HomeMy WebLinkAbout07/06/1999, 5 - SANTA BARBARA STREET OPERATIONAL STUDY council
July 6,1999
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C I TY O F SAN L U I S O B I S P O
FROM: - Mike McCluskey,Director of Public Works
Prepared Bic: Terry Sanville,Principal Transportation Planner-6S
SUBJECT: - SANTA BARBARA STREET OPERATIONAL STUDY
CAO RECOMMENDATION Support the traffic operations strategy for Santa Barbara Street
as recommended by the Consultant(with the exception of the
High Street traffic signal)and the funding and implementation
strategy as recommended by Staff;and
Terminate further consideration of initiating additional studies
for the widening of Santa Barbara Street.
REPORT IN BRIEF
In February, 1999, the City Council authorized the CAO to hire a consultant to prepare a traffic
operations study for Santa Barbara Street. The consultant has completed its report and recommends
that a variety of changes-generally within the current street right-of-way-be made to improve
traffic flow. However,the most significant change is widening the northwest side of Santa Barbara
Street between Roundhouse Avenue and Broad Street to make way for an additional southbound
left tum lane. This turn lane is needed to accommodate traffic from additional "near term"
development(within the next ten years).
Other recommended changes involve mostly the limited removal of curb parking and restriping the
street to provide for center turn lanes and left tum pockets at key intersections.
BACKGROUND
At its February 16, 1999 meeting,the City Council:
• Approved the scope of work for the Santa Barbara Street Operational Study (attached as
Exhibit A);
• Appropriated$20,000 to pay for the study;
• Waived the standard RFP process requirements to enable the study to expeditiously proceed;
and
• Authorized the CAO to sign a contract with a qualified consultant firm.
The CAO awarded a contract to Fehr and Peers Associates of San Jose to conduct the study and
prepare a report. The Consultant conducted field studies,reviewed all past traffic reports for this
area, evaluated future traffic conditions,and prepared specific recommendations for each segment
of Santa Barbara-Osos Street between Islay and Broad Streets.
5-1
City Council Agenda Report: Santa Barbara Street Operational Study
Page 2
Council action on this report's recommendations is a high priority item because it will affect the
design of the Railroad Transportation Center which is currently being developed by Boyle
Engineering on land adjoining Santa Barbara Street.
DISCUSSIQN
1. Public Notice: Prior to the City Council meeting, all property owners and residents along the
affected section of Santa Barbara and Osos Streets were notified tlat_the study was complete,
were provided maps showing the proposed changes to the street, notified that copies of the
report were available for review,and that Council consideration was scheduled for July 6tl.
2. Summary of Recommendations: A synopsis of the consultant's recommendations keyed to
pertinent figures is provided below:
a) Leff-Osos Street Intersection (Figure 5B): construct bulb outs on this intersection's
northern two comers and install textured cross walks and a raised median to address
pedestrian safety concerns. Redesign the Osos-Santa Barbara T-intersection and provide
sidewalks along the east side of Santa Barbara Street.
b) Morro-Upham-Santa Barbara Street Intersection(Figures 5C & 5D): install left tum
pockets on Santa Barbara Street at Upham (northbound) and at the proposed driveway
entrance to the Railroad Transportation Center (southbound). Close Morro Street to
through vehicle traffic but provide bicycle access to it.
c) High-Santa Barbara Intersection(Figures 5E & 5F): install left tum pockets on Santa
Barbara Street in both directions and change the curb radii to accommodate buses. Install
a traffic signal to accommodate opposing left turns onto Santa Barbara Street from High.
d) Santa Barbara Street from High Street to Roundhouse Avenue(Figures 5F and 5G)
install a two way left tum lane in the center of the street with left tum pockets at both the
High and Roundhouse ends of this block
e) Santa Barbara Street from Roundhouse Avenue to Broad Street(Figure 511): widen
the west side of the street along the Pizza Hut and City Park properties to enable the
installation of a second southbound left tum lane. An additional northbound left turn lane
should be added to Broad Street (State Route 227) after the City eventually takes over its
management.
3. Conclusions of the Study: Traffic demands under near term conditions can be reasonably
accommodated within the existing Santa Barbara Street right-of-way with a few adjustments.
However,to improve traffic flow within the right-of-way requires that some curb parking be
removed to make way for a two-way center tum lane and left turn pockets at key intersections. _
Also, traffic demands at the south end of Santa Barbara Street under near- and far-term
conditions warrant the installation of a second southbound left tum lane onto Broad Street.
Installing a second left turn lane will require that part of the Pizza Hut and City Park properties
City Council Agenda Report: Santa Barbara Street Operational Study
Page 3
will be used to accommodate the widened roadway. Providing a second left turn lane will limit
access to the Pizza Hut property from Santa Barbara Street
Traffic conditions at "buildout" of the City (consistent with the General Plan) will exceed the
capacity of Santa Barbara Street by 7%,assuming that all proposed near term improvements are
implemented. The street's capacity would be approximately 16,300 vehicles per day while
buildout traffic volumes are estimated to be 17,500 vehicles per day.- However,the Consultant
does not-recommend adding travel lanes to Santa Barbara Street for a variety of reasons that are
outlined on page 30 of the report
The current layout of the Morro-Upham-SantaBarbara Street intersection is poor for all modes
of travel. In order to provide for southbound vehicle access into the Railroad Transportation
Center and northbound access to Upham Street and the Del Monte Cafe,left turn lanes must be
provided. With turn lanes in place, to avoid traffic conflicts and simplify the use of the
intersection,Morro Street should be closed to through vehicle traffic at its south end. However,
Morro Street can remain open for bicyclists and pedestrians so that the corridor can be used to
improve bicycle access to the downtown, a goal of the draft Parking and Downtown Access
Plan and anticipated by the approved 99-01 Financial Plan
4.Key Issues:
• Loss of curb parking (estimated 21 spaces): in most cases side street or off-street parking
options are available. However,parking patterns for some individual uses may change. Most
of the spaces removed(19 of 21)are associated with four businesses—three of which currently
provide off-street parking. The fourth business (Farris Lighting)has side street parking; also
the adjoining commonly-held vacant land could accommodate off-street parking for this use.
• Closure of Morro Street: some area residents and through motorists may object to closing this
street because it will require slightly more circuitous routing. However, existing traffic
volumes are generally low, so the level of inconvenience and the amount of traffic diverted to
alternative routes is not significant. Also, closing the street has the effect of protecting the
Morro Street neighborhood from"cut through"traffic.
• Installing a Traffic Signal at high Street and Other Changes: The Consultant estimates
that with near term development(within 10 years), traffic volumes on High Street will meet
CalTrans warrants for PM peak hour traffic. However, regardless of future traffic increases,
the Consultant also recommends that when the Railroad Transportation Center (RTC) is
developed,the configuration of the eastern leg of this intersection must be modified to enable
buses to make right and left tutus off of Santa Barbara Street onto High Street
When this leg of the intersection is redesigned,traffic lanes on High Street on both sides of
_ Santa Barbara Street will be offset. Motorists simultaneously turning left onto Santa Barbara
Street from either side of High Street approaches will conflict under the proposed street
configuration. To address this potential circulation conflict,the Consultant recommends that a
traffic signal be immediately installed as part of the RTC project to provide separate phasing
(called"split phasing") for High Street motorists. However,providing a split-phased sig-I
City Council Agenda Report: Santa Barbara Street Operational Study
Page 4
this intersection will significantly increase delays for motorists on Santa Barbara Street and
reduce the level of service on that street—which is contrary to the study's original goal.
Staff identified two alternatives for eliminating the offset in the traffic lanes on High Street:
• Remove part of the Pacific Home Do-it Center building and expanding the High Street
right-of-way east of Santa Barbara Street;or
• Change the lane striping on High Street west of Santa Barbara Street to align with the
proposed lane striping east of Santa Barbara. The only potential conflict with this option
would be that large northbound vehicles on Santa Barbara Street turning west onto High
Street would encroach into High Street's eastbound lane. However, given the infrequency
of this type of traffic, the potential for conflicts is not considered significant by the
Consultant and by staff.
Staff believes that the initial low volume of traffic using High Street will not create a significant
potential for circulation conflicts at the intersection. This is especially true since the RTC is
being designed to direct buses to enter the site from High Street but exit the site at a new
driveway across from Morro Street. Furthermore, staff recommends thaf the second option
described above (realignment of High Street's travel lane striping) be implemented which
should eliminate conflicts and the need for a split-phasedtraffic signal.
Based on this additional analysis, staff does not support the Consultant's assessment that a
traffic signal at High Street is needed as an "immediate" improvement as part of the RTC
project. Staff recommends that the signal be considered a "near term" improvement and be
installed no sooner than a time when CalTrans warrants (threshold criteria) are met. Key
design issues associated with the High-Santa Barbara Street intersection would be addressed at
that time.
In the long-term, if the RTC becomes more intensely used as a transit transfer facility and High
Street actually becomes an exit point for buses,it will be desirable to provide for buses turning
onto Santa Barbara Street from High Street Therefore,to enable this circulation pattern,staff
recommends that the sufficient right-of-way be reserved to allow buses to make right turns onto
Santa Barbara Street from High. This reservation of right-of-way(shown on Figure 5E in the
study report) would affect the redevelopment and use of the parcel on the northeast comer
currently that is used for the storage of tour buses.
• Widening Santa Barbara Street along its northwest side between Roundhouse Avenue and
Broad Street to create a second left tum pocket will help relieve congestion caused by near-and
far term development. However,it will reduce the City's landscaped park area and most of
Pizza Hut'slandscaped street yard. Changing traffic lane dimensions and sidewalk widths may
slightly reduce the amount of right-of-way needed to accomplish this change — details to be
worked out as part of any final design for this project. Existing large Camphor trees along the
southeast side of the street(a valuable landscape feature)limit the option of widening along that
side of the road. Living with short-term delays during peak traffic periods (more than one
signal phase)is the only option to this widening from a traffic management perspective.
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City Council Agenda Report: Santa Barbara Street Operational Study
Page 5
5. Relationship to Adopted Plans and Policies:
• The Circulation Element identifies Santa Barbara and Osos Streets as an "Arterial" corridor.
Although Policy 5.2 indicates that the number of travel lanes for"Arterial" roads is 2 to 4 lanes,
the Circulation Element does not identify this corridor for widening to add more travel lanes.
Therefore, the .overall approach recommended by the consultant is consistent with the
Circulation Element.
• Policy 7.1B of the Circulation Element enables an Arterial street to be selectively widened
when level of service(a measurement of congestion levels)reaches"LOS E"and when the "...
improvementsto public safety and traffic flow outweigh the fiscal and environmental costs,and
do not hinder this plan's alternative transportation policies." Consistent with Policy 7.1,
widening a street is the last option to be considered. The proposed selective widening of Santa
Barbara Street between Roundhouse and Broad Streets to accommodate a second left tum lane
could be found consistent with the Circulation Element if the Council.makes findings consistent
with Policy 7.1 B.
• The Bicycle Transportation Plan says that, in the long run, bike lanes should be installed
along all arterial streets in San Luis Obispo. Retaining the bike lanes on Santa Barbara Street is
consistent with this policy while removing them is not. It would be desirable to install a bicycle
lane along the northwest side of Santa Barbara Street as part of the recommended widening
between Roundhouse Avenue an Broad Street. However,there doesn't appear to be sufficient
space to provide a bike lane and avoid impacting the Pizza Hut building (if the street's
southeastern curb line is kept at its current location). Therefore,not including bike lanes along
this southbound segment as part of the street's widening is not fully consistent with the Bicycle
TransportationPlan.
• The Railroad District Plan provides a design concept for the Leff-Santa Barbara Street
intersection on page 68, Figure 21. The recommendations of the Santa Barbara Street
Operational Study are consistent with this design concept and improve its performance by
providing bulb outs and a raised median to reduce pedestrian crossing distances and to better
guide traffic around this obliquely-angledcorner.
6. Long Term Considerations:
At its November 10, 1998 and February 19, 1999 meetings,the City Council made sure that long-
range circulation needs would be addressed in a second follow-up study— i.e. a "plan line" study
for the widening of Santa Barbara Street. From the information provided by the Santa Barbara
Street Operational.Study concerning long-term conditions,traffic levels would exceed the street's
capacity by 7%. The Consultant does not recommend any widening to accommodate this overage
but instead proposes a series of improvements within the existing right-of-way and suggests that
given the costs,potential impacts and limited benefits of widening the street,that some congestion
be tolerated along this corridor under buildout conditions. Staff agrees with the Consultant's
findings and believes that there is no need for more studies that further evaluate the widening of
Santa Barbara Street. Therefore,staff recommends that the Council terminate fiuther consideration
of widening Santa Barbara Street corridor to add travel lanes and not initiate any secondary stuget
City Council Agenda Report: Santa Barbara Street Operational Study
Page 6
If the Council supports this recommendation, the design of the RTC being prepared by Boyle
Engineering can proceed and consider the full use of the site for vehicle parking,transit,pedestrian
and bicycle circulation purposes.
CONCURRENCES
At its June I "h meeting, the Bicycle Advisory Committee reviewed.-the operational study and
supported the Censultant's recommendations. The following comments were forwarded on to the
Council and Consultant:
1. Provide some type of striping that guides westbound bicyclists on Santa Barbara Street through
the Broad-Santa Barbara intersectionto link up with the southbound bike lanes on Broad Street.
2. At Morro Street,provide some type of contrasting pavement for the pedestrian crossing of the
southern entrance to the bike connection.
3. For northbound traffic on Santa Barbara Street,move the 30 mph speed limit sign south of Leff
Street to be opposite the speed limit sign for southbound traffic.
4. Investigate the potential for having the bicycle lanes cut through the bulbouts proposed for the
north side of the Leff-Osos Street intersection.
All of these items are design details that can be further evaluated as part of the effort to implement
the Consultant's recommendations.
FISCAL IMPACT
The report's executive summary (page 2) briefly describes each change and identifies its
installation cost. For purposes of this analysis,it's assumed that the City would be responsible for
making the recommended operational changes. In reality,some of the improvements may be done
as part of changes to adjoining properties, or their costs supported by Transportation Impact Fee
(TIF)revenues generated by these projects. The following represents staffs recommended finding
and implementationstrategy:
5-6
City Council Agenda Report: Santa Barbara Street Operational Study
Page 7
What How Much When Funding Source
Immediate Improvements:needed within three years,to address current problems
Part of RTC Project:
Frontage Improvements,east side, $72,000 FY 99-00 RSHA,Prop 116
URlram to High
Frontage Improvements,both $13,000 FY 99-00 RSHA,Prop 116
sides of High,east of SB;lane
restripingon High,west of SB.
