis
1. SANTA CLARA STREET & HUNTINGTON DRIVE
Through Lane Capacity:1680 vph North/South Split Phase:Y
Left-Turn Lane Capacity:1680 vph East/West Split Phase:N
Double-Left Penalty:20 %Loss Time % per Cycle:10%
Right-Turn on Red:50 %ITS Percentage:0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 770 0.227 *N/S 1:0.404 *
Southbound Through 0.00 0 0 0.000 N/S 2:0.000
Left 0.00 0 0 0.000 E/W 1:0.026
Right 0.50 0 19 0.000 E/W 2:0.256 *
Westbound Through 2.50 5,040 1,246 0.251 *
Left 0.00 0 0 0.000 V/C Ratio:0.660
Right 2.00 3,360 595 0.177 *Loss Time:0.100
Northbound Through 2.00 3,360 532 0.158 ITS:0.000
Left 1.00 1,680 77 0.046
Right 0.00 0 0 0.000 ICU:0.760
Eastbound Through 3.00 5,040 133 0.026
Left 1.00 1,680 8 0.005 *LOS:C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 524 0.132 *N/S 1:0.373 *
Southbound Through 0.00 0 0 0.000 N/S 2:0.000
Left 0.00 0 0 0.000 E/W 1:0.202
Right 0.50 0 20 0.000 E/W 2:0.224 *
Westbound Through 2.50 5,040 871 0.177 *
Left 0.00 0 0 0.000 V/C Ratio:0.597
Right 2.00 3,360 811 0.241 *Loss Time:0.100
Northbound Through 2.00 3,360 659 0.196 ITS:0.000
Left 1.00 1,680 119 0.071
Right 0.00 0 0 0.000 ICU:0.697
Eastbound Through 3.00 5,040 1,020 0.202
Left 1.00 1,680 79 0.047 *LOS:B
* Critical Movement
Gibson Transportation Consulting, Inc.J1699-G-ICU ExP.xlsm
Printed 3/21/2019
EXISTING WITH PROJECT (WORST CASE) CONDITIONS (YEAR 2019)
J1699 - ARCADIA COMMONS
Intersection Capacity Utilization Analysis
3. SANTA ANITA AVENUE & SANTA CLARA STREET
Through Lane Capacity:1680 vph North/South Split Phase:N
Left-Turn Lane Capacity:1680 vph East/West Split Phase:N
Double-Left Penalty:20 %Loss Time % per Cycle:10%
Right-Turn on Red:50 %ITS Percentage:0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 388 0.156 N/S 1:0.257 *
Southbound Through 2.00 3,360 742 0.221 N/S 2:0.238
Left 1.00 1,680 59 0.035 *E/W 1:0.100
Right 0.50 0 57 0.000 E/W 2:0.270 *
Westbound Through 0.50 1,680 145 0.120 *
Left 1.00 1,680 36 0.021 V/C Ratio:0.527
Right 0.50 0 71 0.000 Loss Time:0.100
Northbound Through 1.50 3,360 676 0.222 *ITS:0.000
Left 1.00 1,680 29 0.017
Right 0.50 0 19 0.000 ICU:0.627
Eastbound Through 0.50 1,680 113 0.079
Left 2.00 2,688 404 0.150 *LOS:B
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 199 0.058 N/S 1:0.324 *
Southbound Through 2.00 3,360 769 0.229 N/S 2:0.245
Left 1.00 1,680 136 0.081 *E/W 1:0.168
Right 0.50 0 98 0.000 E/W 2:0.257 *
Westbound Through 0.50 1,680 130 0.136 *
Left 1.00 1,680 75 0.045 V/C Ratio:0.581
Right 0.50 0 68 0.000 Loss Time:0.100
Northbound Through 1.50 3,360 747 0.243 *ITS:0.000
Left 1.00 1,680 27 0.016
Right 0.50 0 35 0.000 ICU:0.681
Eastbound Through 0.50 1,680 171 0.123
Left 2.00 2,688 324 0.121 *LOS:B
* Critical Movement
Gibson Transportation Consulting, Inc.J1699-G-ICU ExP.xlsm
Printed 3/21/2019
EXISTING WITH PROJECT (WORST CASE) CONDITIONS (YEAR 2019)
J1699 - ARCADIA COMMONS
Intersection Capacity Utilization Analysis
5. SANTA ANITA AVENUE & HUNTINGTON DRIVE
Through Lane Capacity:1680 vph North/South Split Phase:N
Left-Turn Lane Capacity:1680 vph East/West Split Phase:N
Double-Left Penalty:20 %Loss Time % per Cycle:10%
Right-Turn on Red:50 %ITS Percentage:0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 81 0.029 N/S 1:0.341
Southbound Through 2.00 3,360 697 0.207 *N/S 2:0.373 *
Left 2.00 2,688 72 0.027 E/W 1:0.187
Right 1.00 1,680 67 0.026 E/W 2:0.268 *
Westbound Through 2.00 3,360 770 0.229 *
Left 1.00 1,680 84 0.050 V/C Ratio:0.641
Right 1.00 1,680 110 0.040 Loss Time:0.100
Northbound Through 2.00 3,360 1,055 0.314 ITS:0.000
Left 2.00 2,688 447 0.166 *
Right 1.00 1,680 235 0.057 ICU:0.741
Eastbound Through 2.00 3,360 461 0.137
Left 1.00 1,680 66 0.039 *LOS:C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 88 0.016 N/S 1:0.290 *
Southbound Through 2.00 3,360 657 0.196 N/S 2:0.264
Left 2.00 2,688 150 0.056 *E/W 1:0.417 *
Right 1.00 1,680 99 0.031 E/W 2:0.246
Westbound Through 2.00 3,360 586 0.174
Left 1.00 1,680 144 0.086 *V/C Ratio:0.707
Right 1.00 1,680 166 0.056 Loss Time:0.100
Northbound Through 2.00 3,360 786 0.234 *ITS:0.000
Left 2.00 2,688 183 0.068
Right 1.00 1,680 527 0.280 ICU:0.807
Eastbound Through 2.00 3,360 1,112 0.331 *
Left 1.00 1,680 121 0.072 LOS:D
* Critical Movement
Gibson Transportation Consulting, Inc.J1699-G-ICU ExP.xlsm
Printed 3/21/2019
EXISTING WITH PROJECT (WORST CASE) CONDITIONS (YEAR 2019)
J1699 - ARCADIA COMMONS
Intersection Capacity Utilization Analysis
6. SANTA ANITA AVENUE & COLORADO BOULEVARD
Through Lane Capacity:1680 vph North/South Split Phase:N
Left-Turn Lane Capacity:1680 vph East/West Split Phase:N
Double-Left Penalty:20 %Loss Time % per Cycle:10%
Right-Turn on Red:50 %ITS Percentage:0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 227 0.115 N/S 1:0.241
Southbound Through 2.00 3,360 977 0.291 *N/S 2:0.368 *
Left 2.00 2,688 94 0.035 E/W 1:0.201 *
Right 0.50 0 118 0.000 E/W 2:0.191
Westbound Through 1.50 3,360 387 0.150
Left 1.00 1,680 242 0.144 *V/C Ratio:0.569
Right 0.50 0 119 0.000 Loss Time:0.100
Northbound Through 2.50 5,040 920 0.206 ITS:0.000
Left 1.00 1,680 130 0.077 *
Right 0.50 0 61 0.000 ICU:0.669
Eastbound Through 1.50 3,360 130 0.057 *
Left 1.00 1,680 69 0.041 LOS:B
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 82 0.031 N/S 1:0.293
Southbound Through 2.00 3,360 1,020 0.304 *N/S 2:0.345 *
Left 2.00 2,688 172 0.064 E/W 1:0.215 *
Right 0.50 1,680 134 0.080 E/W 2:0.115
Westbound Through 1.50 1,680 100 0.060
Left 1.00 1,680 88 0.052 *V/C Ratio:0.560
Right 0.50 0 207 0.000 Loss Time:0.100
Northbound Through 2.50 5,040 947 0.229 ITS:0.000
Left 1.00 1,680 69 0.041 *
Right 0.50 0 80 0.000 ICU:0.660
Eastbound Through 1.50 3,360 469 0.163 *
Left 1.00 1,680 59 0.035 LOS:B
* Critical Movement
Gibson Transportation Consulting, Inc.J1699-G-ICU ExP.xlsm
Printed 3/21/2019
FUTURE WITH PROJECT (WORST CASE) CONDITIONS (YEAR 2020)
J1699 - ARCADIA COMMONS
Intersection Capacity Utilization Analysis
1. SANTA CLARA STREET & HUNTINGTON DRIVE
Through Lane Capacity:1680 vph North/South Split Phase:Y
Left-Turn Lane Capacity:1680 vph East/West Split Phase:N
Double-Left Penalty:20 %Loss Time % per Cycle:10%
Right-Turn on Red:50 %ITS Percentage:0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 788 0.232 *N/S 1:0.440 *
Southbound Through 0.00 0 0 0.000 N/S 2:0.000
Left 0.00 0 0 0.000 E/W 1:0.030
Right 0.50 0 19 0.000 E/W 2:0.281 *
Westbound Through 2.50 5,040 1,370 0.276 *
Left 0.00 0 0 0.000 V/C Ratio:0.721
Right 2.00 3,360 700 0.208 *Loss Time:0.100
Northbound Through 2.00 3,360 565 0.168 ITS:0.000
Left 1.00 1,680 133 0.079
Right 0.00 0 0 0.000 ICU:0.821
Eastbound Through 3.00 5,040 152 0.030
Left 1.00 1,680 8 0.005 *LOS:D
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 536 0.135 *N/S 1:0.397 *
Southbound Through 0.00 0 0 0.000 N/S 2:0.000
Left 0.00 0 0 0.000 E/W 1:0.224
Right 0.50 0 20 0.000 E/W 2:0.262 *
Westbound Through 2.50 5,040 1,061 0.214 *
Left 0.00 0 0 0.000 V/C Ratio:0.659
Right 2.00 3,360 879 0.262 *Loss Time:0.100
Northbound Through 2.00 3,360 683 0.203 ITS:0.000
Left 1.00 1,680 148 0.088
Right 0.00 0 0 0.000 ICU:0.759
Eastbound Through 3.00 5,040 1,128 0.224
Left 1.00 1,680 81 0.048 *LOS:C
* Critical Movement
Gibson Transportation Consulting, Inc.J1699-G-ICU FP.xlsm
Printed 3/21/2019
FUTURE WITH PROJECT (WORST CASE) CONDITIONS (YEAR 2020)
J1699 - ARCADIA COMMONS
Intersection Capacity Utilization Analysis
3. SANTA ANITA AVENUE & SANTA CLARA STREET
Through Lane Capacity:1680 vph North/South Split Phase:N
Left-Turn Lane Capacity:1680 vph East/West Split Phase:N
Double-Left Penalty:20 %Loss Time % per Cycle:10%
Right-Turn on Red:50 %ITS Percentage:0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 396 0.159 N/S 1:0.283
Southbound Through 2.00 3,360 1,010 0.301 *N/S 2:0.319 *
Left 1.00 1,680 65 0.039 E/W 1:0.115
Right 0.50 0 67 0.000 E/W 2:0.284 *
Westbound Through 0.50 1,680 151 0.130 *
Left 1.00 1,680 38 0.023 V/C Ratio:0.603
Right 0.50 0 72 0.000 Loss Time:0.100
Northbound Through 1.50 3,360 748 0.244 ITS:0.000
Left 1.00 1,680 30 0.018 *
Right 0.50 0 19 0.000 ICU:0.703
Eastbound Through 0.50 1,680 135 0.092
Left 2.00 2,688 414 0.154 *LOS:C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 203 0.059 N/S 1:0.427 *
Southbound Through 2.00 3,360 923 0.275 N/S 2:0.292
Left 1.00 1,680 161 0.096 *E/W 1:0.178
Right 0.50 0 107 0.000 E/W 2:0.267 *
Westbound Through 0.50 1,680 135 0.144 *
Left 1.00 1,680 77 0.046 V/C Ratio:0.694
Right 0.50 0 70 0.000 Loss Time:0.100
Northbound Through 1.50 3,360 1,043 0.331 *ITS:0.000
Left 1.00 1,680 28 0.017
Right 0.50 0 36 0.000 ICU:0.794
Eastbound Through 0.50 1,680 185 0.132
Left 2.00 2,688 330 0.123 *LOS:C
* Critical Movement
Gibson Transportation Consulting, Inc.J1699-G-ICU FP.xlsm
Printed 3/21/2019
FUTURE WITH PROJECT (WORST CASE) CONDITIONS (YEAR 2020)
J1699 - ARCADIA COMMONS
Intersection Capacity Utilization Analysis
5. SANTA ANITA AVENUE & HUNTINGTON DRIVE
Through Lane Capacity:1680 vph North/South Split Phase:N
Left-Turn Lane Capacity:1680 vph East/West Split Phase:N
Double-Left Penalty:20 %Loss Time % per Cycle:10%
Right-Turn on Red:50 %ITS Percentage:0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 96 0.036 N/S 1:0.418 *
Southbound Through 2.00 3,360 777 0.231 N/S 2:0.413
Left 2.00 2,688 248 0.092 *E/W 1:0.227
Right 1.00 1,680 104 0.016 E/W 2:0.292 *
Westbound Through 2.00 3,360 840 0.250 *
Left 1.00 1,680 98 0.058 V/C Ratio:0.710
Right 1.00 1,680 159 0.065 Loss Time:0.100
Northbound Through 2.00 3,360 1,096 0.326 *ITS:0.000
Left 2.00 2,688 488 0.182
Right 1.00 1,680 248 0.057 ICU:0.810
Eastbound Through 2.00 3,360 569 0.169
Left 1.00 1,680 70 0.042 *LOS:D
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 99 0.018 N/S 1:0.351 *
Southbound Through 2.00 3,360 713 0.212 N/S 2:0.288
Left 2.00 2,688 241 0.090 *E/W 1:0.483 *
Right 1.00 1,680 293 0.130 E/W 2:0.305
Westbound Through 2.00 3,360 746 0.222
Left 1.00 1,680 204 0.121 *V/C Ratio:0.834
Right 1.00 1,680 193 0.054 Loss Time:0.100
Northbound Through 2.00 3,360 876 0.261 *ITS:0.000
Left 2.00 2,688 203 0.076
Right 1.00 1,680 579 0.307 ICU:0.934
Eastbound Through 2.00 3,360 1,217 0.362 *
Left 1.00 1,680 139 0.083 LOS:E
* Critical Movement
Gibson Transportation Consulting, Inc.J1699-G-ICU FP.xlsm
Printed 3/21/2019
FUTURE WITH PROJECT (WORST CASE) CONDITIONS (YEAR 2020)
J1699 - ARCADIA COMMONS
Intersection Capacity Utilization Analysis
6. SANTA ANITA AVENUE & COLORADO BOULEVARD