Bust tumout,east side of SB @ $77400 FY 99-00 RSHA,Prop 116
Church St
Left tum pockets on SB at $4,800 FY 99-00 Pavement Management Funds
Morro-Upham&at High (1)
Facilities needed to close Morro $23,800 FY 99-00 RSHA,Prop 116,USHA
St (Downtown Bike Access
Improvements)
Subtotal $121,000.00
Other Improvements:
TWLTLw/left tum pockets $3,000 FY 99-00 PavementMaaagementFunds
between High and Roundhouse (1)
Bulb outs,textured crosswalks, $52,300 FY 01-02 GF
&raised median at Osos-Leff
Sidewalks and intersection $19,300 FY 01-02 GF
changes at Osos-Santa Barbara
Subtotal $74,600.00
TOTAL:IMIVIEDIATE CHANGES $195,600(2)
Near Term Improvement needed within ten years to address developmentimImcts
Traffic signal @ High and SB $132,000 As warranted TIF,USHA(Intersection
funds),GF
Add second west bound left turn $58,000(3) As warranted TIF
lane on SB at Broad by widening by
street development
TOTAL:NEAR TERM CHANGES I $1909000.00
Far Term Improvements:needed beyond ten.years -
Two-way left turn lane between $3,000 As area GF
Morro and High Street on SB redevelops
Traffic signal at SB and Upham $132,000 As warranted GF
Expanded curb radius @ We comer NA When Require developers to increase
of High Street adjacent this radius when property
parcel redevelops if transit use of the
redevelops RTC site is intensified.
TOTAL:FAR TERM CHANGES $1355000.00 GF=General Funds
TIF=Traffic Impact Fees
GRAND TOTAL OF PROGRAM $5209600 USHA=Urban State
Highway Account
RSHA=Regional State
Highway Account
Prop 116:State Bond Act
1. Santa Barbara Street is scheduled to be repaved in the Spring of 2000. Restriping costs described here would
be incorporated into that project
2. Adopted 99-01 Financial Plan includes$5,000 which can be used to help implement immediate improvements.
3. Cost estimate does not include the right-of-way cost to widen the street
City Council Agenda Report: Santa Barbara Street Operational Study
Page 8
ALTERNATIVES
Alternative strategies are addressed as part of the technical discussion included in the study report
The Consultant will be prepared to address follow up questions that the public or the Council may
have concerning alternative approaches.
If the City Council desires to eliminate bicycle lanes from Santa Barlsara Street along the entire
corridor(an alternative addressed but not recommended by the study)then it should initiate and act
on an amendment to the Bicycle Transportation Plan before proceeding with operational
improvements.
If the City Council desires to support the widening of Santa Barbara Street to add more travel lanes
(which is beyond the scope of this study),it should describe the section of the Osos-Santa Barbara
Street corridor that should be considered for more travel lanes, initiate a Circulation Element
amendment, and provide funding for the requisite traffic and environmental studies. Boyle
Engineering's designers of the RTC would be directed to maximise landscaping and pedestrian
amenities along Santa Barbara Street which could later be removed if the study concluded that
widening was necessary and the Council adopted that recommendation.
Attachments
Exhibit A: Santa Barbara Street Operational Study Scope of Work
Exhibit B: Street Operational Study(distributedunder separate cover)
Note: A copy of the Operational Study is available for review in the City Clerks Office.
5-8
EXHIBIT A
PRELIMINARY SCOPE OF WORK
Santa Barbara Street Operational Study
Study Limits: All segments of Santa Barbara Street between Broad and Islay Streets including all
intersections.
Traffic Assumptions: This study should be based on current and General Plan"buildout" traffic
conditions and access demand along Santa Barbara Street modified by:
• Adding traffic increases from the City's Multi-Modal Transportation Center project
that is currently under development;and
• Adding additional traffic from the expansion of the PacificHome Do-it Center(extent
of expansion not known at this time.)
Task 1: Review traffic operations and the level of service(LOS)at the following intersections on
Santa Barbara Street to determine whether turn pockets on Santa Barbara Street are
warranted. Identify changes to the street needed to install these facilities.
Leff Street Morro-Upham Streets
High Street Roundhouse Avenue
Broad Street Islay Street
Task 2: Evaluate the access needs of properties fronting Santa Barbara Street(from Leff to Broad
Street)to determine whether the creation of a center turn lane is warranted.
Task3: If a center turn lane appears warranted from the results of either Task 2 or 2,than evaluate
at least the following options:
• Partial or total removal of curb parking
• Partial or total removal of bicycle lanes, with bike route fully relocated to Chorro
Street or partially relocated to Morro Street.
• Minor street widening within existing rights-of-way or minor expansion of right-of--
way across the Multi-Modal Center site or other properties.
• Use a center tum lane to provide left in, right in and right out access to properties
along the corridor,but preclude left turns out of driveways onto Santa Barbara Street
• A combination of the above elements that minimizes bicycle route relocation and
parking removal.
This analysis should include an evaluation of how these changes benefit vehicular traffic
flow,their effect on other modes of transportation(such as pedestrians,bicyclists,transit
users),and their impact on resident and patron access to adjoining land uses.
" Task 4: Submit a report (in a format and style understandable by the general public) that
presents the findings and conclusions of the analysis described above, clearly defines the
options for changing Santa Barbara Street,and presents their benefits,impacts,and costs.
5-9R
■COUNCIL O CDD r"M
MEETING AGENDA cno o FIN C.
r ACAO ❑FIR l': ._'
DIR
DATE J�ITEM # i clMegWoala a POLICE cr;�
TIL DIR
June 29, 1999 JUN 3 0 1999
TO: Council Colleagues SLO CITY CLERK
FROM: Dave Romero
SUBJECT: Santa Barbara Street Operational Study Recommendations-
July 6, 1999 Council Meeting Agenda Item 5
At its meeting of June 16, 1998, the City Council directed staff to study short term solutions for
traffic congestion on Santa Barbara Street. These solutions were to be carried out in the existing
right-of-way. The intention was to have the study quickly completed and adopted, thereby
allowing sufficient funds to be included in the 1999-00 budget. Because the study was not
completed at budget time, staff included only $5,000 for this project.
Santa Barbara Street is an arterial street which carries approximately 12,000 cars per day. It is
also a truck and bus route. It services a neighborhood containing many trucks,whose turning
movements must be accommodated. Traffic on Santa Barbara has been increasing exponentially
for more than 20 years, therefore, the traffic solution must accommodate all of these movements
as expeditiously as possible.
In my opinion the staff report does not adequately address all the problems inherent in this area
and at the risk of being accused of micromanaging, I am recommending the following items be
considered prior to Council adoption of the plan:
1) Intersection of Osos and Leff Streets (Gus' Grocery)-Figure 5B
The bulbout in front of Gus' Grocery will eliminate easy access to the heavily used first green
space in front of the grocery, and at times will require a parallel parking maneuver to utilize this
space, thereby blocking all through-movement on Osos Street. The bulbout will also make it
slightly more hazardous for northwest bound bicyclists to merge with traffic. The bulbout on the
opposite side of the street will create an uncomfortable alignment for vehicles heading southeast,
perhaps directing them into the proposed raised median on Santa Barbara Street. The textured
crosswalks and bulbouts represent a substantial city expense which I believe should more
concentrated in the downtown area rather than a remote location.
Recommendation: Eliminate bulbouts and textured crosswalks at this location.
2) Raised median on Santa Barbara near Leff Street- Figure 5B
The raised median will be slightly around a curve for motorists traveling southeast and will
create an unnecessary hazard in the roadway.
Recommendation: Leave painted median as it now exists.
3) Intersection of Osos and Santa Barbara Streets - Figure 5B
The proposal to square up the radius for vehicles wishing to make a right turn coming from the
depot area on Osos and wishing to travel northwest on Santa Barbara will make it difficult for
buses and trucks to complete the maneuver without extending into the left turn pocket for
southeast bound traffic. In effect,we are creating the same situation we are trying to correct at
the northeast corner of High and Santa Barbara Streets.
Recommendation: Leave large radius as it now exists.
4) Santa Barbara South of Upham-Figure 5D
The consultant engineer has designed long tapers and a generous left pocket on northbound Santa
Barbara at Upham(Del Monte Cafe). This large pocket and transition requires a removal of two
needed parking spaces near the cafe. There are v_yr few vehicles wishing to make this left tum.
Recommendation: Pocket and transitions can be redesigned to minimize parking loss
near the Del Monte Cafe.
5) High Street and Santa Barbara Street
a) Northeast Corner-Figure 5E
A consultant has proposed a very large radius to accommodate buses,however, he
has proposed to place a median island between the roadway and the turn lane. The very large
radius will be expensive to acquire and quite disruptive to development of the property. I believe
a smaller radius will accommodate the need if raised medians were eliminated. Small medians
and islands are routinely damaged down and these islands would be particularly exposed due to
large trucks which must make this right tum under restricted conditions.
Recommendation: Eliminate median island and construct slightly smaller radius
than that designed.
b) Northwest Corner- Figure 5E
The consultant has proposed elimination of two spaces (although I often see three
cars parked there)on the High Street frontage of True Value Hardware. I see no useful purpose
for eliminating these parking spaces since trucks turning from Santa Barbara have at least 50 ft.
to complete their tum before these parking spaces become a consideration.
Recommendation: Preserve these parking spaces.
C) Southwest Corner-Figure 5F
There are a certain number of large trucks which will need to make a right tum
from eastbound High Street to Santa Barbara. With the northbound left tum pocket on Santa
Barbara, this movement will be severely restricted.
Recommendation: The curb return at the southwest comer of High and Santa
Barbara be enlarged to the maximum feasible amount.
6) Bus stop proposed to be retained near Brooks Woodcraft-Figure 5G
Retaining this stop will mean that buses which stop to load passengers will block the through
traffic during this loading maneuver, or alternatively force motorists into the left turn lane to pass
the bus. This is quite similar to a situation which occurred on Johnson Avenue near Scolaris and
was recently corrected.
Recommendation:
a) Eliminate bus stop in this block, or
b) Narrow sidewalk to approximately five feet allowing buses to pull out of travel
lane when loading passengers.
7) Santa Barbara Street and Roundhouse Avenue
a) Northeast Corner- Figure SG
Large trucks exiting the Roundhouse area will be unable to make a right turn
heading north on Santa Barbara,particularly with the offset center line on Roundhouse Avenue.
Recommendation: Leave center line on Roundhouse Avenue in the center of the
roadway and enlarge the radius at the northeast as much as feasible within the current right-of-
way. It may be necessary to acquire more property at this location to enlarge this radius.
b) Southeast Corner- Figure 5H
Large trucks will have some difficulty in making the maneuver from northbound
Santa Barbara to eastbound Roundhouse.
Recommendation: The radius at the southeast comer be enlarged as much as
feasible even to the extent of acquiring some property from the Fire Station.
C) Median- Santa Barbara and Roundhouse
The proposed median at Santa Barbara and Roundhouse will make it virtually
impossible for large trucks to tum from Roundhouse to southbound Santa Barbara, forcing them
to drive over and destroy the median. I believe the median is an obstruction and that the lane
should be left open for ease in accommodating the stack-up for existing Broad Street and left turn
lanes.
Recommendation: Eliminate median.
8) Proposed widening along Pizza Hut and Qty park on west side of Santa Barbara
near Broad Street- Figure 5H
Currently, two lanes of traffic on Santa Barbara are able to make a left turn to Broad Street. The
right lane also accommodates those very few vehicles wishing to tum north on Broad, or west on
South, with a minimum of delay or interference. The widening proposed by the consultant will
require acquiring property from Pizza Hut and will provide a very minimal benefit. I question
whether any widening is needed. If we decide we must widen here., I believe the necessary
storage lane could be completed by widening only in front of city park property.
.f
` If'ecogoize:that these are extensive comments regarding the details of the traffic solution,
however; I believe itis vitally iiiipoitant that we make these improvements in the best possible
manner.
DR:ss
/Santa Barbara St
SANTA 13ARBAR_A STREET OPERATIONAL STUDY
1
1
1 Prepared for:
Cityof San.Luis Obispo
June 16,.1999
Fehr & Peers Associates
Transportation Consultants
1153 Lincoln Avenue
1 Suite P.
San Jose, CA 95125
i 408:2784700
FAX:408 278=1717
1
I
1
1
SANTA BARBARA STREET OPERATIONAL STUDY
1
Prepared for:
1 City of San Luis Obispo
Prepared by:
Fehr& 'Peers Associates,Inc.
June 16, 1999
1
TABLE OF CONTENTS
Chapter Page
1 ...
EXECUTIVESUMMARY .............................................................................................. iii
' I. INTRODUCTION........................................................................................................1
II. EXISTING CONDITIONS..........................................................................................3
III. FUTURE CONDITIONS...........................................................................................23
' IV. RECOMMENDED IMPROVEMENTS....................................................................29
Technical Appendices
Appendix A—Traffic Count Data Sheets
Appendix B —Intersection/Driveway Level of Service Calculation Worksheets
t Appendix C—July 1994 to December 1998 Accident Maps
Appendix D—Preliminary Multi-Modal Transportation Center Site Plan
' Appendix E— 10-Year Cumulative Project List
Appendix F—Conceptual Cost Estimate Worksheet
1
1
1
LIST OF TABLES '
Table PaEe
ES-1. Summary of Recommended Improvements.......................................................... iii ,
1. Signalized Intersection Level of Service Definitions.................................................14
2. Unsignalized Intersection Level of Service Definitions ............................................15
3. Existing Intersection Levels of Service......................................................................16
4. Near-Term Intersection Levels of Service (without Improvements).........................27
5. Near-Term Intersection Levels of Service (with Improvements) ..............................48 '
LIST OF FIGURES '
Figure Page
1. Study Corridor.......................................••••...................................................................2 '
2. Santa Barbara Street-Existing Conditions (Figures 2A through 2H)..................... 4-11 t
3. Existing Peak Hour Volumes.....................................................................................13
4. Near-Term Peak Hour Volumes.................................................................................26
5A. Santa Barbara Street-Proposed Improvements (Islay to Leff)...................................33 '
5B. Santa Barbara Street-Proposed Improvements (Leff to Church)...............................35
5C. Santa Barbara Street-Proposed Improvements (Church to Morro-Upham)...............36
5D. Santa Barbara Street-Proposed Improvements (Morro-Upham to High-North End) 39 '
5E. Santa Barbara Street-Proposed Improvements (Morro-Upham to High-South End) 40
5F. Santa Barbara Street-Proposed Improvements (High to Roundhouse-North End)....43
5G. Santa Barbara Street-Proposed Improvements (High to Roundhouse-South End)....44 '
5H. Santa Barbara Street-Proposed Improvements (Roundhouse to Broad)....................46
Santa Barbara Street Operational Study
June 1999
' EXECUTIVE SUMMARY
This report documents an operational study of the Santa Barbara Street/Osos Street corridor
' between Leff Street and Broad Street in the City of San Luis Obispo. The purpose of the
study is to identify improvements designed to serve existing and future traffic volumes, as
well as transit, bicycle, and pedestrian demand. Improvements have been prioritized as
follows: 1) Immediate Improvements (needed within the next two to three years and are not
dependent on additional development); 2) Near-Tenn Improvements (needed within 10 years
and tied to development); and 3) Far-Term Improvements (needed beyond 10 years). Each
' of these scenarios and the associated improvements are presented below.
' Table ES-1
Summary of Recommended Improvements and Construction Costs
Estimated
Improvements Costs,
Immediate Improvements:These changes are needed to correct existing problems or those
associated with the planned MMTC project.
Improvements included as part of the MMTC project include:
' Frontage improvements on the east side of Santa Barbara St.between Upham and High $72,000
Frontage improvements on both sides of High St.east of Santa Barbara St.(as required)' $31,200
Install traffic signal at Santa Barbara St./High St. intersection to designate right-of-way $132,000
Bus turnout on east side of Santa Barbara Street at church Street $7,400
' Left-tum pockets on Santa Barbara St.at Upham St.and High St.with MMTC driveways $4,800
Facilities needed to close down Morro Street $23,800
Improvements needed to correct existing problems include:
' Installation of bulb outs,textured crosswalks,and a raised median at the Osos Street/Leff $52,300
Street intersection to increase driver awareness of pedestrians and slow travel speeds
Sidewalk improvements and curb modification on Santa Barbara Street at Osos Street to $19,300
provide a defined pedestrian path
Stripe a center two-way left-tum lane on Santa Barbara Street between High Street and $3,000
Roundhouse Street to provide a refuge area for vehicles turning into and out of driveways'
Immediate Improvement Construction Cost $345,800
' Near-Term Improvements:These changes needed to address the impacts of near-term
development such as the Pacific Home Do-It Center expansion or other private commercial
expansion anticipated within the next ten years.
Add a second exclusive,westbound left-tum lane on Santa Barbara Street at Broad Street $58,000
which will require reconstruction of the west side and a right-of-way take from Pizza Hut
Add a second exclusive northbound left-tum lane on Broad Street(to South Street)within $3,000
the existing curb-to-curb width
' Near Term Construction Total $61,000
Far-Term Improvements:These changes will be required to accommodate development and
redevelopment beyond ten years.
Stripe a center two-way left-turn lane on Santa Barbara Street between Upham Street and $3,000
High Street by eliminating the club parking bay(expected to be accomplished through
redevelopment by requiring uses to meet City off-street parking requirements)
Install a traffic signal at Santa Barbara St/Upham St intersection(if warranted by delays to $132,000
vehicular traffic or to northbound bicyclists destined for Morro St.bicycle boulevard)
Notes: Estimated costs are conceptual and represent construction costs only with a 20 percent contingency. Cost
estimates should be refined based on final design.
2 Cost would be reduced to approximately$13,000 if buses precluded from exiting at High Street driveway.
3 A substantial portion of the proposed striping can be included in the re-paving project scheduled for 2000.
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' Santa Barbara Street Operational Study
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I. INTRODUCTION
' This report documents the operational study of Santa Barbara Street in the City of San Luis
Obispo. The study was conducted to identify improvements within the existing right-of-way
that will minimize delay for traffic. Other key elements of the study included bicycle and
pedestrian access within this corridor and accommodation of the proposed multi-modal
transportation center adjacent to the existing rail line.
The study area includes the entire length of Santa Barbara Street between Broad Street and
Osos Street including the section of Osos Street between Leff Street and Islay Street (see
Figure 1). To simplify the report, the entire corridor may be referred to as Santa Barbara
Street.
Background
' Over the last decade, the City of San Luis Obispo has experienced steady growth, with a
substantial portion of new development located south of the downtown core. The
development of this area and the attractive amenities and services located in central San Luis
Obispo have slowly but steadily increased traffic on many of the north-south roadways
within the City. Key among these north-south facilities is Santa Barbara Street, a two-lane
roadway extending between Broad Street and Osos Street south of downtown. In addition to
providing access to numerous commercial businesses and the existing Amtrak rail station,
' this street serves as an important roadway connection between the downtown area and the
higher capacity four-lane Broad Street to the south.
Santa Barbara Street currently includes two travel lanes, bicycle lanes, and on-street parking
along certain segments. Except for stopping at the traffic signals at Buchon Street and Broad
Street, there are no other stop controls for traffic on Santa Barbara Street. During the
morning and evening peak hours, the steady flow of traffic can impede left-turning vehicles
into and out of driveways and street intersections. Vehicles turning left from Santa Barbara
Street also delay through traffic, causing some vehicles to intrude into adjacent bicycle lanes
' and on-street parking spaces. These operational problems have prompted the City to
commission a detailed operational study of the Santa Barbara Street corridor.
Report Organization
The remainder of the report is divided into three chapters. Chapter II presents the existing
conditions for all transportation modes on Santa Barbara Street. Chapter III describes future
operations within the corridor based on planned and proposed projects, as well as policies of
the City's General Plan, future traffic forecasts, and the Railroad District Master Plan. The
recommended improvements are described and illustrated in Chapter IV.
1
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' Santa Barbara Street Operational Stutfv
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H. EXISTING CONDITIONS
' This chapter describes the existing operations of vehicular, bicycle, and pedestrian traffic in
the Santa Barbara Street/Osos Street corridor. Figures 2A through 2H show the existing
geometry for the entire segment and all objects within the existing right-of-way. Various
issues regarding the street layout, facilities for each travel mode, and overall operations are
described below.
' Street Geometry and Functional Classification
Santa Barbara Street is a two-lane street extending between Osos Street and Broad Street
with a 60-foot right-of-way (ROW) width and a 40-foot pavement section (curb-to-curb).
The portion of Osos Street within the study corridor extends between Islay and Leff Streets
and includes the same ROW and pavement sections. As shown on Figure 1, the posted speed
limit for most of the study segment is 35 miles per hour (mph), except for the segment north
of Leff Street posted for 30 mph.
' The street's vertical profile is relatively flat between Islay and Church Streets but gradually
rises (in the southbound direction) to a peak just south of Upham Street. From this point, the
roadway gradually slopes downward towards High Street with a slightly steeper downgrade
between the Do-It Center exit driveway and Broad Street.
The City's General Plan Circulation Element (adopted November 29, 1994) designates
Santa Barbara Street as an arterial. Policy 5.2 describes an arterial street as a
roadway providing circulation between major activity centers and residential areas. Santa
' Barbara Street links the residential areas to the south and east (via Broad Street and Orcutt
Road) to the downtown area. In addition, students commuting from the southeast use Santa
Barbara Street to get to Cal Poly San Luis Obispo via Santa Rosa Street, Monterey Street,
California Boulevard and Grand Avenue.
Santa Barbara Street is a designated truck route as shown on Figure #5 in the General Plan
' Circulation Element. This route is the only designated route through the downtown area and
links Broad Street (SR 227) with Santa Rosa Street via the Marsh Street-Higuera Street one-
way couplet.
' The only traffic control devices for Santa Barbara Street traffic are the traffic signals located
at the Broad Street-South Street intersection. The driveway serving the adjacent fire station
' forms a fifth leg to this intersection, and a special signal phase indicating red on all of the
street approaches allows vehicles to exit during an emergency. All of the streets intersecting
Santa Barbara Street are controlled by stop signs. The signal closest to the north end of the
study corridor is located north of Islay Street at Buchon Street.
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Santa Barbara Street Operational Study '
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Overall, the character of the study corridor changes at Leff Street. North of Leff Street (to t
Pismo Street), Osos Street is fronted by mostly residential uses with two notable legally
nonconforming commercial uses (Kyle Roofing and Faces & A La Mode salon) located on
the street's west side between Leff and Islay Streets. Curb parking along this corridor is '
heavily used, which causes side friction and creates a narrower travel path. The posted speed
limit is 30 mph.
South of Leff Street fronting properties transition from residential to service commercial '
uses. In 1991, on-street parking was reduced (primarily along the east side of Santa Barbara
Street) to accommodate bicycle lanes in both directions. The posted speed limit along this '
section is 35 mph. The difference in character changes driver perception and affects driver
behavior and awareness.
Existing Traffic Volumes 1
Daily traffic volumes were obtained as part of the Santa Barbara Street Access Management ,
Study prepared by City of San Luis Obispo Public Works Department staff in September
1998. Machine counts of hourly traffic volumes were conducted between Tuesday July 28,
1998 and Monday August 3, 1998 between Broad Street and Upham Street. According to ,
these counts, the average daily traffic (ADT) volume on Santa Barbara Street is 15,000 vpd
on weekdays and 9,130 VPD on weekend days. The weekday AM peak hour two-way
volume is 952 vehicles, while the PM peak hour two-way volume is 1,327 along this '
segment. It should be noted that these volumes were obtained while schools and universities
were not in session.
Existing intersection turning movement volumes were obtained from previous traffic studies ,
and from supplemental counts conducted on April 26 and 27, 1999. Figure 3 shows the '
existing peak hour traffic volumes at each of the intersections within the corridor. Count data
worksheets are included as Appendix A.
In addition to through vehicles and traffic generated by residential and commercial uses on '
Santa Barbara Street/Osos Street, bus traffic is generated by the existing rail depot at the
Santa Rosa Street/Railroad Avenue intersection. Buses are operated by the City, AMTRAK ,
and private companies and access the depot via Osos Street and Santa Rosa Street.
Operating Standards '
Level of Service (LOS) is a qualitative measure of roadway and intersection operations.
LOS ranges from A or free-flow conditions with little or no delay, to F, or extremely t
congested operations with lengthy delays (i.e., stop-and-go conditions). According to the
Circulation Element, the desired maximum LOS for an arterial outside the downtown area is
LOS D with a desired maximum (i.e., 85`h percentile) speed of 40 miles per hour. Arterial '
roadways typically include two or four travel lanes.
1
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Santa Barbara Street Operational Study '
June 1999
Daily volume thresholds can be used to determine if a roadway can generally accommodate ,
existing or projected volumes. According to information published by the Florida
Department of Transportation, a two-lane, undivided, arterial roadway has a capacity (i.e.,
LOS E threshold) of approximately 15,500 vpd. Other jurisdictions like Sacramento County '
have used a capacity of 15,000 vpd for medium access controlled facilities. It should be
noted that daily volume thresholds are typically used for planning purposes to determine the
number of through lanes on a roadway. Since traffic typically peaks at one or more times ,
during the day and intersections represent the constraint points for roadways, peak hour
intersection analysis is usually more representative of a roadway's carrying capacity.
Intersection Operations ,
The level of service at all of the intersections within the study corridor was calculated to '
determine existing delays and overall intersection operations. LOS was analyzed using the
methodology described in 1994 Highway Capacity Manual (Special Report 209,
Transportation Research Board). For the signalized intersection at Broad Street (and at '
future signalized intersections), the methodology (described in Chapter 9) calculates the
average stopped delay per vehicle for each movement and produces an overall weighted
stopped delay for the intersection. Table 1 shows the range of delay for each level of service. ,
Table 1 '
Signalized Intersection Level of Service Definitions
Level of Average Stopped Delay '
Service Description Per Vehicle(Seconds)
A Operations with very low delay occurring with favorable <5.0
progression and/or short cycle length. '
B Operations with low delay occurring with good progression 5.0<delay<_ 15.0
and/or short cycle lengths.
Operations with average delays resulting from fair '
C progression and/or longer cycle lengths. Individual cycle 15.0<delay<_25.0
failures begin to appear.
Operations with longer delays sue to a combinations of '
D unfavorable progression, long cycle lengths, and high V/C 25.0<delay<_40.0
ratios. Many vehicles stop and individual cycle failures are
noticeable.
Operations with high delay values indicating poor '
E progression, long cycle lengths, and high V/C ratios. 40.0<delay<_60.0
Individual cycle failures are frequent occurrences.
Operations with delays unacceptable to most drivers '
F occurring due to over-saturation, poor progression, or very >60.0
long cycle lengths.
Source: Highway Capacity Manual(Special Report 209,Transportation Research Board, 1994)
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' The methodology for unsignalized intersections is described in Chapter 10 of the 1994 HCM.
This method calculates the total delay per vehicle for each movement and produces an
overall weighted average total delay for the intersection. Table 2 presents the range of delay
' for each level of service at unsignalized intersections.
' Table 2
Unsignalized Intersection Level of Service Definitions
Average Total Delay
Level of Service Per Vehicle(Seconds)
A 5 5.0
' B 5.0<delay 5 10.0
C 10.0<delay 5 20.0
' D 20.0<delay 5 30.0
E 30.0<delay:5 45.0
F >45.0
' Source: Highway Capacity A-fanual(Special Report 209,Transportation Research Board, 1994)
' Current operations of the eight key intersections were evaluated with the existing volumes
and existing lane configurations using the TRAFFIX software package. Overall intersection
operations and operations for the worst-case individual approach or turning movement (at
unsignalized intersections) are presented in Table 3. The corresponding level of service
calculation worksheets are included in Appendix B.
' The results of the intersection operations analysis show that all of the intersections within the
study corridor are operating at an acceptable level (i.e., LOS D or better) during the AM and
PM peak hours. However, a detailed review of the LOS calculation worksheets shows that
' the vast majority of delay at unsignalized intersections is experienced by low volumes of side
street traffic. Most vehicles turning left from Santa Barbara Street and Osos Street (between
Leff and Islay Streets) experience LOS A operations with an average of less than five
seconds of delay.
Traffic Observations
' Detailed observations of Santa Barbara Street traffic operations in the vicinity of the Pacific
' Home Do-It Center were conducted by City staff on Thursday August 27, 1998 (11:30 am to
1:30 pm) and Saturday August 30, 1998 (11:00 am to 1:45 pm). The amount of vehicle delay
caused by southbound vehicles turning into the northern (i.e., inbound) driveway serving the
' Do-It Center. This study showed that this movement caused an average of ten seconds of
delay per vehicle on weekdays and six seconds of delay per vehicle on weekend days. Both
of these delays represent LOS B operations, which is considered acceptable.
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Santa Barbara Street Operational Study '
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Table 3 '
Existing Intersection Levels of Service
Peak Overall Intersection Worst-case Movement' ,
Intersection Hour Delay(sec.) LOS Delay(sec.) LOS
Islay Street AM <5 A 12.0(WB) C
PM <5 A 17.1 (EB) C '
Leff Street AM <5 A 10.8(EB) C
PM <5 A 17.9(WB) C
Osos Street AM <5 A 10.8(WB) C
PM <5 A 16.5(WB) C '
Church Street AM <5 A 13.5(WB) C
PM <5 A 20.3(WB) D
Morro/Upham Street AM <5 A 6.5 (WB) C '
PM <5 A 10.8(WB) C
High Street AM <5 A 10.0(EB) C
PM <5 A 17.8(WB) C
Roundhouse Avenue AM <5 A 14.9(EB) C '
PM <5 A 18.2(WB) C
Broad Street AM 25.9 D N/A N/A
(Signalized) PM 32.0 D N/A N/A 1
Note: Delay=Average total delay in seconds per vehicle for unsignalized intersections and average
stopped delay for signalized intersections.
LOS=Level of service. ,
Worst-case LOS for an individual approach or turning movement at unsignalized intersections.
Volumes at the Morro Street and Upham Street intersections were combined for LOS analysis.
The consultant observed traffic operations along the entire length of the corridor on April 7 '
and April 8, 1999. Overall, traffic flowed through the corridor with minimal interruption.
Vehicles turning left at streets or driveways would cause temporary queues of up to four t
vehicles. However, most of these delays were less than ten seconds in length while turning
vehicles waited for gaps in opposing traffic. As noted previously, ten seconds of delay
represents LOS B operations. '
The longest queues and delays were observed for southbound traffic at the entrance driveway '
to the Pacific Home Do-It Center. Some southbound vehicles turning left into the driveway
had to wait for gaps in northbound traffic prior to turning. The traffic signal at Broad Street
causes small platoons (i.e., groups) of northbound vehicles resulting in longer delays. When '
southbound vehicles were temporarily delayed, numerous vehicles were observed driving
around the stopped vehicle into the bike lane and the on-street parking area. Although no
bicyclists were present, vehicle intrusion into the bicycle lane could result in collisions. '
Because of the of the streets slight downgrades, some vehicles appear to travel slightly faster
than the speed limit northbound from Upham Street to Leff Street, as well as southbound '
from the Do-It Center to Broad Street. Drivers may travel at higher than posted speeds on
these sections because there is no on-street parking and limited driveway traffic to cause
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Santa Barbara Street Operational Study
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' drivers to be more cautious and aware. Speed surveys were conducted on Santa Barbara
Street between Hip and Broad Streets by the City on July 31, 1998 and August 1, 1998
showed that the 85` percentile speed was 35 mph in both directions, which is the posted limit
' along this section.