Through Lane Capacity:1680 vph North/South Split Phase:N
Left-Turn Lane Capacity:1680 vph East/West Split Phase:N
Double-Left Penalty:20 %Loss Time % per Cycle:10%
Right-Turn on Red:50 %ITS Percentage:0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 281 0.143 N/S 1:0.281
Southbound Through 2.00 3,360 1,237 0.368 *N/S 2:0.453 *
Left 2.00 2,688 161 0.060 E/W 1:0.222 *
Right 0.50 0 153 0.000 E/W 2:0.215
Westbound Through 1.50 3,360 404 0.166
Left 1.00 1,680 247 0.147 *V/C Ratio:0.675
Right 0.50 0 121 0.000 Loss Time:0.100
Northbound Through 2.50 5,040 992 0.221 ITS:0.000
Left 1.00 1,680 142 0.085 *
Right 0.50 0 92 0.000 ICU:0.775
Eastbound Through 1.50 3,360 159 0.075 *
Left 1.00 1,680 82 0.049 LOS:C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 108 0.028 N/S 1:0.360
Southbound Through 2.00 3,360 1,176 0.350 *N/S 2:0.414 *
Left 2.00 2,688 198 0.074 E/W 1:0.230 *
Right 0.50 1,680 240 0.143 E/W 2:0.216
Westbound Through 1.50 1,680 135 0.080
Left 1.00 1,680 90 0.054 *V/C Ratio:0.644
Right 0.50 0 211 0.000 Loss Time:0.100
Northbound Through 2.50 5,040 1,231 0.286 ITS:0.000
Left 1.00 1,680 107 0.064 *
Right 0.50 0 99 0.000 ICU:0.744
Eastbound Through 1.50 3,360 493 0.176 *
Left 1.00 1,680 123 0.073 LOS:C
* Critical Movement
Gibson Transportation Consulting, Inc.J1699-G-ICU FP.xlsm
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 3/21/2019
5:00 pm 2/12/2019 J1699 - Existing (Worst) With Project Conditions (2019) AM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.4
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 25 609 1810 8 4 20
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 27 662 1967 9 4 22
Major/Minor Major2 Minor2
Conflicting Flow All - 0 1972 987
Stage 1 - - 1972 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 54 246
Stage 1 - - 94 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 54 246
Mov Cap-2 Maneuver - - 54 -
Stage 1 - - 94 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 33.1
HCM LOS D
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 154
HCM Lane V/C Ratio - - 0.169
HCM Control Delay (s) - - 33.1
HCM Lane LOS - - D
HCM 95th %tile Q(veh) - - 0.6
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 3/21/2019
5:00 pm 2/12/2019 J1699 - Existing (Worst) With Project Conditions (2019) AM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 2.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 21 4 29 11 1 42 48 816 29 45 657 45
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 23 4 32 12 1 46 52 887 32 49 714 49
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1384 1859 382 1464 1868 459 763 0 0 918 0 0
Stage 1 836 836 - 1007 1007 - - - - - - -
Stage 2 548 1023 - 457 861 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 103 73 616 90 72 549 845 - - 739 - -
Stage 1 328 381 - 258 317 - - - - - - -
Stage 2 488 311 - 553 371 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 84 64 616 73 63 549 845 - - 739 - -
Mov Cap-2 Maneuver 84 64 - 73 63 - - - - - - -
Stage 1 308 356 - 242 297 - - - - - - -
Stage 2 418 292 - 484 346 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 43.6 26.9 0.5 0.6
HCM LOS E D
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 845 - - 150 222 739 - -
HCM Lane V/C Ratio 0.062 - - 0.391 0.264 0.066 - -
HCM Control Delay (s) 9.5 - - 43.6 26.9 10.2 - -
HCM Lane LOS A - - E D B - -
HCM 95th %tile Q(veh) 0.2 - - 1.7 1 0.2 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 3/21/2019
5:00 pm 2/12/2019 J1699 - Existing (Worst) With Project Conditions (2019) PM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 21 1585 878 3 4 62
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 23 1723 954 3 4 67
Major/Minor Major2 Minor2
Conflicting Flow All - 0 956 478
Stage 1 - - 956 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 256 534
Stage 1 - - 334 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 256 534
Mov Cap-2 Maneuver - - 256 -
Stage 1 - - 334 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 13.4
HCM LOS B
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 501
HCM Lane V/C Ratio - - 0.143
HCM Control Delay (s) - - 13.4
HCM Lane LOS - - B
HCM 95th %tile Q(veh) - - 0.5
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 3/21/2019
5:00 pm 2/12/2019 J1699 - Existing (Worst) With Project Conditions (2019) PM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 7.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 25 5 58 25 10 77 54 706 46 45 781 51
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 27 5 63 27 11 84 59 767 50 49 849 55
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1481 1909 452 1435 1912 409 904 0 0 817 0 0
Stage 1 974 974 - 910 910 - - - - - - -
Stage 2 507 935 - 525 1002 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 87 68 555 94 67 592 748 - - 807 - -
Stage 1 270 328 - 296 352 - - - - - - -
Stage 2 516 342 - 504 318 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 58 59 555 70 58 592 748 - - 807 - -
Mov Cap-2 Maneuver 58 59 - 70 58 - - - - - - -
Stage 1 249 308 - 273 324 - - - - - - -
Stage 2 394 315 - 412 299 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 71.3 66.7 0.7 0.5
HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 748 - - 142 170 807 - -
HCM Lane V/C Ratio 0.078 - - 0.674 0.716 0.061 - -
HCM Control Delay (s) 10.2 - - 71.3 66.7 9.7 - -
HCM Lane LOS B - - F F A - -
HCM 95th %tile Q(veh) 0.3 - - 3.8 4.4 0.2 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 3/21/2019
5:00 pm 2/12/2019 J1699 - Future (Worst) With Project Conditions (2020) AM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.5
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 25 730 1945 8 4 20
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 27 793 2114 9 4 22
Major/Minor Major2 Minor2
Conflicting Flow All - 0 2118 1060
Stage 1 - - 2118 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 43 220
Stage 1 - - 78 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 43 220
Mov Cap-2 Maneuver - - 43 -
Stage 1 - - 78 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 39.5
HCM LOS E
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 130
HCM Lane V/C Ratio - - 0.201
HCM Control Delay (s) - - 39.5
HCM Lane LOS - - E
HCM 95th %tile Q(veh) - - 0.7
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 3/21/2019
5:00 pm 2/12/2019 J1699 - Future (Worst) With Project Conditions (2020) AM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 4.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 21 4 29 11 1 43 49 892 30 46 923 46
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 23 4 32 12 1 47 53 970 33 50 1003 50
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1720 2237 527 1696 2245 501 1053 0 0 1002 0 0
Stage 1 1128 1128 - 1092 1092 - - - - - - -
Stage 2 592 1109 - 604 1153 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 58 42 496 60 41 515 657 - - 687 - -
Stage 1 218 278 - 229 289 - - - - - - -
Stage 2 460 283 - 452 270 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 46 36 496 45 35 515 657 - - 687 - -
Mov Cap-2 Maneuver 46 36 - 45 35 - - - - - - -
Stage 1 200 258 - 211 266 - - - - - - -
Stage 2 383 260 - 386 250 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 109.4 42.5 0.6 0.5
HCM LOS F E
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 657 - - 86 154 687 - -
HCM Lane V/C Ratio 0.081 - - 0.683 0.388 0.073 - -
HCM Control Delay (s) 11 - - 109.4 42.5 10.7 - -
HCM Lane LOS B - - F E B - -
HCM 95th %tile Q(veh) 0.3 - - 3.3 1.7 0.2 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 3/21/2019
5:00 pm 2/12/2019 J1699 - Future (Worst) With Project Conditions (2020) PM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 21 1756 1069 3 4 63
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 23 1909 1162 3 4 68
Major/Minor Major2 Minor2
Conflicting Flow All - 0 1164 582
Stage 1 - - 1164 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 188 456
Stage 1 - - 259 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 188 456
Mov Cap-2 Maneuver - - 188 -
Stage 1 - - 259 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 15.4
HCM LOS C
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 420
HCM Lane V/C Ratio - - 0.173
HCM Control Delay (s) - - 15.4
HCM Lane LOS - - C
HCM 95th %tile Q(veh) - - 0.6
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 3/21/2019
5:00 pm 2/12/2019 J1699 - Future (Worst) With Project Conditions (2020) PM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 32.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 25 5 59 26 10 79 54 1002 47 46 937 52
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 27 5 64 28 11 86 59 1089 51 50 1018 57
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1814 2405 538 1844 2407 570 1075 0 0 1140 0 0
Stage 1 1147 1147 - 1232 1232 - - - - - - -
Stage 2 667 1258 - 612 1175 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 49 33 488 46 33 465 644 - - 609 - -
Stage 1 212 272 - 188 248 - - - - - - -
Stage 2 414 241 - 447 264 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver ~ 25 28 488 30 28 465 644 - - 609 - -
Mov Cap-2 Maneuver ~ 25 28 - 30 28 - - - - - - -
Stage 1 193 250 - 171 225 - - - - - - -
Stage 2 292 219 - 349 242 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s $ 360.2 $ 368 0.5 0.5
HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 644 - - 68 83 609 - -
HCM Lane V/C Ratio 0.091 - - 1.423 1.506 0.082 - -
HCM Control Delay (s) 11.2 - -$ 360.2 $ 368 11.4 - -
HCM Lane LOS B - - F F B - -
HCM 95th %tile Q(veh) 0.3 - - 8.1 10 0.3 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Attachment 2
Signal Warrant Worksheets
Printed 3/21/2019
EXISTING WITH PROJECT CONDITIONS (YEAR 2019) - AM PEAK HOUR (WORST-CASE)
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
2. HUNTINGTON DRIVE & MORLAN PLACE
Major Street Name: Huntington Drive Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1):1,818
Major Street (Approach 2):634
Major Street Lanes: 3 [a] Major Street Left-Turns:25
Minor Street Lanes: 1 Minor Street (Higher Volume):0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1):1,818 Minimum Major Street Volume:510
Major Street (Approach 2):634 Satisfied?YES
Total Major Street Volume:2,452
Minimum Minor Street Volume:100
Major Street Left Turns:25 Satisfied?NO
Minor Street (Higher Volume):0
Total Minor Street Volume:25 Warrant 3 Satisfied?NO
[a]Major street left-turn volume is added to minor street volume if a protected left-turn signal phase is proposed.