Sight Distance
1 An important feature of roadway design is available sight distance. This parameter is the
distance required for a vehicle traveling at or near the design speed (typically the 85`h
' percentile speed) to stop before reaching a stationary object in its path. According to A
Policy on Geometric Design of Highways and Streets (American Association of State
Highway and Transportation Officials, 1994), the stopping sight distance for a 35-mile per
hour design speed is 225 to 250 feet.
Sight distance for drivers on Santa Barbara Street/Osos Street is generally considered good
' given the straight street segments and relatively flat profile (except for the grades previously
noted under Street Geometry). However, there are several locations where the sight distance
could be considered limited by drivers in vehicles on side streets:
' • Drivers turning right from southbound Morro Street to southbound Santa Barbara
Street or westbound Church Street must turn their head nearly 180 degrees to look
for gaps in southbound Santa Barbara Street traffic. Although the view is
generally unobstructed, some drivers may tend use their rear-view mirrors which
can be less reliable than looking over one's shoulder.
• On the Leff Street and Upham Street approaches, the painted stop bar is located
behind the sidewalk ramp for pedestrians to cross from sidewalk to sidewalk.
When a vehicle is stopped at the stop bar on the eastbound approach, the adjacent
landscaping and building structures partially block the driver's view of
' northbound traffic on Santa Barbara Street. To increase sight distance, drivers
must edge their vehicle forward (after making a complete stop) and stop again to
look for an acceptable gap in traffic. The need to edge forward at a stop bar is a
common occurrence in urban areas and is required to make a safe turn, especially
on streets with adjacent on-street parking.
' Sight distance for pedestrians at the intersection of Leff Street at Osos Street is considered
somewhat limited. Pedestrians on the northwest corner of the intersection trying to cross
Santa Barbara Street must look back over their shoulder to look south, in addition to looking
' through or over parked cars to the north.
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Parking '
On-Street Spaces
Within the study corridor, on-street parking is provided intermittently on the west side of the ,
street and only on two segments on the east side. The locations of existing spaces are
summarized below and shown graphically on Figures 2A through 2H: ,
Islay to Leff—Both sides of the street.
Leff to Church—Four spaces on the west side only north of Church. ,
Church to Upham — Thirteen spaces on the east side only in front of the Railroad Square
office building.
Upham to Hi s?h—West side only. '
Hiah to Roundhouse — Three spaces on the west side of the street (two in front of Faros
Lighting and one approximately 95 feet to the south by a utility pole). A fourth vehicle could
park in front of the Faros Lighting building driveways, but this is not considered a legal '
space.
Roundhouse to Broad—No on-street parking permitted.
As part of the City's Santa Barbara Street Access Management Study, occupancy rates for ,
the on-street spaces on Santa Barbara Street between Upham and Broad Streets was
conducted on August 11 and August 12, 1998. The occupancy rate of spaces on the west ,
side of the street varied from 0 to 88 percent, and the average occupancy rate was 50 percent.
A 50-foot loading zone is located on the west side of the street approximately 180 feet south ,
of High Street. This zone is used by trucks making deliveries to Brook's Woodcraft store
and several other adjacent businesses.
Off-Street Lots '
The major off-street lots located within the study corridor are located at the Pacific Home ,
Do-It Center, the Tru-Value Hardware store, and near the Railroad Square office building.
The City conducted surveys at the two retail store lots on August 11 and August 12, 1998. '
The two-day average occupancy rate for the Tru-Value lot was 27 percent (based on 25
available spaces), while the Pacific Home Do-It Center rate was 80 percent (based on 47
available spaces). These rates were verified during April 1999 observations. In the case of '
the Tru-Value store, several customers regularly park on the Santa Barbara Street north of
High Street because of the apparent convenience. A recent recount of spaces conducted by
City staff on June 3, 1999 showed that the Do-It Center currently provides 58 spaces and the '
Tru-Value store provides 21 spaces.
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Santa Barbara Street Operational Study
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' Accident Data
City Public Works staff provided a graphic illustrating the number, location, and date of
accidents on Santa Barbara Street between Islay and Broad Streets. Each street section is
included in Appendix C. Accident data was compiled between July 1994 and December
1998. The average number of accidents per year at each intersection (or specific segment) is
' presented below along with an assessment of the type of collision (e.g., rear-end, head-on,
sideswipe):
' Islay Street intersection — 2.2/year — Six of the ten accidents were right-angle collisions
caused by vehicles on Islay Street either crossing or turning onto Osos Street. This could
indicate a problem with sight distance from the side street (Islay). Most of the remaining
accidents appeared to be collisions between vehicles moving in or out of on-street parking
spaces. None appeared to be related to left-tum movements on Santa Barbara Street.
Leff Street intersection — 2.2/year — Three of the ten accidents were right-angle collisions
caused by Leff Street cross traffic. One collision involved a collision between a northbound
vehicle turning left and a southbound through vehicle. Two of the four rear-end collisions
' could have involved vehicles waiting to make a southbound left-tum. The remaining
collision involved one vehicle trying to pass another.
' Osos Street intersection —0.4/year—Only two accidents occurred at this intersection between
July 1994 and December 1998. One involved a hit-and-run sideswipe in the intersection, and
' the other involved a truck colliding with an illegally parked vehicle on Osos Street west of
Santa Barbara Street. This intersection currently includes a separate southbound left-tum
lane.
' Church Street intersection — 1.1/year — Two accidents were caused by vehicles turning left
out from Church Street, and two accidents were rear-end collisions in the northbound
' direction. The remaining accident involved a pedestrian at night and appears to have been
caused by a vehicle making left-turn out of the parking lot driveway opposite Church Street.
Morro Street/Upham Street intersections — 1.3/year — Four of the six total accidents were
right-angle collisions, with two each at Morro Street and Upham Street. The two other
accidents were northbound rear-end collisions at Upham Street.
South of Upham (near Del Monte Cafe) —2.0/year— A total of nine accidents occurred in the
general vicinity of the Del Monte Cafe driveway. Eight of these were northbound rear-end
' collisions likely resulting from a vehicle hitting a stopped vehicle waiting to tum left into the
driveway. The remaining accident involved a northbound vehicle trying to tum left into the
driveway in front of a southbound through vehicle causing the southbound vehicle to collide
with a parked car.
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North of High Street — 1.1/year — Three accidents were caused by vehicles turning out of ,
driveways or from on-street spaces. The two other accidents were rear-end collisions, one of
which occurred while it was raining.
High Street intersection — 0.9/year— Of the four intersections at this intersection, three were ,
caused by northbound vehicles turning left into southbound vehicles. The remaining
accident was a northbound rear-end collision. ,
Near Pacific Home Do-It Center—3.6/year— Sixteen accidents have occurred in the vicinity
of this driveway, however, some of the accidents involved vehicles waiting to turn into other '
driveways in the area. Three accidents involved southbound vehicles turning left into the
Do-It Center. With one exception, all of the remaining accidents were rear-end collisions,
some of which were likely caused by vehicles waiting to tum left. '
Roundhouse Avenue—3.3/year—Four accidents were right-angle collisions and one involved
a southbound left-turning vehicle colliding with a northbound through. The other accidents '
were rear-end collisions (seven) or vehicles colliding with parking/unparking vehicles
(three).
Overall, there is no apparent trend illustrated by the accident data. The number and type of ,
collisions appear to be consistent with other commercial areas within San Luis Obispo. At
several locations described above, several collisions of the same type may or may not have
occurred with a change of traffic control devices or provision of a separate turn lane.
Bicycle Use and Facilities ,
Bicycling is a popular form of transportation in the San Luis Obispo area. According to the '
City's General Plan Circulation Element, bicycle trips represented 10 percent of the total
trips made by City residents. Updated modal split information taken from a survey of City
households will be published in the summer of 1999. ,
Bicycle facilities include off-street paths (Class I), separate on-street lanes designated by
striping (Class II), and routes designated by signs with no separate travel lane (Class III). '
Santa Barbara Street includes bicycle lanes in both directions between Roundhouse Avenue
and Leff Street. Between Roundhouse Avenue and Broad Street, a bicycle lane is provided
in the northbound direction only. Bicyclists are expected to share the shared left- ,
turn/through/right-turn lane on the southbound approach to Broad Street. The bicycle lanes
on Santa Barbara Street are typically five feet in width including the gutter.
There is an existing gap in the on-street system on Osos Street between Leff Street and the '
bike lanes on Marsh Street and Santa Rosa Street (north of Higuera Street). Santa Rosa
Street between the railroad and Pismo Street is a designated bike route, while bike lanes are '
located on both sides of Santa Rosa Street north of Pismo Street.
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' A bicycle/pedestrian bridge over the Southern Pacific Railroad tracks linking Jennifer Street
and Osos Street was constructed in 1998. Bicyclists traveling to and from the north can
access the bridge directly from the end of Osos Street near the Amtrak station and Railroad
Square office parking lots. For travel to and from the south on Santa Barbara Street,
bicyclists usually ride over the vacant parcel south of the Railroad Square office building to
get to and from the bridge. Some southbound riders were observed making crossings of
' Santa Barbara Street at uncontrolled mid-block locations between Upham Street and High
Street.
' Based on 1998 bicycle counts provided by the City Public Works Department, between 25
and 40 bicyclists travel through intersections in the study corridor during the PM peak hour.
The 1998 counts also showed a PM peak hour total of 32 bicyclists on the Jennifer Street
bridge.
Pedestrian Use and Facilities
Pedestrian facilities comprise sidewalks, crosswalks, and pedestrian signals. Sidewalks are
provided along both sides of the Santa Barbara Street study corridor except for three
segments on the east side of the street: 1) approximately 185 feet opposite Upham Street, and
2) approximately 130 feet immediately north of High Street, and 3) approximately 85 feet
between Osos Street and Leff Street (the sidewalk on the old Osos Street alignment does not
directly connect to south of Osos Street). With development of the planned Multi-Modal
Transportation Center (see Chapter III), these gaps will be closed. Existing sidewalk widths
vary between six and ten feet except for the five-foot boardwalk in front of the Railroad
Square office building.
Within the study corridor, crosswalks and pedestrian signals are only provided at the Broad
Street intersection. The closest signal with crosswalks north of the study corridor is located
at Buchon Street. No painted crosswalks across Santa Barbara or Osos Streets are provided.
' Even without a crosswalk, it is legal for pedestrians to cross an undivided street at an
intersection, and pedestrians can cross a street at any location between two adjacent
intersections that are not controlled.
As noted above, the Jennifer Street bridge provides both pedestrian and bicycle access
between the Santa Barbara Street/Osos Street corridor and the residential neighborhoods
located east of the railroad.
During April 1999 observations, fewer than five pedestrians were observed crossing the
study corridor at most locations during the AM, midday, and PM peak hours. The highest
pedestrian volume was observed at the Leff Street intersection. Counts conducted at this
location during April 1999 showed that 15 and 21 pedestrians crossed Osos Street during the
' AM and PM peak hours, respectively. The popularity of Gus's Grocery as a restaurant is a
partial explanation of the higher pedestrian volumes at this location. Some patrons were
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observed parking on Leff Street west of Santa Barbara Street and crossing the street to get to ,
Gus's at the northeast corner of the intersection.
Transit ,
Two bus routes currently operate on Santa Barbara Street. Route 4 travels southbound at 30-
minute headways and includes stops immediately south of Church Street and between High ,
Street and Roundhouse Avenue opposite the Pacific Home Do-It Center. The Church Street
stop includes a turnout so that buses stop outside the southbound travel lane. Route 5 travels
in the northbound direction on Santa Barbara Street and operates at 30-minute headways ,
daily. Route 5 stops are located on the east side of the street opposite the Route 4 stops, but
do not include any turnouts. According to 1996 patronage surveys, daily boardings varied
between four and fifteen passengers at the stops near the Pacific Home Do-It Center.
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' III. FUTURE CONDITIONS
' This chapter describes the planned transportation improvements and proposed development
that will affect operations within the Santa Barbara Street/Osos Street corridor. The
evaluation of future conditions is described in terms of a near-term scenario (within an
' approximate 10-year timeframe) and a far-term scenario (at General Plan Buildout).
Near-Term Conditions
Planned Roadway Network
' The 1994 General Plan Circulation Element includes several roadway extensions to improve
circulation within the City. Of these, the Bishop Street extension would likely have the
greatest impact to traffic operations on Santa Barbara Street. As part of the Broad Street
Plaza Traffic Impact Analysis (CCS Planning and Engineering, July 19, 1996), several
alignment alternatives for the Bishop Street extension were evaluated. Although the study
made a preliminary recommendation to construct an alignment along Roundhouse Avenue,
additional operational and environmental studies were recommended prior to proceeding
with the project. At this time, plans for implementing the Bishop Street extension are on
' hold.
Most of the other street extensions and roadway capacity enhancement projects are planned
for the southern and western areas of the City. A new interchange is planned at Prado Road
at U.S. Highway 101 and widening projects are planned for South Higuera Street, Los Osos
Valley Road, and Tank Farm Road among others. These improvements are designed to
upgrade existing facilities and to accommodate future growth. Although some of these
improvements will be constructed as development proceeds, roadway modifications alone are
not expected to significantly change traffic volumes on Santa Barbara Street.
Proposed Developments
Multi-Modal Transportation Center
The City is planning to construct a multi-modal transportation center (MMTC) on a site
' generally bounded by Santa Barbara Street to the west, the Union Pacific Railroad to the east,
Upham Street to the north and High Street to the south. In the near-term, the MMTC that is
currently under design will provide additional parking for AMTRAK passenger rail patrons
and visitors to a future railroad museum. In the far-term, the MMTC may be used as a
transfer point for all modes of transportation (including automobiles, buses, shuttle buses,
taxis, bicyclists, and pedestrians) and may serve transfers between local and regional transit
' routes. Traffic impacts of the ultimate MMTC (with the highest trip generation) were
documented in the February 7, 1998 traffic study prepared by CCS Planning & Engineering.
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The current preferred concept for the MMTC (Alternate B) includes parking spaces for 119
vehicles and layover spaces for six buses as shown in Appendix D. The northern end of the
parking lot will be connected to the existing Railroad Square office building lot. The
southwestern comer of the site is currently occupied by an unpaved parking area for charter
buses. Alternate B also shows a"concept" for a small retail development with approximately
11,700 square feet of leasable space, which is not part of the MMTC project. Full access to
Santa Barbara Street is planned via driveways at both the Upham and High Street ,
intersections.
The number of trips estimated for the proposed development were obtained directly from the '
MMTC traffic study. Although the study analyzed several different concept plans, the
highest peak turning movement volumes for each turning movement (under each concept
plan) were used to estimate trips generated by the Alternate B concept plan. Thus, the Santa '
Barbara Street Operational Study includes the most conservative vehicle trip estimates from
the MMTC traffic study.