[b]Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street -Higher-Volume Approach -VPHMajor Street -Total of Both Approaches -Vehicles per Hour
Figure 4C-3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Gibson Transportation Consulting, Inc.J1699- 02 ExP AM Signal Warrant.xlsm
Printed 3/21/2019
FUTURE WITH PROJECT CONDITIONS (YEAR 2020) - AM PEAK HOUR (WORST CASE)
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
2. HUNTINGTON DRIVE & MORLAN PLACE
Major Street Name: Huntington Drive Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1):1,953
Major Street (Approach 2):755
Major Street Lanes: 2 [a] Major Street Left-Turns:25
Minor Street Lanes: 1 Minor Street (Higher Volume):0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1):1,953 Minimum Major Street Volume:510
Major Street (Approach 2):755 Satisfied?YES
Total Major Street Volume:2,708
Minimum Minor Street Volume:100
Major Street Left Turns:25 Satisfied?NO
Minor Street (Higher Volume):0
Total Minor Street Volume:25 Warrant 3 Satisfied?NO
[a]Major street left-turn volume is added to minor street volume if a protected left-turn signal phase is proposed.
[b]Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street -Higher-Volume Approach -VPHMajor Street -Total of Both Approaches -Vehicles per Hour
Figure 4C-3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Gibson Transportation Consulting, Inc.J1699- 02 FP AM Signal Warrant.xlsm
EXISTING WITH PROJECT CONDITIONS (YEAR 2019) - AM PEAK HOUR (WORST CASE)
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1):893
Major Street (Approach 2):747
Major Street Lanes: 2 [a] Major Street Left-Turns:93
Minor Street Lanes: 1 Minor Street (Higher Volume):0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1):893 Minimum Major Street Volume:510
Major Street (Approach 2):747 Satisfied?YES
Total Major Street Volume:1,640
Minimum Minor Street Volume:118
Major Street Left Turns:93 Satisfied?NO
Minor Street (Higher Volume):0
Total Minor Street Volume:93 Warrant 3 Satisfied?NO
[a]Major street left-turn volume is added to minor street volume if a protected left-turn signal phase is proposed.
[b]Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street -Higher-Volume Approach -VPHMajor Street -Total of Both Approaches -Vehicles per Hour
Figure 4C-3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
EXISTING WITH PROJECT CONDITIONS (YEAR 2019) - PM PEAK HOUR (WORST-CASE)
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1):877
Major Street (Approach 2):806
Major Street Lanes: 2 [a] Major Street Left-Turns:99
Minor Street Lanes: 1 Minor Street (Higher Volume):0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1):877 Minimum Major Street Volume:510
Major Street (Approach 2):806 Satisfied?YES
Total Major Street Volume:1,683
Minimum Minor Street Volume:112
Major Street Left Turns:99 Satisfied?NO
Minor Street (Higher Volume):0
Total Minor Street Volume:99 Warrant 3 Satisfied?NO
[a]Major street left-turn volume is added to minor street volume if a protected left-turn signal phase is proposed.
[b]Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street -Higher-Volume Approach -VPHMajor Street -Total of Both Approaches -Vehicles per Hour
Figure 4C-3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Printed 3/21/2019
FUTURE WITH PROJECT CONDITIONS (YEAR 2020) - AM PEAK HOUR
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1):1,015
Major Street (Approach 2):971
Major Street Lanes: 2 [a] Major Street Left-Turns:95
Minor Street Lanes: 1 Minor Street (Higher Volume):0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1):1,015 Minimum Major Street Volume:510
Major Street (Approach 2):971 Satisfied?YES
Total Major Street Volume:1,986
Minimum Minor Street Volume:100
Major Street Left Turns:95 Satisfied?NO
Minor Street (Higher Volume):0
Total Minor Street Volume:95 Warrant 3 Satisfied?NO
[a]Major street left-turn volume is added to minor street volume if a protected left-turn signal phase is proposed.
[b]Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street -Higher-Volume Approach -VPHMajor Street -Total of Both Approaches -Vehicles per Hour
Figure 4C-3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Gibson Transportation Consulting, Inc.J1699- 04 FP AM Signal Warrant.xlsm
Printed 3/21/2019
FUTURE WITH PROJECT CONDITIONS (YEAR 2020) - PM PEAK HOUR (WORST CASE)
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1):1,103
Major Street (Approach 2):1,035
Major Street Lanes: 2 [a] Major Street Left-Turns:99
Minor Street Lanes: 1 Minor Street (Higher Volume):0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1):1,103 Minimum Major Street Volume:510
Major Street (Approach 2):1,035 Satisfied?YES
Total Major Street Volume:2,138
Minimum Minor Street Volume:100
Major Street Left Turns:99 Satisfied?NO
Minor Street (Higher Volume):0
Total Minor Street Volume:99 Warrant 3 Satisfied?NO
[a]Major street left-turn volume is added to minor street volume if a protected left-turn signal phase is proposed.
[b]Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street -Higher-Volume Approach -VPHMajor Street -Total of Both Approaches -Vehicles per Hour
Figure 4C-3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Gibson Transportation Consulting, Inc.J1699- 04 FP PM Signal Warrant Worksheet.xlsm
Appendix D
Level of Service Worksheets
Printed 3/4/2019
EXISTING CONDITIONS (YEAR 2019)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
1. SANTA CLARA STREET & HUNTINGTON DRIVE
Through Lane Capacity: 1680 vph North/South Split Phase: Y
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 770 0.227 * N/S 1: 0.402 *
Southbound Through 0.00 0 0 0.000 N/S 2: 0.000
Left 0.00 0 0 0.000 E/W 1: 0.026
Right 0.50 0 19 0.000 E/W 2: 0.255 *
Westbound Through 2.50 5,040 1,241 0.250 *
Left 0.00 0 0 0.000 V/C Ratio: 0.657
Right 2.00 3,360 589 0.175 * Loss Time: 0.100
Northbound Through 2.00 3,360 532 0.158 ITS: 0.000
Left 1.00 1,680 77 0.046
Right 0.00 0 0 0.000 ICU: 0.757
Eastbound Through 3.00 5,040 133 0.026
Left 1.00 1,680 8 0.005 * LOS: C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 524 0.132 * N/S 1: 0.371 *
Southbound Through 0.00 0 0 0.000 N/S 2: 0.000
Left 0.00 0 0 0.000 E/W 1: 0.202
Right 0.50 0 20 0.000 E/W 2: 0.223 *
Westbound Through 2.50 5,040 865 0.176 *
Left 0.00 0 0 0.000 V/C Ratio: 0.594
Right 2.00 3,360 802 0.239 * Loss Time: 0.100
Northbound Through 2.00 3,360 659 0.196 ITS: 0.000
Left 1.00 1,680 119 0.071
Right 0.00 0 0 0.000 ICU: 0.694
Eastbound Through 3.00 5,040 1,020 0.202
Left 1.00 1,680 79 0.047 * LOS: B
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU Ex.xlsm
Printed 3/4/2019
EXISTING CONDITIONS (YEAR 2019)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
3. SANTA ANITA AVENUE & SANTA CLARA STREET
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 388 0.156 N/S 1: 0.253 *
Southbound Through 2.00 3,360 730 0.217 N/S 2: 0.234
Left 1.00 1,680 59 0.035 * E/W 1: 0.099
Right 0.50 0 57 0.000 E/W 2: 0.270 *
Westbound Through 0.50 1,680 145 0.120 *
Left 1.00 1,680 34 0.020 V/C Ratio: 0.523
Right 0.50 0 69 0.000 Loss Time: 0.100
Northbound Through 1.50 3,360 665 0.218 * ITS: 0.000
Left 1.00 1,680 29 0.017
Right 0.50 0 19 0.000 ICU: 0.623
Eastbound Through 0.50 1,680 113 0.079
Left 2.00 2,688 404 0.150 * LOS: B
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 199 0.058 N/S 1: 0.319 *
Southbound Through 2.00 3,360 750 0.223 N/S 2: 0.239
Left 1.00 1,680 136 0.081 * E/W 1: 0.166
Right 0.50 0 98 0.000 E/W 2: 0.257 *
Westbound Through 0.50 1,680 130 0.136 *
Left 1.00 1,680 72 0.043 V/C Ratio: 0.576
Right 0.50 0 66 0.000 Loss Time: 0.100
Northbound Through 1.50 3,360 735 0.238 * ITS: 0.000
Left 1.00 1,680 27 0.016
Right 0.50 0 35 0.000 ICU: 0.676
Eastbound Through 0.50 1,680 171 0.123
Left 2.00 2,688 324 0.121 * LOS: B
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU Ex.xlsm
Printed 3/4/2019
EXISTING CONDITIONS (YEAR 2019)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
5. SANTA ANITA AVENUE & HUNTINGTON DRIVE
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 81 0.029 N/S 1: 0.335
Southbound Through 2.00 3,360 684 0.204 * N/S 2: 0.370 *
Left 2.00 2,688 67 0.025 E/W 1: 0.187
Right 1.00 1,680 61 0.024 E/W 2: 0.268 *
Westbound Through 2.00 3,360 770 0.229 *
Left 1.00 1,680 84 0.050 V/C Ratio: 0.638
Right 1.00 1,680 110 0.040 Loss Time: 0.100
Northbound Through 2.00 3,360 1,041 0.310 ITS: 0.000
Left 2.00 2,688 447 0.166 *
Right 1.00 1,680 235 0.057 ICU: 0.738
Eastbound Through 2.00 3,360 461 0.137
Left 1.00 1,680 66 0.039 * LOS: C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 88 0.016 N/S 1: 0.281 *
Southbound Through 2.00 3,360 643 0.191 N/S 2: 0.259
Left 2.00 2,688 144 0.054 * E/W 1: 0.417 *
Right 1.00 1,680 90 0.027 E/W 2: 0.246
Westbound Through 2.00 3,360 586 0.174
Left 1.00 1,680 144 0.086 * V/C Ratio: 0.698
Right 1.00 1,680 166 0.056 Loss Time: 0.100
Northbound Through 2.00 3,360 764 0.227 * ITS: 0.000
Left 2.00 2,688 183 0.068
Right 1.00 1,680 527 0.280 ICU: 0.798
Eastbound Through 2.00 3,360 1,112 0.331 *
Left 1.00 1,680 121 0.072 LOS: C
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU Ex.xlsm
Printed 3/4/2019
EXISTING CONDITIONS (YEAR 2019)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
6. SANTA ANITA AVENUE & COLORADO BOULEVARD
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 227 0.115 N/S 1: 0.239
Southbound Through 2.00 3,360 969 0.288 * N/S 2: 0.364 *
Left 2.00 2,688 94 0.035 E/W 1: 0.199 *
Right 0.50 0 118 0.000 E/W 2: 0.191
Westbound Through 1.50 3,360 387 0.150
Left 1.00 1,680 240 0.143 * V/C Ratio: 0.563
Right 0.50 0 117 0.000 Loss Time: 0.100
Northbound Through 2.50 5,040 913 0.204 ITS: 0.000
Left 1.00 1,680 128 0.076 *
Right 0.50 0 59 0.000 ICU: 0.663
Eastbound Through 1.50 3,360 130 0.056 *
Left 1.00 1,680 69 0.041 LOS: B
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 82 0.031 N/S 1: 0.291
Southbound Through 2.00 3,360 1,008 0.300 * N/S 2: 0.340 *
Left 2.00 2,688 172 0.064 E/W 1: 0.214 *
Right 0.50 1,680 134 0.080 E/W 2: 0.115
Westbound Through 1.50 1,680 100 0.060
Left 1.00 1,680 85 0.051 * V/C Ratio: 0.554
Right 0.50 0 205 0.000 Loss Time: 0.100
Northbound Through 2.50 5,040 939 0.227 ITS: 0.000
Left 1.00 1,680 67 0.040 *
Right 0.50 0 77 0.000 ICU: 0.654
Eastbound Through 1.50 3,360 469 0.163 *
Left 1.00 1,680 59 0.035 LOS: B
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU Ex.xlsm
Printed 3/4/2019
EXISTING WITH PROJECT CONDITIONS (YEAR 2019)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
1. SANTA CLARA STREET & HUNTINGTON DRIVE
Through Lane Capacity: 1680 vph North/South Split Phase: Y
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 770 0.227 * N/S 1: 0.403 *
Southbound Through 0.00 0 0 0.000 N/S 2: 0.000
Left 0.00 0 0 0.000 E/W 1: 0.026
Right 0.50 0 19 0.000 E/W 2: 0.256 *
Westbound Through 2.50 5,040 1,244 0.251 *
Left 0.00 0 0 0.000 V/C Ratio: 0.659
Right 2.00 3,360 593 0.176 * Loss Time: 0.100
Northbound Through 2.00 3,360 532 0.158 ITS: 0.000
Left 1.00 1,680 77 0.046
Right 0.00 0 0 0.000 ICU: 0.759
Eastbound Through 3.00 5,040 133 0.026
Left 1.00 1,680 8 0.005 * LOS: C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 524 0.132 * N/S 1: 0.372 *
Southbound Through 0.00 0 0 0.000 N/S 2: 0.000
Left 0.00 0 0 0.000 E/W 1: 0.202
Right 0.50 0 20 0.000 E/W 2: 0.223 *
Westbound Through 2.50 5,040 869 0.176 *
Left 0.00 0 0 0.000 V/C Ratio: 0.595
Right 2.00 3,360 808 0.240 * Loss Time: 0.100
Northbound Through 2.00 3,360 659 0.196 ITS: 0.000
Left 1.00 1,680 119 0.071
Right 0.00 0 0 0.000 ICU: 0.695
Eastbound Through 3.00 5,040 1,020 0.202
Left 1.00 1,680 79 0.047 * LOS: B
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU ExP.xlsm
Printed 3/4/2019
EXISTING WITH PROJECT CONDITIONS (YEAR 2019)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
3. SANTA ANITA AVENUE & SANTA CLARA STREET
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 388 0.156 N/S 1: 0.256 *
Southbound Through 2.00 3,360 738 0.220 N/S 2: 0.237
Left 1.00 1,680 59 0.035 * E/W 1: 0.100
Right 0.50 0 57 0.000 E/W 2: 0.270 *
Westbound Through 0.50 1,680 145 0.120 *
Left 1.00 1,680 35 0.021 V/C Ratio: 0.526
Right 0.50 0 70 0.000 Loss Time: 0.100
Northbound Through 1.50 3,360 672 0.221 * ITS: 0.000
Left 1.00 1,680 29 0.017
Right 0.50 0 19 0.000 ICU: 0.626
Eastbound Through 0.50 1,680 113 0.079
Left 2.00 2,688 404 0.150 * LOS: B
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 199 0.058 N/S 1: 0.322 *
Southbound Through 2.00 3,360 761 0.226 N/S 2: 0.242
Left 1.00 1,680 136 0.081 * E/W 1: 0.167
Right 0.50 0 98 0.000 E/W 2: 0.257 *
Westbound Through 0.50 1,680 130 0.136 *
Left 1.00 1,680 74 0.044 V/C Ratio: 0.579
Right 0.50 0 67 0.000 Loss Time: 0.100
Northbound Through 1.50 3,360 743 0.241 * ITS: 0.000
Left 1.00 1,680 27 0.016
Right 0.50 0 35 0.000 ICU: 0.679
Eastbound Through 0.50 1,680 171 0.123
Left 2.00 2,688 324 0.121 * LOS: B
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU ExP.xlsm
Printed 3/4/2019
EXISTING WITH PROJECT CONDITIONS (YEAR 2019)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
5. SANTA ANITA AVENUE & HUNTINGTON DRIVE
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 81 0.029 N/S 1: 0.339
Southbound Through 2.00 3,360 692 0.206 * N/S 2: 0.372 *
Left 2.00 2,688 70 0.026 E/W 1: 0.187
Right 1.00 1,680 65 0.026 E/W 2: 0.268 *
Westbound Through 2.00 3,360 770 0.229 *
Left 1.00 1,680 84 0.050 V/C Ratio: 0.640
Right 1.00 1,680 110 0.040 Loss Time: 0.100
Northbound Through 2.00 3,360 1,050 0.313 ITS: 0.000
Left 2.00 2,688 447 0.166 *
Right 1.00 1,680 235 0.057 ICU: 0.740
Eastbound Through 2.00 3,360 461 0.137
Left 1.00 1,680 66 0.039 * LOS: C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 88 0.016 N/S 1: 0.286 *
Southbound Through 2.00 3,360 652 0.194 N/S 2: 0.262
Left 2.00 2,688 148 0.055 * E/W 1: 0.417 *
Right 1.00 1,680 96 0.030 E/W 2: 0.246
Westbound Through 2.00 3,360 586 0.174
Left 1.00 1,680 144 0.086 * V/C Ratio: 0.703
Right 1.00 1,680 166 0.056 Loss Time: 0.100
Northbound Through 2.00 3,360 777 0.231 * ITS: 0.000
Left 2.00 2,688 183 0.068
Right 1.00 1,680 527 0.280 ICU: 0.803
Eastbound Through 2.00 3,360 1,112 0.331 *
Left 1.00 1,680 121 0.072 LOS: D
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU ExP.xlsm
Printed 3/4/2019
EXISTING WITH PROJECT CONDITIONS (YEAR 2019)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
6. SANTA ANITA AVENUE & COLORADO BOULEVARD
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 227 0.115 N/S 1: 0.241
Southbound Through 2.00 3,360 974 0.290 * N/S 2: 0.367 *
Left 2.00 2,688 94 0.035 E/W 1: 0.200 *
Right 0.50 0 118 0.000 E/W 2: 0.191
Westbound Through 1.50 3,360 387 0.150
Left 1.00 1,680 241 0.143 * V/C Ratio: 0.567
Right 0.50 0 118 0.000 Loss Time: 0.100
Northbound Through 2.50 5,040 918 0.206 ITS: 0.000
Left 1.00 1,680 129 0.077 *
Right 0.50 0 60 0.000 ICU: 0.667
Eastbound Through 1.50 3,360 130 0.057 *
Left 1.00 1,680 69 0.041 LOS: B
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 82 0.031 N/S 1: 0.292
Southbound Through 2.00 3,360 1,016 0.302 * N/S 2: 0.342 *
Left 2.00 2,688 172 0.064 E/W 1: 0.215 *
Right 0.50 1,680 134 0.080 E/W 2: 0.115
Westbound Through 1.50 1,680 100 0.060
Left 1.00 1,680 87 0.052 * V/C Ratio: 0.557
Right 0.50 0 206 0.000 Loss Time: 0.100
Northbound Through 2.50 5,040 944 0.228 ITS: 0.000
Left 1.00 1,680 68 0.040 *
Right 0.50 0 79 0.000 ICU: 0.657
Eastbound Through 1.50 3,360 469 0.163 *
Left 1.00 1,680 59 0.035 LOS: B
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU ExP.xlsm
Printed 3/4/2019
FUTURE WITHOUT PROJECT CONDITIONS (YEAR 2020)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
1. SANTA CLARA STREET & HUNTINGTON DRIVE
Through Lane Capacity: 1680 vph North/South Split Phase: Y
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 788 0.232 * N/S 1: 0.439 *
Southbound Through 0.00 0 0 0.000 N/S 2: 0.000
Left 0.00 0 0 0.000 E/W 1: 0.030
Right 0.50 0 19 0.000 E/W 2: 0.280 *
Westbound Through 2.50 5,040 1,365 0.275 *
Left 0.00 0 0 0.000 V/C Ratio: 0.719
Right 2.00 3,360 694 0.207 * Loss Time: 0.100
Northbound Through 2.00 3,360 565 0.168 ITS: 0.000
Left 1.00 1,680 133 0.079
Right 0.00 0 0 0.000 ICU: 0.819
Eastbound Through 3.00 5,040 152 0.030
Left 1.00 1,680 8 0.005 * LOS: D
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 536 0.135 * N/S 1: 0.394 *
Southbound Through 0.00 0 0 0.000 N/S 2: 0.000
Left 0.00 0 0 0.000 E/W 1: 0.224
Right 0.50 0 20 0.000 E/W 2: 0.261 *
Westbound Through 2.50 5,040 1,055 0.213 *
Left 0.00 0 0 0.000 V/C Ratio: 0.655
Right 2.00 3,360 870 0.259 * Loss Time: 0.100
Northbound Through 2.00 3,360 683 0.203 ITS: 0.000
Left 1.00 1,680 148 0.088
Right 0.00 0 0 0.000 ICU: 0.755
Eastbound Through 3.00 5,040 1,128 0.224
Left 1.00 1,680 81 0.048 * LOS: C
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU FB.xlsm
Printed 3/4/2019
FUTURE WITHOUT PROJECT CONDITIONS (YEAR 2020)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
3. SANTA ANITA AVENUE & SANTA CLARA STREET
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 396 0.159 N/S 1: 0.279
Southbound Through 2.00 3,360 998 0.297 * N/S 2: 0.315 *
Left 1.00 1,680 65 0.039 E/W 1: 0.113
Right 0.50 0 67 0.000 E/W 2: 0.284 *
Westbound Through 0.50 1,680 151 0.130 *
Left 1.00 1,680 36 0.021 V/C Ratio: 0.599
Right 0.50 0 70 0.000 Loss Time: 0.100
Northbound Through 1.50 3,360 737 0.240 ITS: 0.000
Left 1.00 1,680 30 0.018 *
Right 0.50 0 19 0.000 ICU: 0.699
Eastbound Through 0.50 1,680 135 0.092
Left 2.00 2,688 414 0.154 * LOS: B
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 203 0.059 N/S 1: 0.423 *
Southbound Through 2.00 3,360 904 0.269 N/S 2: 0.286
Left 1.00 1,680 161 0.096 * E/W 1: 0.176
Right 0.50 0 107 0.000 E/W 2: 0.267 *
Westbound Through 0.50 1,680 135 0.144 *
Left 1.00 1,680 74 0.044 V/C Ratio: 0.690
Right 0.50 0 68 0.000 Loss Time: 0.100
Northbound Through 1.50 3,360 1,031 0.327 * ITS: 0.000
Left 1.00 1,680 28 0.017
Right 0.50 0 36 0.000 ICU: 0.790
Eastbound Through 0.50 1,680 185 0.132
Left 2.00 2,688 330 0.123 * LOS: C
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU FB.xlsm
Printed 3/4/2019
FUTURE WITHOUT PROJECT CONDITIONS (YEAR 2020)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
5. SANTA ANITA AVENUE & HUNTINGTON DRIVE
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 96 0.036 N/S 1: 0.412 *
Southbound Through 2.00 3,360 764 0.227 N/S 2: 0.409
Left 2.00 2,688 243 0.090 * E/W 1: 0.227
Right 1.00 1,680 98 0.013 E/W 2: 0.292 *
Westbound Through 2.00 3,360 840 0.250 *
Left 1.00 1,680 98 0.058 V/C Ratio: 0.704
Right 1.00 1,680 159 0.065 Loss Time: 0.100
Northbound Through 2.00 3,360 1,082 0.322 * ITS: 0.000
Left 2.00 2,688 488 0.182
Right 1.00 1,680 248 0.057 ICU: 0.804
Eastbound Through 2.00 3,360 569 0.169
Left 1.00 1,680 70 0.042 * LOS: D
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 99 0.018 N/S 1: 0.341 *
Southbound Through 2.00 3,360 699 0.208 N/S 2: 0.284
Left 2.00 2,688 235 0.087 * E/W 1: 0.483 *
Right 1.00 1,680 284 0.125 E/W 2: 0.305
Westbound Through 2.00 3,360 746 0.222
Left 1.00 1,680 204 0.121 * V/C Ratio: 0.824
Right 1.00 1,680 193 0.054 Loss Time: 0.100
Northbound Through 2.00 3,360 854 0.254 * ITS: 0.000
Left 2.00 2,688 203 0.076
Right 1.00 1,680 579 0.307 ICU: 0.924
Eastbound Through 2.00 3,360 1,217 0.362 *
Left 1.00 1,680 139 0.083 LOS: E
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU FB.xlsm
Printed 3/4/2019
FUTURE WITHOUT PROJECT CONDITIONS (YEAR 2020)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
6. SANTA ANITA AVENUE & COLORADO BOULEVARD
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 281 0.143 N/S 1: 0.279
Southbound Through 2.00 3,360 1,229 0.366 * N/S 2: 0.449 *
Left 2.00 2,688 161 0.060 E/W 1: 0.220 *
Right 0.50 0 153 0.000 E/W 2: 0.215
Westbound Through 1.50 3,360 404 0.166
Left 1.00 1,680 245 0.146 * V/C Ratio: 0.669
Right 0.50 0 119 0.000 Loss Time: 0.100
Northbound Through 2.50 5,040 985 0.219 ITS: 0.000
Left 1.00 1,680 140 0.083 *
Right 0.50 0 90 0.000 ICU: 0.769
Eastbound Through 1.50 3,360 159 0.074 *