The number of trips generated by the proposed retail uses adjacent to the MMTC was
estimated based on rates published in Trip Generation (Sixth Edition, Institute of
Transportation Engineers). Based on a leaseable floor area of 11,700 s.f., the retail uses
would generate a total of 44 AM peak hour trips and 152 peak hour trips. However, some of
these trips would be made by traffic already traveling on Santa Barbara Street (i.e., pass-by
trips). For a development of this size, the pass-by rate was assumed to be 25 percent. Thus, ,
the retail uses are projected to generate a total of 33 net new AM peak hour trips (21
inbound/12 outbound) and 114 net new PM peak hour trips (54 inbound and 60 outbound).
Pacific Home Do-It Center Expansion
Operators of the Pacific Home Do-It Center have been working with the City of San Luis
Obispo Planning Department staff on a proposed 11,000 square-foot expansion. The
expansion would double the size of the existing store to 22,000 square feet and likely involve
the conversion of an abandoned wood barn to an inventory storage facility. The existing
volumes at the project driveways were doubled to estimate the amount of traffic generated by
the site. The proposed expansion is estimated to generate 43 AM peak hour trips (30 in and '
13 out) and 124 PM peak hour trips (64 in and 60 out).
The project proponent has indicated that access to the site would be modified as part of the '
expansion. The existing one-way driveways would be consolidated to one two-way
driveway. To minimize conflicts with traffic turning at driveways on the west side of Santa
Barbara Street, the new Do-It Center driveway should be aligned with an opposing driveway
or offset by at least 120 feet. Thus, the new driveway should be located directly opposite the
Brook's Woodcraft store driveway or approximately 80 feet south of the existing inbound
driveway. '
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Other 10-Year Projects
The City of San Luis Obispo maintains a list of development projects that are expected to be
' constructed and open within a 10-year timeframe (i.e., by 2010). Projects range from small
residential developments with fewer than 50 units to larger-scale developments with over
500,00 square feet of retail space. The May 10, 1999 10-year cumulative list is included in
t Appendix E. Generation, distribution, and assignment of trips generated by these projects
was estimated based on information published in the MMTC Final Traffic Impact Study.
These projects are estimated to generate 201 AM peak hour trips (40 northbound and 161
southbound) and 358 PM peak hour trips (306 northbound and 52 southbound).
Near-Term Traffic Operations
' Peak hour traffic volumes under near-term conditions were determined by adding traffic from
the"ultimate" MMTC, the adjacent retail uses, the Pacific Home Do-It Center expansion and
' 10-year cumulative projects to existing conditions. The resulting volumes are shown on
Figure 4 and were used to calculate levels of service at each of the study intersections within
the corridor. Intersection levels of service under near-term conditions are presented in Table
4.
The results in Table 4 show that overall operations all intersections within the corridor is
expected to remain at LOS A during AM and PM peak hours under near-term conditions.
Delay for side street traffic is expected to increase to unacceptable levels (LOS E or F)
during the PM peak hour.
Signal Warrants
Since all of the side street approaches at the unsignalized intersections are projected to
operate at unacceptable levels (LOS E or F), traffic signal warrant criteria were reviewed to
determine if signals would be warranted under near-term conditions. As shown in the
Caltrans Traffic Manual, eleven warrants are used to evaluate the need for traffic signal
control. Criteria include traffic volumes, pedestrian volumes, delay, roadway geometry and
' characteristics, and accident experience.
The only intersection that is projected to meet any of the signal warrants is the Santa Barbara
Street/High Street intersection. The near-term PM peak hour volumes are projected to satisfy
the Peak Hour Volume under near-term conditions. This warrant is only satisfied with
development of the proposed retail development adjacent to ultimate MMIC. No other side
street approach is expected to serve the minimum peak hour volume of 100 vehicles required
to satisfy the warrant. As stated in the Traffic Manual, the satisfaction of a warrant is not
necessarily justification for a signal. Other factors such as delay, congestion, or driver
confusion should be considered.
Fehr& Peers Associates, Inc. Page 25
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Santa Barbara Street Operational Study
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Table 4
Near-Term Intersection Levels of Service
' (without Improvements)
Peak Overall Intersection Worst-case Movement'
Intersection Hour Delay(sec.) LOS Delay(sec.) LOS
Islay Street AM <5 A 17.9(WB) C
PM <5 A 37.1 (WB) E
Leff Street AM <5 A 15.9(EB) C
PM <5 A 40.6(WB) E
' Osos Street AM <5 A 15.7(WB) C
PM <5 A 39.1 (WB) E
Church Street AM <5 A 20.1 (WB) D
PM <5 A 43.1 (EB) E
Morro/Upham Street AM <5 A 13.7(WB) C
PM <5 A 31.1 (EB) E
High Street AM <5 A 17.8(WB) C
' PM <5 A >60.0(WB) F
Roundhouse Avenue AM <5 A 22.6(EB) D
PM <5 A 39.1 (WB) E
Broad Street AM 34.6 D N/A N/A
(Signalized) PM 70.3 F N/A N/A
Note: Delay=Average total delay in seconds per vehicle for unsignalized intersections and average
stopped delay for signalized intersections.
' LOS=Level of service.
3 Worst-case LOS for an individual approach or turning movement at unsignalized intersections.
4 Volumes at the Morro Street and Upham Street intersections were combined for LOS analysis.
Projected Bicycle Use and Planned Facilities
The City's General Plan Circulation Element identifies modal split objectives for each
transportation mode between 2000 and 2020. The objectives for bicycle travel are a 12
percent mode share by 2000 and a 16 percent mode share by 2020. These changes represent
a 136 percent increase in daily bicycle trips from 6,000 trips in 1990 to 14,200 trips in 2020.
Some of this growth is expected to occur within the study corridor.
' Numerous Class I and Class H bicycle facilities are identified in the Bicycle Transportation
Plan. According to Figure #1 in the Bicycle Transportation Plan, Santa Barbara Street is the
' only north-south roadway with bicycle lanes that will serve central San Luis Obispo. The
only north-south streets (Higuera Street and Johnson Street) border the central area. The
segment of Osos Street between Leff Street and Marsh Street was included in the Bicycle
' Transportation Plan as a segment to be considered for further study. Completion of bicycle
paths in both directions along the Union Pacific railroad right-of-way will provide a parallel
` route to the existing on-street lanes along Santa Barbara Street. North of Church Street, the
' bicycle path/railroad alignment diverges to the east.
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To improve bicycle access to the downtown area, several options have been considered '
according to City staff. Provision of a bicycle boulevard from the Broad Street corridor to
downtown have been discussed. Candidate streets have included Morro Street north of Santa
Barbara Street and Chorro Street north of Broad Street. A discussion of the bicycle '
boulevard concept and its feasibility is included in Chapter IV.
Far-Term Traffic Operations
Traffic growth in the Santa Barbara Street/Osos Street corridor beyond the next ten years will
be generated by two sources: 1) new land developments in the City and County that will '
increase through traffic, and 2) new development or redevelopment of selected parcels within
the corridor. To determine the traffic impacts of new developments in the region, the City
maintains a MINUTP-based traffic model that includes buildout of land uses within the City
and additional development in the County. This model is used to project traffic volumes for
use in traffic studies and assessing long-term transportation needs. It is very important to
note that buildout of the City is expected to occur over at least 20 or 30 years. Adjusted '
forecasts from this model show that the daily volume on Santa Barbara Street is projected to
be approximately 17,500 vehicles per day (vpd), which is 2,500 vpd higher than the existing
volume. As noted in Chapter II, the approximate daily capacity of a two-lane roadway is '
15,500, indicating that far-term traffic operations will be at an unacceptable level on a daily
basis without any roadway improvements.
The adjusted forecasts from the City's buildout model project a two-way PM peak hour '
volume of 1,640 vehicles, or a 24 percent increase over the existing volume of 1,327
vehicles. The AM peak hour two-way volume of 1,180 vehicles under buildout conditions 1
was estimated based on the increase in PM peak hour volumes. As noted in Chapter II, the
existing AM peak hour volume is 952 vehicles.
Although the vast majority of Santa Barbara Street frontage is built out, some parcels are
expected to redevelop over time. The greatest changes in traffic would obviously occur if
several residential or low-use parcels were combined and redeveloped with commercial/retail
uses. Although it is not possible to predict the redevelopment potential for the study
corridor, an increased number of trips within the corridor would further increase delays for ,
traffic turning to and from driveways and cross streets. The recommended improvements
and future considerations described in Chapter IV were developed assuming some
redevelopment would occur. Volumes on all of the cross streets are not expected to increase '
substantially, but increased congestion on arterial roadways throughout the City could result
in some diversion from side streets where access is difficult to side streets with better access
(i.e., lower delays) or to streets with signalized intersections.
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' IV. RECOMMENDED IMPROVEMENTS
' This chapter describes the recommended improvements within the Santa Barbara Street
corridor. The improvements for each segment of the corridor were developed to enhance
operations and also serve each of the various travel modes. The general approach to the
overall plan is presented first, followed by a detailed description of improvements by
segment.
' Overall Traffic Operations
Within the corridor, the turning movements that experience the most delay are left turns on
' Santa Barbara Street/Osos Street to and from cross streets or driveways. The initial solution
to reduce most of these delays would be the installation of a two-way left-turn lane (TWLTL)
' along the entire length of the study corridor. This method of channelization would provide
an area for left-turning vehicles on Santa Barbara Street to queue while waiting for an
acceptable gap in opposing traffic so that through traffic is not impeded. A TWLTL would
also allow vehicles turning left out of driveways to: 1) wait for a gap in traffic in one
direction, 2) move into a refuge area while waiting for a gap in the other direction, and 3)
accelerate to merge with through traffic.
At all but one of the cross street intersections, the TWLTL could be designed to lead into a
separate left-turn lane, and merge/refuge areas for traffic from the cross streets would not be
' provided. Because of the close proximity of the Leff Street and Osos Street intersections, the
length of the separate northbound left-turn lane at Leff Street would be very short (i.e., a
maximum of 30 feet) in order to maintain the existing southbound left-turn lane at Osos
Street. In addition, Santa Barbara Street would likely have to be widened slightly on both
sides of Leff Street to provide an appropriate horizontal transition (i.e., curve) for northbound
traffic. An encroachment could be made into the landscaped area along the east side of Santa
' Barbara Street south of Leff Street without resulting in right-of-way or structure impacts.
As noted above, installation of a TWLTL with separate left-tum lanes at all of the study
intersections would be the ultimate improvement from a traffic operations perspective.
However, this improvement is not considered necessary for all segments since some sections
of the corridor have a limited number of driveways, low left-turn peak hour volumes, or
' residences with a need for adjacent on-street parking. The importance of these issues for
each segment is addressed in the next section.
One option included in the Request for Proposals for this project involved precluding left
turns out of fronting properties. To maintain this access control, a median would have to
constructed along the entire length of the corridor with left-tum pockets at selected driveway
' locations. This configuration would require complete elimination of the bicycle lanes and
on-street parking spaces to accommodate a raised median and left-turn bays. To
accommodate the increased demand for U-turns, the pavement cross-section would have to
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be widened and would likely require right-of-way acquisition and sidewalk relocation. In '
lieu of U-turns, trips to and from Santa Barbara Street properties would divert to cross streets
and could increase traffic within neighborhoods, although the expected diversion would be
minimal. '
Other general considerations for recommending traffic improvements included the function
of Santa Barbara Street as an arterial roadway, truck route, and emergency access route, in
addition to the fact that it provides access to parcels and cross streets with commercial and
residential uses. Thus, the movement of traffic through the corridor must be balanced with
the need to provide access. i
The projected daily traffic volume under "buildout" conditions was used to determine the
ultimate improvement needs for the corridor. As noted in Chapter II, the general planning '
capacity of a two-lane, undivided roadway without left-turn bays is 15,500 vpd. According
to Florida Department of Transportation (FDOT) data, the addition of left-tum bays or a
TWLTL typically provides a capacity increase of five (5) percent, resulting in an adjusted i
capacity of nearly 16,300 vpd. Since the projected buildout volume of 17,500 vpd exceeds
the planning threshold, provision of four lanes (two in each direction) would be the obvious
improvement. A four-lane roadway undivided roadway without left-tum bays has a daily '
volume planning threshold of 33,600 vpd. However, providing four lanes in the corridor is
not recommended for several reasons:
• The capacity of the two inside lanes would be significantly reduced by vehicles ,
turning into and out of driveways and cross streets, thus reducing the
effectiveness of the additional "through" capacity.
• Within the existing 40-foot curb-to-curb width, four 10-foot lanes would be
striped and all on-street parking and all bicycle lane segments would be '
eliminated.
• In all likelihood, the four-lane section could only be implemented between Broad
Street and Islay Street. The two-lane segment north of Islay Street would i
constrain travel into and out of corridor, thus reducing the effectiveness of this
improvement.
• The projected buildout volume of 17,500 vpd only exceeds the daily planning
threshold by seven percent. Therefore, four lanes would provide substantial
unused capacity.
• Widening of this corridor was not included in the 1994 General Plan Circulation '
Element update primarily due to impacts on fronting land uses, neighborhoods,
and high costs.
• Implementation of left-tum bays and a TWLTL does not preclude future widening
to a four-lane facility.
Based on an analysis of traffic operations, the recommended improvements were based on '
the installation of left-turn bays at most of the cross-street intersections and a TWLTL to
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' serve segments with numerous driveways and significant peak hour traffic volumes. As
noted above, these improvements do not preclude future through lane additions.
' On-Street Parking
Installation of a TWLTL along the entire corridor would require elimination of most of the
' on-street parking to maintain the existing bicycle lanes. Even installation of separate left turn
lanes without a TWLTL on some segments (e.g., Islay to Leff) would eliminate some on-
street parking spaces directly in front of residences or retail establishments. On-street
parking between the Del Monte Cafe driveway could be maintained by widening the east side
of Santa Barbara Street. However, this widening would substantially impact the Multi-
Modal Transportation Center parking lot. Based on these findings, the recommended
improvements were designed to maintain the existing on-street parking supply wherever
possible. On certain segments, elimination of on-street parking serving residences was not
considered at this time.
Bike Lanes
As noted in the previous chapters, Santa Barbara Street is an important link between the
southeast area of the City, and the downtown area and Cal Poly. Santa Barbara Street is the
only major north-south roadway with bicycle lanes serving the central City area. According
t to City staff, the bicycling community had an extremely positive response to the installation
of bicycle lanes on this roadway in 1993. Partial or total removal of the bike lanes would
only be required if the recommended improvements included the need for additional through
' lanes or to expand the on-street parking supply. Complete elimination of the bike lanes is not
recommended since the recommend traffic operations improvements only call for the
installation of left-turn pockets and on-street parking is being maintained where possible.
' One of the options in the Request for Proposals for this project included complete relocation
' of the bike route to Chorro Street or partial relocation of the route to Morro Street. Chorro
Street is not considered ideal because of the somewhat steep hills that make cycling more
difficult and discourage basic riders. Also, southbound bicyclists would be forced to cross
Broad Street at an intersection (Chorro Street) that does not have any stop controls.
Since the City has a policy to increase the mode share for bicycling, new facilities should be
designed to attract the greatest number of bicyclists. Morro Street is relatively flat between
Santa Barbara Street and the downtown area and provides a direct connection to the existing
bike lanes. As discussed in detail below, the recommended improvements call for Morro
Street to be closed at Santa Barbara Street, thereby reducing traffic and the number of
conflicts for bicycle riders. The proposed closure would enhance Morro Street as a bicycle
boulevard and provide a direct bicycle route connection between the downtown area, the
' planned Multi-Modal Transportation Facility, and the existing Jennifer Street pedestrian and
bicycle bridge. Thus, development of the recommended corridor improvements involves
retention of the existing bicycle lanes and provision of a connection to Morro Street.
Fehr&Peers Associates. Inc. Page 31
Santa Barbara Street Operational Study ,
June 1999
Pedestrian Facilities '
To maintain the multi-modal nature of the study corridor, recommended improvements were
developed assuming that all existing sidewalk connections would be maintained and existing ,
gaps would be closed. It was anticipated that sidewalks would be narrowed at some locations
where proposed roadway improvements could not be accommodated within the existing
curb-to-curb width. For all segments where new construction or modifications are necessary, '
a minimum sidewalk width of six feet was maintained.
Transit Facilities '
With City policies and programs designed to increase transit ridership and frequency,
improvements within the study corridor were designed to enhance bus service while '
maintaining traffic flow. The primary method of achieving this goal is the installation of bus
turnouts at stops. Only the southbound stop at Church Street currently has a turnout. A
turnout at the northbound stop is planned to be constructed on the east side of Santa Barbara '
Street as part of the MMTC project. Since the current 30-minute headways are not expected
to change in the near future, turnouts are not recommended at all stops. However,
redevelopment of properties adjacent to existing stops should included right-of-way '
dedication as necessary to accommodate turnouts. In most cases, the bicycle lane width can
be used to minimize right-of-way encroachment. Although not part of this study, the
provision of other amenities including bus shelters should also be considered and installed '
based on San Luis Obispo Transit standards and guidelines.
Recommended Improvements by Segment '
The specific improvements, estimated construction costs, and anticipated benefits for each
segment are described below. The recommended improvements for each segment of the '
study corridor are illustrated on Figures 5A through 5H.
Islay to Leff(Figure 5A) '
Improvements/Costs: '
• Install bulb outs (i.e., narrow the roadway) on Osos Street on the north side of the
Leff Street intersection with ADA-compliant ramps ($20,000)
• Install textured cross walks (i.e.,pavers or colored concrete) on all four legs of the '
Osos Street/Leff Street intersection (as described in the Railroad District Plan)
($26,600 assumes cobblestone pavers)
• Install a raised median within the existing painted median on Osos Street '
immediately south of Leff Street and restripe roadway($5,700)
Fehr& Peers Associates, Inc. Page 32 '
A- Single'Tamily
Residendie
Pafldng
Faces &
A la Mode z
Apartinents
Kyle Co
Roofing
Parldng Gus's
Grocery
Instan
Textured
Cron
WnUE
"BUM
outs" e000<
Obstuctiow
*Trus N
* Fire Hydrants SCALE 1 50'
9 Telephone Polesi
Figure 5A Santa Barbara Street - Proposed Improvements
995 152 Islay Street to Leff Street fp
Fehr&Peers Associates Page 33
1
Santa Barbara Street Operational Study '
June 1999
Findings/Benefits: '
• Textured crosswalks will alert drivers to pedestrian crossing area and need to
maintain safe travel speed.
• Bulb outs and median will narrow the travel lanes and channelize traffic resulting '
in slower speeds
• Bulb outs will provide increased sight distance and shorter crossing distance for
pedestrians on north side of intersection '
• Bulb outs will better define on-street parking area on the east side of Osos Street
north of Leff Street near Gus' Grocery.
Leff to Church (Figure 5B) '
Improvements/Costs: '
• Modify curb to tighten radius at northeast comer of Santa Barbara Street/Osos
Street intersection and restripe. ($3,100) '
• Install sidewalk on the east side of Santa Barbara Street south of Leff Street to the
Osos Street intersection adjacent to park area (see Figure 5B for sidewalk
location) and install ADA-compliant ramps to define Osos Street pedestrian '
crossing area. ($16,200)
Findings/Benefits: '
• Tighter radius will encourage drivers to stop their vehicles and will improve the
sight line of northbound traffic (for vehicles turning right).
• Sidewalk will better define pedestrian crossing area across Osos Street approach '
and will close gap in sidewalk on Santa Barbara Street.
Church to Morro-Upham (Figure 50 '
Improvements/Costs:
• Install bus turnout on east side of Santa Barbara Street immediately south of '
Church Street using bicycle lane width (turnout to be constructed to City
standards), relocate bus stop sign to existing utility pole, and install new signing
and striping. (This is planned as part of the MMTC project). ($7,400) '
• Install a boardwalk (based on the City's design standard) on the east side of Santa
Barbara Street from the south end of the existing boardwalk to the new MMTC
driveway opposite Upham Street. This improvement includes construction of a '
new curb return and signing and striping. ($9,000)
• Close Morro Street by constructing new curb and gutter across approximately 120 ,
feet of the Monro Street approach. New six-foot sidewalk and planter strip will be
constructed west of new curb. This improvement will require vehicles traveling
southbound on Monro Street to make a U-turn or three-point tum to exit the area. '
($23,800 includes remaining items listed below and is considered part of the
MMTC project)
Fehr&Peers Associates, Inc. Page 34
Gus's
Grocery
os
Install
Textured
Cron
Or
Install Walk
"Bulb
•
Install
Ittaised
Afedian
1Z
Listall
Sidewalk Sidewalk
Apartments Park Me
Line
16'
%\ 5
lo, la la
ModW
Curb
Residence
'Residence
Residence Park
IV 5
Obstructions T
#Trees N
& Fue Hydrants SCALL- 1 50'
*Telephone Poks
Figure 5B Santa Barbara Street - Proposed Improvements
Leff Street to Church Street fT).
Fehr& Peers Associates Page 35
Relocate
Bus Stop
Sly
Extend
.5' Sidewalk
U, 11
Modify Curb to
tY Provide Dim
BUS Tzr�zoot
Stop
Bike
Lane
Residences Curb
Parking
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Railroad
Square
Building
yi
Remove
Eight(8)
Par"
Spam Yi I
Zd
Modify"rtf' Zo
to Providi
Additional
I
Wldth
Clone
Morro
Suva
Stripe
Instal Bollards n
7' MIm
at Both Ends Of
Path Extend Be
lnstdLz to New SidewallS/
At-Grade W InstallNew Sidewalk
-Bike Path
Zend
Reeonstraid
Curbs
vv
Obstructions
#Trees N
A Fire Hydrants SCALE. 1 50'
*Telephone Polesi
Figure 5C Santa Barbara Street - Proposed Improvements
995-1W Church Street to Morro-Upham Street
Fehr&Peers Associates Page 36
1
' Santa Barbara Street Operational Study
June 1999
' • Install new ADA-compliant ramps to provide continuous pedestrian connection
along Santa Barbara Street and to define crossing area at Santa Barbara
' Street/Upham Street-MMTC Driveway intersection.
• Construct new planters to provide an eight-foot wide bicycle path connection (on
existing pavement) between Morro Street and Santa Barbara Street. Two on-
street spaces in front of residences on Morro Street will be eliminated with this
improvement.
• Restripe roadway to include a separate southbound left-turn lane at the Santa
' Barbara Street/Upham Street-MMTC Driveway intersection. Installation of the
southbound left-turn lane requires removal of eight of the existing thirteen on-
street parking spaces in front of the Railroad Square Building, which has its own
off-street lot with access from Osos Street.
• Restripe roadway to include a separate northbound left-tum lane at the Santa
Barbara Street/Upham Street-MMTC Driveway intersection. A two-way left-turn
lane (TWLTL) has been recommended in the vicinity of the Del Monte Cafe
driveway on Santa Barbara Street to provide a separate tum pocket/refuge area for
' vehicles turning into and out of this driveway. This improvement requires the
removal of one parking space in front of a residence.
Findings/Benefits:
• The bus turnout will provide a refuge area for a bus to exit the roadway and pick
up passengers without delaying northbound through traffic. Use of the bike lane
' width will minimize the encroachment into adjacent right-of-way.
• Closure of Monro Street will eliminate an acute angle intersection and provide a
more standard intersection configuration for drivers on Santa Barbara Street. The
' closure will also reduce the volume of traffic on Morro Street.
• The Morro Street closure and the bicycle connection will allow Morro Street to
operate as a local residential street and as a bicycle boulevard between downtown
San Luis Obispo, the MMTC, and other locations to the south on Santa Barbara
Street.
• The provision of a separate left-turn lanes will reduce delay for through traffic on
' Santa Barbara Street, will provide a refuge area for vehicles and bicyclists waiting
for acceptable gaps in opposing traffic, and could help reduce the number of
collisions.
Other Considerations:
• As noted in Chapter III, this intersection is not projected to satisfy Caltrans signal
' warrants even with the MMTC in operation. However, signalization of this
intersection is important to provide a controlled location for pedestrians to cross
Santa Barbara Street, as well as improving protection for northbound bicyclists to
access the Monro Street bike boulevard. It is assumed that with signalization and
the installation of sensitive loop detectors in the pavement, northbound cyclists
Fehr& Peers Associates, Inc. Page 37
Santa Barbara Street Operational Study ,
June 1999
could activate a protected left-turn phase to cross the Upham Street-MMTC '
driveway intersection. The estimated construction cost of $110,000 to install
traffic signals at this intersection (excluding contingencies) could be funded
through an existing programmed amount of $75,000 (for bicycle boulevard ,
improvements) plus $35,000 from another source that could be used for a traffic
operations/pedestrian benefit project.
Morro-Upham to High (Figures 5D and 5E) '
Improvements/Costs: ,
• Restripe to include a separate southbound left-turn lane at the Santa Barbara
Street/High Street intersection. Installation of this improvement requires removal
of four existing on-street parking spaces in front of the Tru Value Hardware store, '
which has its own off-street lot with access from High Street. The recently
installed limited-time parking space near SLO Billiards could be retained.
($1,200) '
• Restripe to include a separate northbound left-turn lane at the Santa Barbara
Street/High Street intersection. With the alignment of the westbound High Street
approach to accommodate northbound buses turning right (see next item), it is '
recommended that the first two on-street parking spaces on the north side of High
Street west of Santa Barbara Street be eliminated by painting the curb red and ,
installing "No Parking Anytime" signs. With the realignment, westbound High
Street traffic will be forced to travel closer to the curb immediately west of Santa
Barbara Street. ($2,400) ,
• Install a boardwalk (based on the City's design standard) on the east side of Santa
Barbara Street between the new MMTC driveways at Upham and High Streets.
This improvement is part of the MMTC project. ($63,000) '
• As part of the MMTC project, the westbound High Street approach would be
reconstructed. Improvements required to accommodate bus turning movements
include: 1) construction of a median island and channelized right-turn lane at the '
northeast corner of the intersection, ($21,900) and 2) modification of the curb,
gutter and sidewalk at the southeast comer ($9,200). The northeast corner right-
turn lane would reduce the available area for the proposed retail uses (see Chapter '
III). This improvement would only be required if buses could not exit the MMTC
at the Upham Street driveway The southeast corner modification is required to
accommodate northbound buses turning right and includes reducing the sidewalk '
to seven feet in width at the Pacific Home Do-It Center building comer.
• Install a traffic signal at the Santa Barbara Street/High Street intersection. As
noted in Chapter III, the projected PM peak hour volumes with the proposed retail ,
development satisfy Caltrans signal warrant criteria. However, this improvement
will be required even without the volume warrant to accommodate opposing left-
turns on High Street. Split phasing will be required to assign right-of-way due to ,
limited turning radii.($132,000)
Fehr&Peers Associates, Inc. Page 38
1
at Both Ends of 7'
Boardwalk/
path Extend
to New SidewaW.,
' \ At-Grade 12, 81 Install New Sidewalk
.BikePath
and
Recoush ct
Curbs
r
V
24'
Install
Boardwalk
r)
�
Del Monte
Cafe
Remove
L0 CL
Residence Two(2)
Parking
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N
CU CU
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.
Autotrust curb 20 CU fu
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CU
Residence 0"
Cn
Obstructions tions
*Tm=
N
* Fim HY&MtM SCALE1
z 50'
*Telephone Poles
Figure 5D Santa Barbara Street - Proposed Improvements
995-= I Morro-Upham Street to High Street (North End) fp
Fehr& Peers Associates Pagc
- S&1' ' .u.to Electric
(To Be Relocated)
Residence
Curb
Psrldng `
Bey <U
M
1� ,C
Multi-Modal
N
Residence N Transportation Center
_ Site (MMTC)
N \
SLO Billards
cv e•5 u• tt• sLO
.
v
o \�
N
M
M �O
Remove
Six(6) \
pacesg
SBus Storage
Spaces
•
Tru Value 1
Coasts ct Raised
Hardware S Media°end
t-tarn Lane for
Buses(Only It Required by
Remove Two(2) MMTC Site Plan)
Parldng Spaces and I
Stripe Curb Red in 10' 10' LT I
n
I I Install Truffle Signal
29' S3' 24' 25'
o —
12'
LID, Provide
`• � 2r Temporary
20' Loading Zone
40' 6N =FF s ' 59' • 50' 7
Obstructions
.Trm N
• Fin Hydrants SCALE: 1' = 50'
•Telephone Poles
Figure 5E Santa Barbara Street - Proposed Improvements
W5-152 Morro-Upham Street to High Street ((South End) fT)
Fehr&Peers Associates Page 40
' Santa Barbara Street Operational Study
June 1999
' Findings/Benefits:
• The provision of separate left-tum lanes will reduce delay for through traffic on
Santa Barbara Street, will provide a refuge area for vehicles waiting for
' acceptable gaps in opposing traffic, and could help to reduce the number of
collisions.
• Installation of a signal would help to properly assign right-of-way for cross-street
traffic and would provide necessary gaps for slower-moving buses entering and
departing the MMTC site at High Street. The signal would also help to create
gaps in traffic south of High Street where traffic has had difficulty entering the
' roadway.
Future Considerations:
• Because most of the uses on the west side of Santa Barbara Street between
Upham Street and High Street are low traffic generators and will not be opposed
by developed uses on the east side, a TWLTL was not recommended for this
segment of the study corridor. Should these parcels redevelop in the future, steps
should be taken to ultimately install a TWLTL. This process would include
' requiring new uses to provide adequate off-street parking so that on-street spaces
could be eliminated. Elimination of the existing eight-foot parking bay and
reduction of existing travel lane widths by one foot would accommodate the
following within the existing curb-to-curb width: two 10-foot travel lanes, a 10-
foot TWLTL, and two five-foot bicycle lanes. In addition, future driveway access
locations along this segment should be limited and consolidated where possible
' and practical.
• The Pacific Home Do-It Center (PHDIC) is planning to double its store area to
approximately 23,000 square feet. The PHDIC site is served by a driveway on the
south side of High Street approximately 200 feet east of Santa Barbara Street.
With this expansion, the City should consider requiring PHDIC to use this
driveway for access to the off-street parking lot. This additional access would
help to better distribute site-generated traffic to adjacent roadways, and would
allow customer vehicles to access the site through a signalized intersection. The
traffic signal would have more than sufficient capacity to accommodate additional
' traffic from the PHDIC expansion.