Left 1.00 1,680 82 0.049 LOS: C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 108 0.028 N/S 1: 0.358
Southbound Through 2.00 3,360 1,164 0.346 * N/S 2: 0.409 *
Left 2.00 2,688 198 0.074 E/W 1: 0.227 *
Right 0.50 1,680 240 0.143 E/W 2: 0.216
Westbound Through 1.50 1,680 135 0.080
Left 1.00 1,680 87 0.052 * V/C Ratio: 0.636
Right 0.50 0 209 0.000 Loss Time: 0.100
Northbound Through 2.50 5,040 1,223 0.284 ITS: 0.000
Left 1.00 1,680 105 0.063 *
Right 0.50 0 96 0.000 ICU: 0.736
Eastbound Through 1.50 3,360 493 0.175 *
Left 1.00 1,680 123 0.073 LOS: C
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU FB.xlsm
Printed 3/4/2019
FUTURE WITH PROJECT CONDITIONS (YEAR 2020)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
1. SANTA CLARA STREET & HUNTINGTON DRIVE
Through Lane Capacity: 1680 vph North/South Split Phase: Y
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 788 0.232 * N/S 1: 0.440 *
Southbound Through 0.00 0 0 0.000 N/S 2: 0.000
Left 0.00 0 0 0.000 E/W 1: 0.030
Right 0.50 0 19 0.000 E/W 2: 0.280 *
Westbound Through 2.50 5,040 1,368 0.275 *
Left 0.00 0 0 0.000 V/C Ratio: 0.720
Right 2.00 3,360 698 0.208 * Loss Time: 0.100
Northbound Through 2.00 3,360 565 0.168 ITS: 0.000
Left 1.00 1,680 133 0.079
Right 0.00 0 0 0.000 ICU: 0.820
Eastbound Through 3.00 5,040 152 0.030
Left 1.00 1,680 8 0.005 * LOS: D
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 2.00 3,360 536 0.135 * N/S 1: 0.396 *
Southbound Through 0.00 0 0 0.000 N/S 2: 0.000
Left 0.00 0 0 0.000 E/W 1: 0.224
Right 0.50 0 20 0.000 E/W 2: 0.262 *
Westbound Through 2.50 5,040 1,059 0.214 *
Left 0.00 0 0 0.000 V/C Ratio: 0.658
Right 2.00 3,360 876 0.261 * Loss Time: 0.100
Northbound Through 2.00 3,360 683 0.203 ITS: 0.000
Left 1.00 1,680 148 0.088
Right 0.00 0 0 0.000 ICU: 0.758
Eastbound Through 3.00 5,040 1,128 0.224
Left 1.00 1,680 81 0.048 * LOS: C
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU FP.xlsm
Printed 3/4/2019
FUTURE WITH PROJECT CONDITIONS (YEAR 2020)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
3. SANTA ANITA AVENUE & SANTA CLARA STREET
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 396 0.159 N/S 1: 0.282
Southbound Through 2.00 3,360 1,006 0.299 * N/S 2: 0.317 *
Left 1.00 1,680 65 0.039 E/W 1: 0.114
Right 0.50 0 67 0.000 E/W 2: 0.284 *
Westbound Through 0.50 1,680 151 0.130 *
Left 1.00 1,680 37 0.022 V/C Ratio: 0.601
Right 0.50 0 71 0.000 Loss Time: 0.100
Northbound Through 1.50 3,360 744 0.243 ITS: 0.000
Left 1.00 1,680 30 0.018 *
Right 0.50 0 19 0.000 ICU: 0.701
Eastbound Through 0.50 1,680 135 0.092
Left 2.00 2,688 414 0.154 * LOS: C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 203 0.059 N/S 1: 0.426 *
Southbound Through 2.00 3,360 915 0.272 N/S 2: 0.289
Left 1.00 1,680 161 0.096 * E/W 1: 0.177
Right 0.50 0 107 0.000 E/W 2: 0.267 *
Westbound Through 0.50 1,680 135 0.144 *
Left 1.00 1,680 76 0.045 V/C Ratio: 0.693
Right 0.50 0 69 0.000 Loss Time: 0.100
Northbound Through 1.50 3,360 1,039 0.330 * ITS: 0.000
Left 1.00 1,680 28 0.017
Right 0.50 0 36 0.000 ICU: 0.793
Eastbound Through 0.50 1,680 185 0.132
Left 2.00 2,688 330 0.123 * LOS: C
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU FP.xlsm
Printed 3/4/2019
FUTURE WITH PROJECT CONDITIONS (YEAR 2020)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
5. SANTA ANITA AVENUE & HUNTINGTON DRIVE
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 96 0.036 N/S 1: 0.417 *
Southbound Through 2.00 3,360 772 0.230 N/S 2: 0.412
Left 2.00 2,688 246 0.092 * E/W 1: 0.227
Right 1.00 1,680 102 0.015 E/W 2: 0.292 *
Westbound Through 2.00 3,360 840 0.250 *
Left 1.00 1,680 98 0.058 V/C Ratio: 0.709
Right 1.00 1,680 159 0.065 Loss Time: 0.100
Northbound Through 2.00 3,360 1,091 0.325 * ITS: 0.000
Left 2.00 2,688 488 0.182
Right 1.00 1,680 248 0.057 ICU: 0.809
Eastbound Through 2.00 3,360 569 0.169
Left 1.00 1,680 70 0.042 * LOS: D
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 99 0.018 N/S 1: 0.347 *
Southbound Through 2.00 3,360 708 0.211 N/S 2: 0.287
Left 2.00 2,688 239 0.089 * E/W 1: 0.483 *
Right 1.00 1,680 290 0.128 E/W 2: 0.305
Westbound Through 2.00 3,360 746 0.222
Left 1.00 1,680 204 0.121 * V/C Ratio: 0.830
Right 1.00 1,680 193 0.054 Loss Time: 0.100
Northbound Through 2.00 3,360 867 0.258 * ITS: 0.000
Left 2.00 2,688 203 0.076
Right 1.00 1,680 579 0.307 ICU: 0.930
Eastbound Through 2.00 3,360 1,217 0.362 *
Left 1.00 1,680 139 0.083 LOS: E
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU FP.xlsm
Printed 3/4/2019
FUTURE WITH PROJECT CONDITIONS (YEAR 2020)
J1699 ‐ ARCADIA COMMONS
Intersection Capacity Utilization Analysis
6. SANTA ANITA AVENUE & COLORADO BOULEVARD
Through Lane Capacity: 1680 vph North/South Split Phase: N
Left‐Turn Lane Capacity: 1680 vph East/West Split Phase: N
Double‐Left Penalty: 20 % Loss Time % per Cycle: 10%
Right‐Turn on Red: 50 % ITS Percentage: 0%
Overlapping Right Turn:
WEEKDAY MORNING PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 281 0.143 N/S 1: 0.280
Southbound Through 2.00 3,360 1,234 0.367 * N/S 2: 0.451 *
Left 2.00 2,688 161 0.060 E/W 1: 0.220 *
Right 0.50 0 153 0.000 E/W 2: 0.215
Westbound Through 1.50 3,360 404 0.166
Left 1.00 1,680 246 0.146 * V/C Ratio: 0.671
Right 0.50 0 120 0.000 Loss Time: 0.100
Northbound Through 2.50 5,040 990 0.220 ITS: 0.000
Left 1.00 1,680 141 0.084 *
Right 0.50 0 91 0.000 ICU: 0.771
Eastbound Through 1.50 3,360 159 0.074 *
Left 1.00 1,680 82 0.049 LOS: C
WEEKDAY AFTERNOON PEAK HOUR
Approach Movement Lanes Capacity Volume V/C ICU Analysis
Right 1.00 1,680 108 0.028 N/S 1: 0.359
Southbound Through 2.00 3,360 1,172 0.349 * N/S 2: 0.412 *
Left 2.00 2,688 198 0.074 E/W 1: 0.229 *
Right 0.50 1,680 240 0.143 E/W 2: 0.216
Westbound Through 1.50 1,680 135 0.080
Left 1.00 1,680 89 0.053 * V/C Ratio: 0.641
Right 0.50 0 210 0.000 Loss Time: 0.100
Northbound Through 2.50 5,040 1,228 0.285 ITS: 0.000
Left 1.00 1,680 106 0.063 *
Right 0.50 0 98 0.000 ICU: 0.741
Eastbound Through 1.50 3,360 493 0.176 *
Left 1.00 1,680 123 0.073 LOS: C
* Critical Movement
Gibson Transportation Consulting, Inc. J1699‐G‐ICU FP.xlsm
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 2/12/2019
2/12/2019 J1699 - Existing Conditions (2019) AM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.4
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 19 609 1810 8 4 15
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 21 662 1967 9 4 16
Major/Minor Major2 Minor2
Conflicting Flow All - 0 1972 987
Stage 1 - - 1972 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 54 246
Stage 1 - - 94 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 54 246
Mov Cap-2 Maneuver - - 54 -
Stage 1 - - 94 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 34.9
HCM LOS D
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 141
HCM Lane V/C Ratio - - 0.146
HCM Control Delay (s) - - 34.9
HCM Lane LOS - - D
HCM 95th %tile Q(veh) - - 0.5
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 2/12/2019
2/12/2019 J1699 - Existing Conditions (2019) AM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 1.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 8 4 11 11 1 42 27 816 29 45 657 31
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 9 4 12 12 1 46 29 887 32 49 714 34
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1332 1806 374 1418 1807 459 748 0 0 918 0 0
Stage 1 829 829 - 961 961 - - - - - - -
Stage 2 503 977 - 457 846 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 112 78 623 97 78 549 856 - - 739 - -
Stage 1 331 383 - 275 333 - - - - - - -
Stage 2 519 327 - 553 377 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 94 70 623 84 70 549 856 - - 739 - -
Mov Cap-2 Maneuver 94 70 - 84 70 - - - - - - -
Stage 1 320 358 - 266 322 - - - - - - -
Stage 2 458 316 - 500 352 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 35.2 24.4 0.3 0.6
HCM LOS E C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 856 - - 144 244 739 - -
HCM Lane V/C Ratio 0.034 - - 0.174 0.241 0.066 - -
HCM Control Delay (s) 9.4 - - 35.2 24.4 10.2 - -
HCM Lane LOS A - - E C B - -
HCM 95th %tile Q(veh) 0.1 - - 0.6 0.9 0.2 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 2/12/2019
5:00 pm 2/12/2019 J1699 - Existing Conditions (2019) PM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.8
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 12 1585 878 3 4 56
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 13 1723 954 3 4 61
Major/Minor Major2 Minor2
Conflicting Flow All - 0 956 478
Stage 1 - - 956 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 256 534
Stage 1 - - 334 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 256 534
Mov Cap-2 Maneuver - - 256 -
Stage 1 - - 334 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 13.3
HCM LOS B
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 498
HCM Lane V/C Ratio - - 0.131
HCM Control Delay (s) - - 13.3
HCM Lane LOS - - B
HCM 95th %tile Q(veh) - - 0.4
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 2/12/2019
5:00 pm 2/12/2019 J1699 - Existing Conditions (2019) PM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 4.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 11 5 37 25 10 77 23 706 46 45 781 29
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 12 5 40 27 11 84 25 767 50 49 849 32
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1402 1830 440 1367 1820 409 880 0 0 817 0 0
Stage 1 963 963 - 842 842 - - - - - - -
Stage 2 439 867 - 525 978 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 100 76 565 106 77 592 764 - - 807 - -
Stage 1 274 332 - 325 378 - - - - - - -
Stage 2 567 368 - 504 327 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 70 69 565 86 70 592 764 - - 807 - -
Mov Cap-2 Maneuver 70 69 - 86 70 - - - - - - -
Stage 1 265 312 - 314 366 - - - - - - -
Stage 2 457 356 - 432 307 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 34.1 48 0.3 0.5
HCM LOS D E
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 764 - - 180 199 807 - -
HCM Lane V/C Ratio 0.033 - - 0.32 0.612 0.061 - -
HCM Control Delay (s) 9.9 - - 34.1 48 9.7 - -
HCM Lane LOS A - - D E A - -
HCM 95th %tile Q(veh) 0.1 - - 1.3 3.5 0.2 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 2/20/2019
5:00 pm 2/12/2019 J1699 - Existing With Project Conditions (2019) AM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.4
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 23 609 1810 8 4 18
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 25 662 1967 9 4 20
Major/Minor Major2 Minor2
Conflicting Flow All - 0 1972 987
Stage 1 - - 1972 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 54 246
Stage 1 - - 94 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 54 246
Mov Cap-2 Maneuver - - 54 -
Stage 1 - - 94 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 33.7
HCM LOS D
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 149
HCM Lane V/C Ratio - - 0.16
HCM Control Delay (s) - - 33.7
HCM Lane LOS - - D
HCM 95th %tile Q(veh) - - 0.6
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 2/20/2019
5:00 pm 2/12/2019 J1699 - Existing With Project Conditions (2019) AM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 2.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 16 4 23 11 1 42 40 816 29 45 657 40
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 17 4 25 12 1 46 43 887 32 49 714 43
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1365 1839 379 1447 1845 459 758 0 0 918 0 0
Stage 1 834 834 - 990 990 - - - - - - -
Stage 2 531 1005 - 457 855 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 106 75 619 92 74 549 849 - - 739 - -
Stage 1 329 381 - 264 323 - - - - - - -
Stage 2 500 317 - 553 373 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 88 66 619 77 66 549 849 - - 739 - -
Mov Cap-2 Maneuver 88 66 - 77 66 - - - - - - -
Stage 1 312 356 - 251 307 - - - - - - -
Stage 2 434 301 - 489 348 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 38.3 25.9 0.4 0.6
HCM LOS E D
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 849 - - 154 230 739 - -
HCM Lane V/C Ratio 0.051 - - 0.304 0.255 0.066 - -
HCM Control Delay (s) 9.5 - - 38.3 25.9 10.2 - -
HCM Lane LOS A - - E D B - -
HCM 95th %tile Q(veh) 0.2 - - 1.2 1 0.2 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 2/20/2019
5:00 pm 2/12/2019 J1699 - Existing With Project Conditions (2019) PM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 18 1585 878 3 4 60
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 20 1723 954 3 4 65
Major/Minor Major2 Minor2
Conflicting Flow All - 0 956 478
Stage 1 - - 956 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 256 534
Stage 1 - - 334 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 256 534
Mov Cap-2 Maneuver - - 256 -
Stage 1 - - 334 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 13.4
HCM LOS B
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 500
HCM Lane V/C Ratio - - 0.139
HCM Control Delay (s) - - 13.4
HCM Lane LOS - - B
HCM 95th %tile Q(veh) - - 0.5
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 2/20/2019
5:00 pm 2/12/2019 J1699 - Existing With Project Conditions (2019) PM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 6.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 20 5 50 25 10 77 42 706 46 45 781 42
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 22 5 54 27 11 84 46 767 50 49 849 46
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1450 1879 447 1409 1876 409 895 0 0 817 0 0
Stage 1 970 970 - 884 884 - - - - - - -
Stage 2 480 909 - 525 992 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 92 71 559 99 71 592 754 - - 807 - -
Stage 1 272 330 - 307 362 - - - - - - -
Stage 2 536 352 - 504 322 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 63 63 559 76 63 592 754 - - 807 - -
Mov Cap-2 Maneuver 63 63 - 76 63 - - - - - - -
Stage 1 255 310 - 288 340 - - - - - - -
Stage 2 418 331 - 420 302 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 52 58.2 0.5 0.5
HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 754 - - 154 181 807 - -
HCM Lane V/C Ratio 0.061 - - 0.529 0.673 0.061 - -
HCM Control Delay (s) 10.1 - - 52 58.2 9.7 - -
HCM Lane LOS B - - F F A - -
HCM 95th %tile Q(veh) 0.2 - - 2.6 4 0.2 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 2/12/2019
5:00 pm 2/12/2019 J1699 - Future Without Project Conditions (2020) AM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.4
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 19 730 1945 8 4 15
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 21 793 2114 9 4 16
Major/Minor Major2 Minor2
Conflicting Flow All - 0 2118 1060
Stage 1 - - 2118 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 43 220
Stage 1 - - 78 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 43 220
Mov Cap-2 Maneuver - - 43 -
Stage 1 - - 78 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 41.9
HCM LOS E
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 118
HCM Lane V/C Ratio - - 0.175
HCM Control Delay (s) - - 41.9
HCM Lane LOS - - E
HCM 95th %tile Q(veh) - - 0.6
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 2/12/2019
5:00 pm 2/12/2019 J1699 - Future Without Project Conditions (2020) AM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 2.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 8 4 11 11 1 43 28 892 30 46 923 32
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 9 4 12 12 1 47 30 970 33 50 1003 35
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1667 2184 519 1651 2185 501 1038 0 0 1002 0 0
Stage 1 1121 1121 - 1047 1047 - - - - - - -
Stage 2 546 1063 - 604 1138 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 63 45 502 65 45 515 665 - - 687 - -
Stage 1 220 280 - 244 303 - - - - - - -
Stage 2 490 298 - 452 275 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 51 40 502 53 40 515 665 - - 687 - -
Mov Cap-2 Maneuver 51 40 - 53 40 - - - - - - -
Stage 1 210 260 - 233 289 - - - - - - -
Stage 2 424 285 - 402 255 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 66.1 36.1 0.3 0.5
HCM LOS F E
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 665 - - 83 174 687 - -
HCM Lane V/C Ratio 0.046 - - 0.301 0.344 0.073 - -
HCM Control Delay (s) 10.7 - - 66.1 36.1 10.7 - -
HCM Lane LOS B - - F E B - -
HCM 95th %tile Q(veh) 0.1 - - 1.1 1.4 0.2 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 2/12/2019
5:00 pm 2/12/2019 J1699 - Future Without Project Conditions (2020) PM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.8
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 12 1756 1069 3 4 57
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 13 1909 1162 3 4 62
Major/Minor Major2 Minor2
Conflicting Flow All - 0 1164 582
Stage 1 - - 1164 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 188 456
Stage 1 - - 259 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 188 456
Mov Cap-2 Maneuver - - 188 -
Stage 1 - - 259 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 15.3
HCM LOS C
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 417
HCM Lane V/C Ratio - - 0.159
HCM Control Delay (s) - - 15.3
HCM Lane LOS - - C
HCM 95th %tile Q(veh) - - 0.6
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 2/12/2019
5:00 pm 2/12/2019 J1699 - Future Without Project Conditions (2020) PM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 15.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 11 5 38 26 10 79 23 1002 47 46 937 30
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 12 5 41 28 11 86 25 1089 51 50 1018 33
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1735 2325 526 1777 2316 570 1051 0 0 1140 0 0
Stage 1 1135 1135 - 1165 1165 - - - - - - -
Stage 2 600 1190 - 612 1151 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 56 37 496 52 37 465 658 - - 609 - -
Stage 1 215 275 - 206 267 - - - - - - -
Stage 2 455 259 - 447 271 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 31 33 496 38 33 465 658 - - 609 - -
Mov Cap-2 Maneuver 31 33 - 38 33 - - - - - - -
Stage 1 207 252 - 198 257 - - - - - - -
Stage 2 342 249 - 368 249 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 94.4 255.9 0.2 0.5
HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 658 - - 93 99 609 - -
HCM Lane V/C Ratio 0.038 - - 0.631 1.263 0.082 - -
HCM Control Delay (s) 10.7 - - 94.4 255.9 11.4 - -
HCM Lane LOS B - - F F B - -
HCM 95th %tile Q(veh) 0.1 - - 3 8.7 0.3 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 2/20/2019
5:00 pm 2/12/2019 J1699 - Future With Project Conditions (2020) AM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.4
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 23 730 1945 8 4 18
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 25 793 2114 9 4 20
Major/Minor Major2 Minor2
Conflicting Flow All - 0 2118 1060
Stage 1 - - 2118 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 43 220
Stage 1 - - 78 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 43 220
Mov Cap-2 Maneuver - - 43 -
Stage 1 - - 78 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 40.1
HCM LOS E
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 126
HCM Lane V/C Ratio - - 0.19
HCM Control Delay (s) - - 40.1
HCM Lane LOS - - E
HCM 95th %tile Q(veh) - - 0.7
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 2/20/2019
5:00 pm 2/12/2019 J1699 - Future With Project Conditions (2020) AM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 3.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 16 4 23 11 1 43 41 892 30 46 923 41
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 17 4 25 12 1 47 45 970 33 50 1003 45
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1700 2217 524 1679 2223 501 1048 0 0 1002 0 0
Stage 1 1126 1126 - 1075 1075 - - - - - - -
Stage 2 574 1091 - 604 1148 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 60 43 498 62 43 515 660 - - 687 - -
Stage 1 218 278 - 234 294 - - - - - - -
Stage 2 471 289 - 452 272 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 48 37 498 48 37 515 660 - - 687 - -
Mov Cap-2 Maneuver 48 37 - 48 37 - - - - - - -
Stage 1 203 258 - 218 274 - - - - - - -