• SLO Transit could consider relocating the northbound bus stop near the PHDIC to
a location north of High Street immediately adjacent to the planned MMTC. This
relocation could be considered based on potential ridership, the feasibility of
maintaining a stop adjacent to PDHIC, and the need for and feasibility of
constructing a turnout on the currently undeveloped property where private coach
' buses are currently stored.
1
Fehr& Peers Associates, Inc. Page 91
1
Santa Barbara Street Operational Study '
June 1999
High to Roundhouse (Figures 5F and 5G) '
Improvements/Costs:
• Install a TWLTL between High Street and Roundhouse Avenue with separate ,
left-tum lanes at each end. This improvement would eliminate the following
spaces on the west side of the street: two on-street spaces directly adjacent to the
Farris Lighting and Electric store immediately south of High Street, a third space '
adjacent to a utility pole approximately 95 feet to the south, and a 50-foot
commercial loading zone. Additional on-street parking is available on High
Street or spaces could be provided on the vacant parcel adjacent to Farris '
Lighting. The loading zone could be temporarily moved to the south side of High
Street between Santa Barbara Street and the PDHIC driveway or could be
combined with the existing bus stop. Relocation of the loading zone to High ,
Street would require trucks to tum around on the MMTC site. ($3,000)
• Widen the west side of Santa Barbara Street from the edge of the Crystal Clean
Car Wash driveway past Roundhouse Avenue to channelize through traffic south '
of the intersection (The widening is required to accommodate an improvement at
the Broad Street intersection — see text and graphic for next segment). As part of '
this improvement, install a painted median between the southbound left-turn lane
and through lane at Roundhouse Avenue. The existing bicycle lane would have to
be eliminated from the north end of the car wash driveway, and bicyclists would '
have to share the southbound lane as they do now south of Roundhouse. (See next
segment for costs).
Findings/Benef ts: '
• The provision of a separate left-tum lanes at intersections and a TWLTL for
driveways will reduce delay for through traffic on Santa Barbara Street, will '
provide a refuge area for vehicles waiting for acceptable gaps in opposing traffic,
and could help to reduce or prevent accidents.
• The TWLTL will allow vehicles to queue outside the through lanes and will '
reduce the likelihood of vehicles driving into the bike lanes to avoid a queue at a
driveway. The TWLTL will allow vehicles turning out of driveways to focus on
finding an acceptable gap in one direction at a time. '
Future Considerations:
• As part of the planned PHDIC expansion, the City should require consolidation of '
the two existing driveways on Santa Barbara Street to one driveway location.
Driveway consolidation will help to focus the turning movements at one location
and create more of a standard intersection configuration. The most likely location '
for the single driveway is approximately 250 feet south of High Street at the
existing City easement. Since there would be no other driveways on the east side
of Santa Barbara Street before Roundhouse, vehicles exiting the PHDIC site ,
would not conflict with southbound vehicles in the TWLTL.
1
Fehr& Peers Associates. Inc. Page 42
i Parldng Spaces and '
' Stripe Curb Redm �^
so' 10• 15'
Install Traflie Signal
4 - - - - - - - - - -
14'
29'
53' 24' k 25'27
— — - - - -
' Provide
I : i J ; Temporary
2a Loading Zone
' 21' 40' 23' 0 51 9' • 50'
y
O 1 1a 10• 10 Modify Curb to
pA i, Accommodate Buses
cts O
W Provide
r� Connection to
PHDIC Parlriog
►� C13 6 IAta
(win)
Pacific Home
M
' N Do-It Center
Remove Three(3)
Parlift Spaces
' N
Bine ^ 17
Lane
ti _
Temporarily
Relocate Leading
Zone to Ifigh
Street • �g9' BEte
U') Lane N
�d
1 �
�' 10. 10• 10.5 ,
Bos ---
�P N
/ Approximate
ApproximateLocation of
m Centralized
PHDIC
' _-- • 64, Driveway
(w on
'
Obstructions
.Trees N
A Fire Hydrants SCAM- 1' = 50'
' .Telephone Poles
Figure 5F Santa Barbara Street - Proposed Improvements
925-IW 1
High Street to Roundhouse Street (North End) tl
' Fehr&Peers Associates Page 43
Bas N - - — 1 ---—
Scop / c
vi Approximate '
Location of
Centralvsd
PHDIC
• 64' Driveway ,
ook's Bus
stop 1
oodcraft
� N
41 R►
is Energy
in
any/Ribline
r
e
—c5' 98' '
lean
"' Art's
i
------ __ Cyclery '
�o Extend Eroly Street to '
Provide TrucLService
Entrance to PHDIC
.pizza Hut (w/Ex!.pandon)
Obtain 1 I O
Right-of-way, o
Widen Roadway d33>I
and Construct I I
New 6'Sidewalk 6' 1 1 8V3-73
Relocate Utility
Poles and Trees 1
Prohibit
•� � Left-corns Inco
1121 10, 1 , Piae Hat
Obsbuctions
.Trees N
. Fire Hydrants SCALE: 1' = 50'
a Telephone Poles
Figure 5G Santa Barbara Street - Proposed Improvements
99s-,sz
High Street to Roundhouse Street (South End)
Fehr&Peers Associates Page 44
Santa Barbara Street Operational Study
June 1999
' • In addition, the City should consider requiring PHDIC to provide a truck/service
entrance from Emily Street on the east side of the property. The lower traffic
' volumes on Roundhouse would be conducive to truck deliveries, and trucks
would not have to contend with the physical constraints of the High Street
intersection or customer traffic using the Santa Barbara Street driveway.
• Similar to the Upham-High segment, it is possible that some of the uses on the
east side of Santa Barbara Street may redevelop. If so, new uses should be
required to provide adequate off-street parking and future driveway access
locations should be limited and consolidated where possible and practical.
Driveways on opposite sides of the street should be located directly opposite one
another or be offset by a minimum of 120 feet. The offset helps to minimize
vehicle turning movement conflicts.
Roundhouse to Broad (Figure 5H1
Improvements/Costs:
• Widen the north side of Santa Barbara Street from east of Roundhouse to Broad
' Street to accommodate a second separate left-turn lane at the Broad Street
intersection. This widening represents the ultimate improvement on this segment
' and would require pavement to be installed up to the east curb (i.e., elimination of
the gutter) to accommodate the eastbound bicycle lane between Broad Street and
Roundhouse. The widening would involve constructing a new six-foot sidewalk,
' relocating two utility poles and two trees, and obtaining right-of-way from the
Pizza Hut property and the City-owned park . In addition, the eastbound left-tum
movement from Santa Barbara Street to fronting property driveways would be
prohibited due to potential conflicts with southbound left-turning vehicles caused
by the driveway's offset alignment opposite Roundhouse. This represents the
ultimate traffic improvement for the westbound Santa Barbara Street approach. A
separate right-turn lane on Santa Barbara Street at Broad Street is not needed to
accommodate fewer than 20 PM peak hour vehicles. ($56,000)
• Install a raised median on Santa Barbara Street immediately south of Roundhouse
' to prevent southbound vehicles turning left at Broad Street from using the
southbound left-tum lane at Roundhouse as a through lane. ($2,000).
• Restripe the northbound Broad Street (SR 227) approach to add a second left-tum
lane (resulting in two left-turn lanes, two through lanes, and a separate right-turn
lane on the northbound approach). This improvement could be accommodated
within the existing right-of-way and was originally identified in the Broad Street
' Plaza Traffic Study (July 1996) although the project was never developed. The
stop bar for the inside left-tum lane would have to be located behind the
crosswalk to prevent large trucks from Santa Barbara Street from encroaching
' into the left-tum lane. ($3,000 for restriping).
1
Fehr& Peers Associates, Inc. Page 45
A
Obtab. CO
Right-of-way,
Widen Roadway d33>t
and Construct I
New 6'SidewaEk
VN
mocaft Utility I *j
Poles and Trees I Prohibit
Left-tarot Into
1
Phza Hut 9 11, 10, 10, Driveway
Install Rasied
Median and
Second Left-turn
07 6 Lane
Park
�U
Fire Statioll
Bike
Line
k
Restripe to
Provide Second
Left-turn Lane
tit
fo
Obstructions T
*Treas N
* Fire Hydrants SCALE: 1 50'
*Telephone Poles
Figure 5H Santa Barbara Street - Proposed Improvements -
r995-152Roundhouse
Street to Broad Street
fp
Fehr&Peers Associates Page 46
1 Santa Barbara Street Operational Study
June /999
Findings/Benef ts:
• The combination of the Broad Street intersection improvements would provide
acceptable intersection operations (LOS D) during the PM peak hour under near-
term conditions. Implementation of only one of the improvements will result in
LOS E operations.
• The addition of a second left-turn lane from Santa Barbara Street to Broad Street
will possibly allow protected left-tum phasing (as opposed to the current east-
west split phasing) and will reduce delays for the through and right-turn
' movements from Santa Barbara Street . Most importantly, the second left-tum
lane will provide additional queuing space at the intersection, thus, minimizing
the potential for queuing back to or beyond the Roundhouse intersection. Since
Broad Street is maintained by Caltrans, the proposed lane widths on Broad Street
should typically meet the Caltrans design standard of 12 feet. The proposed 11-
foot widths of the northbound lanes would not meet this standard. However, the
' Prado Road extension between South Higuera Street and Broad Street is planned
to be designated as SR 227. Thus, Broad and South Streets north of Prado Road
will be relinquished to the City where City standards would apply. Since lane
widths of less than 12 feet have been implemented at other locations, the
recommended improvements will ultimately meet City standards.
Near-Term Intersections Operations with Improvements
Intersection operations with the proposed improvements were calculated with the proposed
' improvements. The results of this analysis are presented in Table 5 on the following page.
The recommend improvements will have the most significant traffic at Broad Street (from
lane additions) and High Street (with a new traffic signal). Although the overall intersection
level of service and the delays for the worst movements do not change substantially, the
recommended improvements will reduce delays for traffic on Santa Barbara Street and
improve access to fronting properties. The items listed as future considerations for each
segment should be used by city staff and decision-makers to monitor operations within the
corridor and to effectively plan for new development and redevelopment projects.
1
Fehr& Peers Associates, Inc. Page q7
Santa Barbara Street Operational Study '
June 1999
Table 5
Near-Term Intersection Levels of Service r
(with Recommended Improvements)
Peak Overall Intersection Worst-case Movement'
Intersection Hour Delay(sec.) LOS4 Delay(sec.) LOS '
Islay Street AM <5 A 17.9(WB) C
PM <5 A 37.1 (WB) E
Leff Street AM <5 A 15.9(EB) C
PM <5 A 40.6(WB) E '
Osos Street AM <5 A 15.7(WB) C
PM <5 A 39.1 (WB) E
Church Street AM <5 A 20.1 (WB) D '
PM <5 A 43.1 (EB) E
Upham Street AM <5 A 13.7(WB) C
(Unsignalized) PM <5 A 29.5(EB) D
Upham Street AM <5 A N/A N/A r
(Signalized) PM <5 A N/A N/A
High Street AM <5 A 17.1 (WB) C
(Unsignalized) PM <5 A >60.0(WB) F r
High Street AM <8.0 B N/A N/A
(Signalized) PM < 12.1 B N/A N/A
Roundhouse Avenue AM <5 A 22.4(EB) D r
PM <5 A 38.2(WB) E
Broad Street AM 27.2 D N/A N/A
(Signalized) PM 32.5 D N/A N/A
Note: Delay=Average total delay in seconds per vehicle for unsignalized intersections and average '
stopped delay for signalized intersections.
LOS=Level of service.
3 Worst-case LOS for an individual approach or turning movement at unsignalized intersections.
4 Morro Street is closed with recommended improvements. r
r
r
r
r
r
r
Fehr& Peers Associates, Inc. Page 48
1
1 APPENDIX A.; ,
TRAFFIC COUNT DATA SHEETS_
i
i
MARKS TRAFFIC DATA SERVICE
. OF SAN LUIS OBISPO File Name :osos_islay-a
Site Cade :00060000
Start Date :0429/1999
:
GroupsPrinted:Vehicle Movements Page 1
OSOS ST. ISLAY ST. OSOS ST. ISLAY ST
Southbound Westbound Northbound Eastbound
Stag Time RT TH LT APP' RT TH LT APP RT TH LT App' RT TH LT App. Int.
Total Total Tata) Total Total
07:00 1 52 0 53 2 0 5 7 0 60 0 60 2 0 0 2 122-
07:15 0 48 0 48 0 0 3 3 4 110 1 115 0 1 3 4 170
07:30 0 77 0 77 1 1 2 4 15 136 1 152 1 1 1 3� 235
07:45 2 115 1 1191 2 0 4 6 6 174 0 180 1 4 0 5 310
Total 3 293 1 2971 5 1 14 201 25 480 2 5071 4 6 4 141 838
08:00 2 87 1 g0 0 0 1 1 1 140 4 145 1 1 2 4 1 240
08:15 2 78 0 80 1 0 1 2 8 127 0 135 4 2 0 6 223
08:30 0 89 0 89 0 1 7 8 6 140 1 147 1 0 0 1 245
08:45 4 95 4 1031 0 1 2 3 4 128 2 134 0 3 2 5I 245
Total 8 349 5 362 1 2 11 14 19 535 7 561 1 6 6 4 16 1 953
rand
11 642 6 659
GA 6.7
To Tpprch otal 0.6 35.B 0.3 36.8 1 10.3 0.2 71.4 9 2.5 6.7 0.5 59.6 331.3 0.6 40.7 0.20 2 0.4 1.70 1791
OSOS ST. (SLAY ST. OSOS ST. ISLAY ST.
Southbound Westbound Northbound Eastbound
Start Time RT TH LT App' RT TH LT APP' RT TH LT App' RT TH LT App' Int
To Total Total Total Total
k Hour From 07:00 to 08:45-Peak 1 of 1
Intersection 07:45
Volume 6 370 2 378 3 1 13 17 21 581 5 607 7 7 2 16 1018
Percent 1.6 97.9 0.5 17.6 5.9 76.5 3.5 95.7 0.8 43.8 43.8 12.5
High Int 0745 08:30 07:45 08:15 07:45
Volume 2 116 1 119 2 1 7 8 8 174 4 180 4 4 2 6 310
Peak Factor 0.794 0.531 0.843 0.667 0.821
0SOS ST.
' Out In Totai
3781 ��
1 . 6 370 1 2 0
RT TH LT Ped
1
m N
41 W
A O
'
North
� Vehicle Mevemett5 �
V
H
L7 g
� � m
V
O
1
A
1 � r
LT TH RT Ped
5 Sal 21 0
1 ® W7 997
Out In Taw
OSOS ST.
MARKS TRAFFIC DATA SERVICE '
ITY OF SAN LUIS OBISPO File Name :osos �
_islay
Site Code :00060000
StartDate -.04/28/1999
Page :1
Grou Punted:Vehicle Movements
OSOS ST. ISLAY ST. OSOS ST. ISLAY ST.
Southbound Westbound Northbound I Eastbound
Start Time RT THI LT i App' I RT TH LT App' RT TH LT App' RT TH-IF LT App. I Int.- ,
Total Total . Total Total Total
16:00 4 132 0 136 1 0 2 3 7 170 4 181 2 1 3 61 326
16:15 4 138 0 142 1 1 3 5 2 110 1 1134 4 2 10 270
16:30 1 170 0 171 1 0 3 4 5 132 4 141 0 5 1 6 322- '
16:45 5 115 0 120 , 2 1 0 3 9 141 5 155 0 1 2 3 281
Total 14 555 0 569; 5 2 8 15 23 553 14 5901 6 11 8 25 1 1199
17:00 4 148 0 152 1 2 7 101 7 177 1 1"50
1 2 3 350
17:15 5 169 5 179 0 2 2 4 9 164 2 175 1 3 1 5 363
17:30 1 138 0 139 0 2 1 3 8 129 2 139 0 4 1 5 266
17:45 1 106 2 109 0 1 3 4 6 124 3 133 2 0 2 4 250
Total 11 551 7 579 1 7 13 21 30 594 8 6321 3 8 6 171 1249
Grand Total 25 1116 7 1148 6 9 21 36 I 53 1147 22 1222 9 19 14 42' 2448
Apprch% 2.2 97.2 0.6 16.7 25.0 58.3 4.3 93.9 1.8 21.4 45.2 33.3
Total% 1.0 45.6 0.3 46.9 0.2 0.4 0.9 1.5 2.2 46.9 0.9 49.9 0.4 0.8 0.6 1.7
OSOS ST. ISLAY ST. OSOS ST. ISLAY ST.
Southbound Westbound Northbound Eastbound
Start Time RT TH LT 'P' RT TH LT APPRT TH LT Total Topp'I R7 TH LT Total Totalntl
TotalPeak Hour From 16:00 to 17:45-Peak 1 of 1 ,
Intersection 16:30
Volume 15 602 5 622 4 5 12 21 30 614 12 656 1 10 6 17 1316
Percent 2.4 96.8 0.8 19.0 23.8 57.1 4.6 93.6 1.8 5.9 58.8 35.3
High Int 1715 1700 1700 16:30 17:15
Volume 5 170 5 179 2 2 7 10 9 177 5 185 1 5 2 6 363
Peak Factor 0.869 0.525 0.886 0.708 0.906
OSOS ST.
Out In TOW '
624 622 1246
15 6021
5j 0
RT TN LT Ped
N
� North
A f
Vehicle Nbuemen6
1w 1w
a p111
0
F
LT TH RT Ped
121 6141 301 0
615 656 1271 '
Out In TOW
OSOS ST.
MARKS TRAFFIC DATA SERVICE
ky OF SAN LUIS OBISPO File Name :osos_leff-a
Site Code :00000009
Start Date :0429/1999
Page :1
Groups Printed:Vehicle Movements
OSOS ST. LEFF ST. 0505 ST. LEFF ST. I
Southbound Westbound Northbound Eastbound
Start Time RTI TH LT App' RT TH LT App' RT TH LT App' RT TH LT App. Int
Total Total Total . Total Total
07:00 1 57 1 591 0 0 0 0 2 60 0 62 1 1 2 4 125
07:15 0 50 0 50 0 0 2 2 6 112 0 118 0 2 0 2 172
. 07:30 0 81 0 811 0 0 4 4 4 153 0 157 1 1 1 3 245
07:45 1 119 0 120 : 3 0 11 14 7 174 0 181 I 2 0 2 4 319
Total 2 307 1 3101 3 0 17 20 19 499 0 5181 4 4 5 131 861
08:00 1 86 2 89 i 6 1 6 13 3 134 1 138 1 2 3 6 246
08:15 0 80 1 81 2 1 2 5 3 133 0 136 0 0 0 0 222
' 08:30 1 96 0 971 1 0 1 2 7 144 2 153 0 1 2 3 255
08:45 0 97 1 98 1 0 7 8 3 133 2 138 0 1 0 1 245
Total 2 359 4 3657 10 2 16 28 16 544 5 565 1 4 5 10 968
' Grand Total 4 666 5 675 13 2 33 48 35 1043 5 1083 5 8 10 23 1829
Apprch% 0.6 98.7 0.7 27.1 4.2 68.8 3.2 96.3 0.5 21.7 34.8 43.5
Total% 0.2 36.4 0.3 36.9 0.7 0.1 1.8 2.6 1.9 57.0 0.3 59.2 0.3 0.4 0.5 1.3
OSOS ST. LEFF ST. OSOS ST. LEFF ST.
Southbound Westbound Northbound Eastbound
Start Time I RT TH LT I App' RT TH LT App' RT LT App' RT TH LT App. Int
Total Total Total Total Total
�ak Hour From 07:00 to 08:45-Peak 1 of 1
Intersection 07:45
Volume 3 381 3 387 12 2 20 34 20 585 3 608 3 3 7 13 1042
Percent 0.8 98.4 0.8 35.3 5.9 58.8 3.3 96.2 05 23.1 23.1 53.8
High Int 07:45 07:45 07:45 08:00 07:45
Volume 1 119 2 1201 6 1 11 141 7 174 2 181 2 2 3 6 319
' Peak Factor 0.806 0.607 1 0.840 0.5421 0.817
OSOS ST.
' I Out In Total
�� 367 991
31 3611 3i 0
RT TH LT ped
L*
AL L 4
F F J 9 N S
W
_ No N
Vehitde Mo ruff s a
�°I a
1w w c .
L, e
r
F-
F+
LT TH RT Ped
31 5851 201 0
' ® �J tOt2
Out In Tote)
OSOS ST.
1
MARKS TRAFFIC DATA SERVICE
:ITY OF SAN LUIS OBISPO File Name :osos_leff-a
Site Code :00000009
Start Date :04/2911999
Page :1
Groups Printed:Pedestrians only
OSOS ST. LEFF ST. OSOS ST. LEFF ST.
Southbound Westbound Northbound Eastbound
Start Time RT TH LT j Ped App' l RT TH LT I Ped App' RT TH LT Ped I App' RT TH LT Ped App. I Int '
Totall I Total Total Total Total
07:00 0 0 0 1 1 0 0 0 3 3 0 0 0 0 0 0 0 0 1 1 5
07:15 - 0 0 0 2 2I 0 0 0 2 2 0 0 0 1 1 0 0 0 0 0 5
07:30 0 0 0 1 1 j 0 0 0 1 1 0 0 0 0 0 0 0 0 1 1 3 '
0745 0 0 0 2 2 . 0 0 0 4 4 0 0 0 0 0 0 0 0 2 2 8
Total 0 0 0 6 6 0 0 0 10 10 1 0 0 0 1 1 0 0 0 4 4 21
08:00 0 0 0 1 1 0 0 0 5 5 0 0 0 0 0 0 0 0 0 0 j 6
08:15 0 0 0 1 1 I 0 D 0 1 1 0 0 0 0 0 0 0 0 2 2 4 '
08:30 0 0 0 0 0 0 0 0 4 4 0 0 0 0 0 0 0 0 0 0 4
08:45 0 0 0 2 21 0 0 0 4 4 0 0 0 0 0 0 0 0 2 2I 8
Total 0 0 0 4 4 l 0 0 0 14 14 0 0 0 0 01 0 0 0 4 4 22
Grand Total 0 0 0 10 10 0 0 0 2424 0 0 0 1 1 0 0 0 8 8 1 43 '
Apprch°k 0.0 0.0 0.0 100. 0.0 O.D 0.0 100.0 O.D 0 100.
0 .0 0.0 100.0 0.0 0.0 0.0 0
Total% 0.0 0.0 0.0 23.3 23.3 1 0.0 0.0 0.0 55.8 55.8 0.0 0.0 0.0 2.3 2.3 0.0 0.0 0.0 18.6 18.6
OSOS ST. LEFF ST. OSOS ST. LEFF ST. '
Southbound Westbound Northbound Eastbound
Start Time RTI TH I LT I Ped App' I RT TH LT Ped App' RT TH LT I Ped App' RT TH LT Ped App. In
Total Total Total Total Total '
Peak Hour From 07:00 to 08:45-Peak 1 of 1
Intersection 07:15
Volume 0 0 0 6 6 ! 0 0 0 12 12 0 0 0 1 1 0 0 0 3 3 22
100. 100. 100. 100.
Percent 0.0 0.0 0.0 0 1 0.0 0.0 0.0 0 00 0.0 0.0 0 0.0 0.0 0.0 0
High Int 07:15 08:00 0715 07:45 07:45
Volume 0 0 0 2 2 0 0 0 5 5 0 0 0 1 10 0 0 2 2 8
Peak Factor 0.750 :: 0.600 0.250 0.375 1 0.688
1
1
1
MARKS TRAFFIC DATA SERVICE
OF SAN LUIS OBISPO File Name :asos_leff-p
Site Code :00000000
' Start Date :0428/1999
Page :1
Groups Printed:Vehicle Movements
I OSOS ST. I LEFF ST. OSOS ST. LEFF ST.
Southbound Westbound Northbound Eastbound
Stag Time RT TH ' LT APP' I RT' TH I LT APP' RT TH LT App' RT TH I LT App. Int
Total : Total Total Total Total
15:00 1 133 1 1351 3 0 4 7 3 178 3 1841 1 0 2 328
16:15 5 135 3 1431 2 1 6 9 15 111 0 126 1 2 0 3 281
16:30 5 167 2 174 2 1 7 10 7 141 1 149 2 0 0 2 335
16:45 0 114 0 114 2 1 5 8 8 152 0 160 2 0 0 2 1 284
Total 11 549 5 5661 9 3 22 34 33 582 4 6191 6 3 0 9 1228
17:00 5 146 2 153 0 0 3 3 1 14 184 1 199 2 1 0 3 1 358
17:15 8 159 3 1701 0 4 5 3 174 0 177 0 1 1 2 1 354
1 17:30 2 132 3 137 1 0 3 4 7 137 1 145 1 0 2 31 289
1745 1 110 1 112 4 2 3 9 10 129 0 139 0 1 2 3 263
Total 16 547 9 572 1 6 2 13 21 34 624 2 660 1 3 3 5 11 1 1264
1 Grand Total 27 1096 15 1138 15 5 35 55 67 1206 6 12796
5 20 2492
Apprch% 2.4 96.3 1.3 27.3 9.1 63.6 5.2 94.3 0.5 45.0 30.0 25.0
Tota!% 1.1 44.0 0.6 45.7 0.6 0.2 1.4 2.2 2.7 48.4 0.2 51.3 0.4 0.2 0.2 .0.8
OSOS ST. LEFF ST. OSOS ST. LEFF ST.
Southbound I Westbound I Northbound Eastbound I
Start Time RT TH LT A'PP' RTI TH LT A''P' RT TH LT App' App. Int
i Total Total Total RT TH LT Total Total
�k Hour From 16:00 to 17:45-Peak 1 of 1
Intersection 16:30 1
Volume 18 586 7 6111 5 2 19 26 32 651 2 6856 2 1 9 1331
Percent 2.9 95.9 1.1 19.2 7.7 73.1 4.7 95.0 0.3 66.7 22.2 11.1
High Int. 16:30 16:30 17:00 17:00 17:00
Volume 8 167 3 174 2 1 7 10 14 184 1 1991 2 1 1 3 358
'Peak Factor 0.878 0.650 0.861 0.750 0.929
OSOS ST.
Out to Total
F-W-71 6111 1268
1 18 5661 71
w
RT TH LT Ped
4-j !4
I
�ul ,� i Neu
1InNath ��
Vehicle Ma rnen[s "'
1 1 1 Ib lI m
1 IN oU149 ti
_ o
1 I I
I
1
LT Tn RT Ped
21 651 321 0
1 I
I 611 6855 1296
Out In Taal
OSOS ST.
1
MARKS TRAFFIC DATA SERVICE '
TY OF SAN LUIS OBIS PO File Name :osos_leff-p
Site Code :00000000
Start Date :0428/1999 r
Page : 1
Groups Printed:Pedestrians onl
OSOS ST. i LEFF ST. OSOS ST. LEFF ST.
Southbound Westbound Northbound Eastbound
APP APP APP- Int. r
Start Time RT TH ' LT Ped App' I RT ; TH LT Ped RT TH LT Ped I RT TH LT Ped
Total I I Total__ _ _ Total Total : Total
16100 0 0 0 0 0 0 0 0 13 13 0 0 0 0 0 0 0 0 1 11 14
1615 - 0 0 0 2 2I 0 0 0 4 4 0 0 0 0 0 0 0 0 1 1 7
16:30 0 0 0 1 1I 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 : 2 r
16:45 0 0 0 0 01 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 1
Total 0 0 0 3 3 1 0 0 0 18 18 j 0 0 0 0 01 0 0 0 3 3 24
17:00 0 0 0 0 0 0 0 0 6 6 0 0 0 0 0 0 0 0 0 0 6
17:15 0 0 0 0 0 1 0 0 0 9 9 0 0 0 1 1 0 0 0 1 1 11 r
17:30 0 0 0 0 01 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 3
1745 0 0 0 9 91 0 0 0 3 3 0 0 0 0 0 0 0 0 0 01 12
Total 0 0 0 9 9 j 0 0 0 21 21 j 0 0 0 1 1 j 0 0 0 1 1 I 32
Srand Total 0 0 0 12 12 I 0 0 0 39 39 0 0 0 11 0 0 0 4 41 56
100. 100. 100. r
ApprCh% 0.0 0.0 0.0 0 0.0 0.0 0.0 0 0 0.0 0.0 0.0 0.0 0 100.
.0 0.0 0
Total% 0.0 0.0 0.0 21.4 21.4 0.0 0.0 0.0 69.6 69.6 0.0 0.0 0.0 1.8 1.8 0.0 0.0 0.0 7.1 7.1
OSOS ST. LEFF ST. OSOS ST. LEFF ST. '
Southbound Westbound Northbound Eastbound
Start Time RT TH LT Ped T pip' RTI TH LT Ped Toppl RT TH LT I Ped T ttPW RT I TH LT� Ped TAopYpal Total
•eak Hour From 16:00 to 17:45-Peak 1 of 1 '
Intersection 17:00
Volume 0 0 0 9 9 0 0 0 21 21 0 0 0 1 1 0 0 0 1 1 32
100. 100. 100. 100.
Percent 0.0 0.0 0.0 0 0.0 0.0 0.0 0 0.0 0.0 0.0 0 0.0 0.0 0.0 0
High Int 17:45 17:15 17:15 17:15 117:45 r
Volume 0 0 0 9 9 0 0 0 9 9 0 0 0 1 1 0 0 0 1 1 12
Peak Factor 0.250 j 0.583 0.2501 0.250 0.667
r
r
r
r
r
r
r
r
r
r
MARKS TRAFFIC DATA SERVICE
OF SAN LUIS OBISPO File Name :s_barbara_osos-a
Site Code :00000009
' Start Date :04129/1999
Page :1
Groups Pnnted:Vehicle Movements
SANTA BARBARA ST. OSOS ST. SANTA BARBARA ST.
Southbound Westbound Northbound Eastbound
Start Time RT TH LT I R7 TH I LTJ App.Total I RT TH I LT Total RT TH I LT Total Total
07:00 0 55 3 58 1 0 2 3 2 61 0 530 0 0 0I 124
07:15 0 53 2 55 2 0 2 4 5 115 0 120 0 0 0 0! 179
07:30 0 86 1 87 4 0 3 7 4 155 0 159 0 0 0 0 253
07:45 0 130 1 131 2 0 6 8 5 177 0 182 0 0 0 0 : 321
Total 0 324 7 331 i 9 0 13 22 1 16 508 0 5241 0 0 0 0j 87
08:00 0 90 4 94 j 2 0 1 3 5 