Stage 2 397 269 - 391 252 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 85 39.7 0.5 0.5
HCM LOS F E
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 660 - - 88 162 687 - -
HCM Lane V/C Ratio 0.068 - - 0.531 0.369 0.073 - -
HCM Control Delay (s) 10.8 - - 85 39.7 10.7 - -
HCM Lane LOS B - - F E B - -
HCM 95th %tile Q(veh) 0.2 - - 2.3 1.6 0.2 - -
HCM 2010 TWSC
2: Huntington Drive & Morlan Place 2/20/2019
5:00 pm 2/12/2019 J1699 - Future With Project Conditions (2020) PM Synchro 8 Report
Page 1
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 18 1756 1069 3 4 61
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Yield Yield Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 0 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 20 1909 1162 3 4 66
Major/Minor Major2 Minor2
Conflicting Flow All - 0 1164 582
Stage 1 - - 1164 -
Stage 2 - - 0 -
Critical Hdwy - - 6.84 6.94
Critical Hdwy Stg 1 - - 5.84 -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - 3.52 3.32
Pot Cap-1 Maneuver - - 188 456
Stage 1 - - 259 -
Stage 2 - - - -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - 188 456
Mov Cap-2 Maneuver - - 188 -
Stage 1 - - 259 -
Stage 2 - - - -
Approach WB SB
HCM Control Delay, s 0 15.3
HCM LOS C
Minor Lane/Major Mvmt WBT WBRSBLn1
Capacity (veh/h) - - 419
HCM Lane V/C Ratio - - 0.169
HCM Control Delay (s) - - 15.3
HCM Lane LOS - - C
HCM 95th %tile Q(veh) - - 0.6
HCM 2010 TWSC
4: Santa Anita Avenue & Morlan Place/Wheeler Avenue 2/20/2019
5:00 pm 2/12/2019 J1699 - Future With Project Conditions (2020) PM Synchro 8 Report
Page 2
Intersection
Int Delay, s/veh 24.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 20 5 51 26 10 79 42 1002 47 46 937 43
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 22 5 55 28 11 86 46 1089 51 50 1018 47
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1783 2374 533 1818 2371 570 1065 0 0 1140 0 0
Stage 1 1142 1142 - 1206 1206 - - - - - - -
Stage 2 641 1232 - 612 1165 - - - - - - -
Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -
Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -
Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -
Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -
Pot Cap-1 Maneuver 52 34 491 49 34 465 650 - - 609 - -
Stage 1 213 273 - 195 255 - - - - - - -
Stage 2 430 248 - 447 267 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 27 29 491 33 29 465 650 - - 609 - -
Mov Cap-2 Maneuver 27 29 - 33 29 - - - - - - -
Stage 1 198 251 - 181 237 - - - - - - -
Stage 2 311 230 - 356 245 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 231.8 $ 327.9 0.4 0.5
HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 650 - - 75 88 609 - -
HCM Lane V/C Ratio 0.07 - - 1.101 1.42 0.082 - -
HCM Control Delay (s) 11 - - 231.8$ 327.9 11.4 - -
HCM Lane LOS B - - F F B - -
HCM 95th %tile Q(veh) 0.2 - - 6.1 9.5 0.3 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Appendix E
Signal Warrant Worksheets
Traffic Signal Warrant Input Sheet
Fill in all shaded cells.
Project Name: Bekins Food Hall
Analysis Scenario: Existing Conditions (Year 2019) ‐ AM Peak Hour
Intersection Number: 4
Major Street Name: Santa Anita Avenue
Minor Street Name: Morlan Place
Intersection Number & Name as Displayed
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Lanes: 2
Minor Street Lanes: 1
[a] Urban/Rural: Urban
4th 8th
Peak Highest Highest
Traffic Volumes Hour Hour Hour
Hourly Factor (% of Peak Hour): n/a 85% 60%
Major Street (Approach 1): 872 741 523
Major Street (Approach 2): 733 623 440
[b] Major Street Left‐Turns: 45 38 27
Minor Street (Higher Volume): 0 0 0
Major Street Pedestrian Crossing Volume:
Input Required
Value is automatically generated, but can be input manually if desired.
Default values. Can be altered if desired.
[a] Setting to "Rural" reduces minimum test volumes to 70% of "Urban" test volumes. This may be used when
major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[b] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
Source: Section 4C of CA MUTCD
At an intersection with a high‐volume of left‐turn traffic from the major street, the signal warrant analysis may be performed
in a manner that considers the higher volume of the major‐street left‐turn volumes plus the higher volume minor street
approach as the "minor street" volume and both approaches of the major street minus the higher of the major‐street left‐
turn volume as "major street" volume.
EXISTING CONDITIONS (YEAR 2019) ‐ AM PEAK HOUR
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1): 872
Major Street (Approach 2): 733
Major Street Lanes: 2 [a] Major Street Left‐Turns: 45
Minor Street Lanes: 1 Minor Street (Higher Volume): 0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1): 872 Minimum Major Street Volume: 510
Major Street (Approach 2): 733 Satisfied? YES
Total Major Street Volume: 1,605
Minimum Minor Street Volume: 124
Major Street Left Turns: 45 Satisfied? NO
Minor Street (Higher Volume): 0
Total Minor Street Volume: 45 Warrant 3 Satisfied?NO
[a] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
[b] Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street ‐ Higher‐Volume Approach ‐VPHMajor Street ‐ Total of Both Approaches ‐ Vehicles per Hour
Figure 4C‐3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Traffic Signal Warrant Input Sheet
Fill in all shaded cells.
Project Name: Bekins Food Hall
Analysis Scenario: Existing Conditions (Year 2019) ‐ PM Peak Hour
Intersection Number: 4
Major Street Name: Santa Anita Avenue
Minor Street Name: Morlan Place
Intersection Number & Name as Displayed
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Lanes: 2
Minor Street Lanes: 1
[a] Urban/Rural: Urban
4th 8th
Peak Highest Highest
Traffic Volumes Hour Hour Hour
Hourly Factor (% of Peak Hour): n/a 85% 60%
Major Street (Approach 1): 855 727 513
Major Street (Approach 2): 775 659 465
[b] Major Street Left‐Turns: 45 38 27
Minor Street (Higher Volume): 0 0 0
Major Street Pedestrian Crossing Volume:
Input Required
Value is automatically generated, but can be input manually if desired.
Default values. Can be altered if desired.
[a] Setting to "Rural" reduces minimum test volumes to 70% of "Urban" test volumes. This may be used when
major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[b] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
Source: Section 4C of CA MUTCD
At an intersection with a high‐volume of left‐turn traffic from the major street, the signal warrant analysis may be performed
in a manner that considers the higher volume of the major‐street left‐turn volumes plus the higher volume minor street
approach as the "minor street" volume and both approaches of the major street minus the higher of the major‐street left‐
turn volume as "major street" volume.
EXISTING CONDITIONS (YEAR 2019) ‐ PM PEAK HOUR
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1): 855
Major Street (Approach 2): 775
Major Street Lanes: 2 [a] Major Street Left‐Turns: 45
Minor Street Lanes: 1 Minor Street (Higher Volume): 0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1): 855 Minimum Major Street Volume: 510
Major Street (Approach 2): 775 Satisfied? YES
Total Major Street Volume: 1,630
Minimum Minor Street Volume: 120
Major Street Left Turns: 45 Satisfied? NO
Minor Street (Higher Volume): 0
Total Minor Street Volume: 45 Warrant 3 Satisfied?NO
[a] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
[b] Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street ‐ Higher‐Volume Approach ‐VPHMajor Street ‐ Total of Both Approaches ‐ Vehicles per Hour
Figure 4C‐3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Traffic Signal Warrant Input Sheet
Fill in all shaded cells.
Project Name: Bekins Food Hall
Analysis Scenario: Existing With Project Conditions (Year 2019) ‐ AM Peak Hour
Intersection Number: 4
Major Street Name: Santa Anita Avenue
Minor Street Name: Morlan Place
Intersection Number & Name as Displayed
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Lanes: 2
Minor Street Lanes: 1
[a] Urban/Rural: Urban
4th 8th
Peak Highest Highest
Traffic Volumes Hour Hour Hour
Hourly Factor (% of Peak Hour): n/a 85% 60%
Major Street (Approach 1): 916 779 550
Major Street (Approach 2): 742 631 445
[b] Major Street Left‐Turns: 71 60 43
Minor Street (Higher Volume): 0 0 0
Major Street Pedestrian Crossing Volume:
Input Required
Value is automatically generated, but can be input manually if desired.
Default values. Can be altered if desired.
[a] Setting to "Rural" reduces minimum test volumes to 70% of "Urban" test volumes. This may be used when
major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[b] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
Source: Section 4C of CA MUTCD
At an intersection with a high‐volume of left‐turn traffic from the major street, the signal warrant analysis may be performed
in a manner that considers the higher volume of the major‐street left‐turn volumes plus the higher volume minor street
approach as the "minor street" volume and both approaches of the major street minus the higher of the major‐street left‐
turn volume as "major street" volume.
EXISTING WITH PROJECT CONDITIONS (YEAR 2019) ‐ AM PEAK HOUR
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1): 916
Major Street (Approach 2): 742
Major Street Lanes: 2 [a] Major Street Left‐Turns: 71
Minor Street Lanes: 1 Minor Street (Higher Volume): 0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1): 916 Minimum Major Street Volume: 510
Major Street (Approach 2): 742 Satisfied? YES
Total Major Street Volume: 1,658
Minimum Minor Street Volume: 116
Major Street Left Turns: 71 Satisfied? NO
Minor Street (Higher Volume): 0
Total Minor Street Volume: 71 Warrant 3 Satisfied?NO
[a] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
[b] Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street ‐ Higher‐Volume Approach ‐VPHMajor Street ‐ Total of Both Approaches ‐ Vehicles per Hour
Figure 4C‐3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Traffic Signal Warrant Input Sheet
Fill in all shaded cells.
Project Name: Bekins Food Hall
Analysis Scenario: Existing Conditions (Year 2019) ‐ PM Peak Hour
Intersection Number: 4
Major Street Name: Santa Anita Avenue
Minor Street Name: Morlan Place
Intersection Number & Name as Displayed
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Lanes: 2
Minor Street Lanes: 1
[a] Urban/Rural: Urban
4th 8th
Peak Highest Highest
Traffic Volumes Hour Hour Hour
Hourly Factor (% of Peak Hour): n/a 85% 60%
Major Street (Approach 1): 868 738 521
Major Street (Approach 2): 815 693 489
[b] Major Street Left‐Turns: 63 54 38
Minor Street (Higher Volume): 0 0 0
Major Street Pedestrian Crossing Volume:
Input Required
Value is automatically generated, but can be input manually if desired.
Default values. Can be altered if desired.
[a] Setting to "Rural" reduces minimum test volumes to 70% of "Urban" test volumes. This may be used when
major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[b] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
Source: Section 4C of CA MUTCD
At an intersection with a high‐volume of left‐turn traffic from the major street, the signal warrant analysis may be performed
in a manner that considers the higher volume of the major‐street left‐turn volumes plus the higher volume minor street
approach as the "minor street" volume and both approaches of the major street minus the higher of the major‐street left‐
turn volume as "major street" volume.
EXISTING CONDITIONS (YEAR 2019) ‐ PM PEAK HOUR
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1): 868
Major Street (Approach 2): 815
Major Street Lanes: 2 [a] Major Street Left‐Turns: 63
Minor Street Lanes: 1 Minor Street (Higher Volume): 0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1): 868 Minimum Major Street Volume: 510
Major Street (Approach 2): 815 Satisfied? YES
Total Major Street Volume: 1,683
Minimum Minor Street Volume: 112
Major Street Left Turns: 63 Satisfied? NO
Minor Street (Higher Volume): 0
Total Minor Street Volume: 63 Warrant 3 Satisfied?NO
[a] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
[b] Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street ‐ Higher‐Volume Approach ‐VPHMajor Street ‐ Total of Both Approaches ‐ Vehicles per Hour
Figure 4C‐3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Traffic Signal Warrant Input Sheet
Fill in all shaded cells.
Project Name: Bekins Food Hall
Analysis Scenario: Future without Project Conditions (Year 2020) ‐ AM Peak Hour
Intersection Number: 4
Major Street Name: Santa Anita Avenue
Minor Street Name: Morlan Place
Intersection Number & Name as Displayed
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Lanes: 2
Minor Street Lanes: 1
[a] Urban/Rural: Urban
4th 8th
Peak Highest Highest
Traffic Volumes Hour Hour Hour
Hourly Factor (% of Peak Hour): n/a 85% 60%
Major Street (Approach 1): 1,001 851 601
Major Street (Approach 2): 950 808 570
[b] Major Street Left‐Turns: 46 39 28
Minor Street (Higher Volume): 0 0 0
Major Street Pedestrian Crossing Volume:
Input Required
Value is automatically generated, but can be input manually if desired.
Default values. Can be altered if desired.
[a] Setting to "Rural" reduces minimum test volumes to 70% of "Urban" test volumes. This may be used when
major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[b] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
Source: Section 4C of CA MUTCD
At an intersection with a high‐volume of left‐turn traffic from the major street, the signal warrant analysis may be performed
in a manner that considers the higher volume of the major‐street left‐turn volumes plus the higher volume minor street
approach as the "minor street" volume and both approaches of the major street minus the higher of the major‐street left‐
turn volume as "major street" volume.
FUTURE WITHOUT PROJECT CONDITIONS (YEAR 2020) ‐ AM PEAK HOUR
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1): 1,001
Major Street (Approach 2): 950
Major Street Lanes: 2 [a] Major Street Left‐Turns: 46
Minor Street Lanes: 1 Minor Street (Higher Volume): 0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1): 1,001 Minimum Major Street Volume: 510
Major Street (Approach 2): 950 Satisfied? YES
Total Major Street Volume: 1,951
Minimum Minor Street Volume: 100
Major Street Left Turns: 46 Satisfied? NO
Minor Street (Higher Volume): 0
Total Minor Street Volume: 46 Warrant 3 Satisfied?NO
[a] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
[b] Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street ‐ Higher‐Volume Approach ‐VPHMajor Street ‐ Total of Both Approaches ‐ Vehicles per Hour
Figure 4C‐3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Traffic Signal Warrant Input Sheet
Fill in all shaded cells.
Project Name: Bekins Food Hall
Analysis Scenario: Future without Project Conditions (Year 2020) ‐ PM Peak Hour
Intersection Number: 4
Major Street Name: Santa Anita Avenue
Minor Street Name: Morlan Place
Intersection Number & Name as Displayed
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Lanes: 2
Minor Street Lanes: 1
[a] Urban/Rural: Urban
4th 8th
Peak Highest Highest
Traffic Volumes Hour Hour Hour
Hourly Factor (% of Peak Hour): n/a 85% 60%
Major Street (Approach 1): 1,072 911 643
Major Street (Approach 2): 1,013 861 608
[b] Major Street Left‐Turns: 46 39 28
Minor Street (Higher Volume): 0 0 0
Major Street Pedestrian Crossing Volume:
Input Required
Value is automatically generated, but can be input manually if desired.
Default values. Can be altered if desired.
[a] Setting to "Rural" reduces minimum test volumes to 70% of "Urban" test volumes. This may be used when
major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[b] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
Source: Section 4C of CA MUTCD
At an intersection with a high‐volume of left‐turn traffic from the major street, the signal warrant analysis may be performed
in a manner that considers the higher volume of the major‐street left‐turn volumes plus the higher volume minor street
approach as the "minor street" volume and both approaches of the major street minus the higher of the major‐street left‐
turn volume as "major street" volume.
FUTURE WITHOUT PROJECT CONDITIONS (YEAR 2020) ‐ PM PEAK HOUR
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1): 1,072
Major Street (Approach 2): 1,013
Major Street Lanes: 2 [a] Major Street Left‐Turns: 46
Minor Street Lanes: 1 Minor Street (Higher Volume): 0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1): 1,072 Minimum Major Street Volume: 510
Major Street (Approach 2): 1,013 Satisfied? YES
Total Major Street Volume: 2,085
Minimum Minor Street Volume: 100
Major Street Left Turns: 46 Satisfied? NO
Minor Street (Higher Volume): 0
Total Minor Street Volume: 46 Warrant 3 Satisfied?NO
[a] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
[b] Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street ‐ Higher‐Volume Approach ‐VPHMajor Street ‐ Total of Both Approaches ‐ Vehicles per Hour
Figure 4C‐3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Traffic Signal Warrant Input Sheet
Fill in all shaded cells.
Project Name: Bekins Food Hall
Analysis Scenario: Future With Project Conditions (Year 2020) ‐ AM Peak Hour
Intersection Number: 4
Major Street Name: Santa Anita Avenue
Minor Street Name: Morlan Place
Intersection Number & Name as Displayed
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Lanes: 2
Minor Street Lanes: 1
[a] Urban/Rural: Urban
4th 8th
Peak Highest Highest
Traffic Volumes Hour Hour Hour
Hourly Factor (% of Peak Hour): n/a 85% 60%
Major Street (Approach 1): 1,010 859 606
Major Street (Approach 2): 994 845 596
[b] Major Street Left‐Turns: 72 61 43
Minor Street (Higher Volume): 0 0 0
Major Street Pedestrian Crossing Volume:
Input Required
Value is automatically generated, but can be input manually if desired.
Default values. Can be altered if desired.
[a] Setting to "Rural" reduces minimum test volumes to 70% of "Urban" test volumes. This may be used when
major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[b] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
Source: Section 4C of CA MUTCD
At an intersection with a high‐volume of left‐turn traffic from the major street, the signal warrant analysis may be performed
in a manner that considers the higher volume of the major‐street left‐turn volumes plus the higher volume minor street
approach as the "minor street" volume and both approaches of the major street minus the higher of the major‐street left‐
turn volume as "major street" volume.
FUTURE WITH PROJECT CONDITIONS (YEAR 2020) ‐ AM PEAK HOUR
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1): 1,010
Major Street (Approach 2): 994
Major Street Lanes: 2 [a] Major Street Left‐Turns: 72
Minor Street Lanes: 1 Minor Street (Higher Volume): 0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1): 1,010 Minimum Major Street Volume: 510
Major Street (Approach 2): 994 Satisfied? YES
Total Major Street Volume: 2,004
Minimum Minor Street Volume: 100
Major Street Left Turns: 72 Satisfied? NO
Minor Street (Higher Volume): 0
Total Minor Street Volume: 72 Warrant 3 Satisfied?NO
[a] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
[b] Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street ‐ Higher‐Volume Approach ‐VPHMajor Street ‐ Total of Both Approaches ‐ Vehicles per Hour
Figure 4C‐3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
Traffic Signal Warrant Input Sheet
Fill in all shaded cells.
Project Name: Bekins Food Hall
Analysis Scenario: Future with Project Conditions (Year 2020) ‐ PM Peak Hour
Intersection Number: 4
Major Street Name: Santa Anita Avenue
Minor Street Name: Morlan Place
Intersection Number & Name as Displayed
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Lanes: 2
Minor Street Lanes: 1
[a] Urban/Rural: Urban
4th 8th
Peak Highest Highest
Traffic Volumes Hour Hour Hour
Hourly Factor (% of Peak Hour): n/a 85% 60%
Major Street (Approach 1): 1,113 946 668
Major Street (Approach 2): 1,026 872 616
[b] Major Street Left‐Turns: 64 54 38
Minor Street (Higher Volume): 0 0 0
Major Street Pedestrian Crossing Volume:
Input Required
Value is automatically generated, but can be input manually if desired.
Default values. Can be altered if desired.
[a] Setting to "Rural" reduces minimum test volumes to 70% of "Urban" test volumes. This may be used when
major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[b] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
Source: Section 4C of CA MUTCD
At an intersection with a high‐volume of left‐turn traffic from the major street, the signal warrant analysis may be performed
in a manner that considers the higher volume of the major‐street left‐turn volumes plus the higher volume minor street
approach as the "minor street" volume and both approaches of the major street minus the higher of the major‐street left‐
turn volume as "major street" volume.
FUTURE WITH PROJECT CONDITIONS (YEAR 2020) ‐ PM PEAK HOUR
Bekins Food Hall
Traffic Signal Warrant Analysis
Warrant 3, Peak Hour
4. SANTA ANITA AVENUE & MORLAN PLACE
Major Street Name: Santa Anita Avenue Vehicles per Hour (Peak Hour)
Minor Street Name: Morlan Place Major Street (Approach 1): 1,113
Major Street (Approach 2): 1,026
Major Street Lanes: 2 [a] Major Street Left‐Turns: 64
Minor Street Lanes: 1 Minor Street (Higher Volume): 0
[b] Urban/Rural: Urban
Vehicles per Hour (Peak Hour)
Major Street (Approach 1): 1,113 Minimum Major Street Volume: 510
Major Street (Approach 2): 1,026 Satisfied? YES
Total Major Street Volume: 2,139
Minimum Minor Street Volume: 100
Major Street Left Turns: 64 Satisfied? NO
Minor Street (Higher Volume): 0
Total Minor Street Volume: 64 Warrant 3 Satisfied?NO
[a] Major street left‐turn volume is added to minor street volume if a protected left‐turn signal phase is proposed.
[b] Setting to "Rural" reduces minimum test volumes to approximately 70% of "Urban" test volumes. This may be used
when major street speed exceeds 40 mph or in an isolated community of less than 10,000 residents.
[c]From California Manual on Uniform Traffic Control Devices, 2014 Edition; Caltrans.
0
100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Minor Street ‐ Higher‐Volume Approach ‐VPHMajor Street ‐ Total of Both Approaches ‐ Vehicles per Hour
Figure 4C‐3. Warrant 3, Peak Hour [c]
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane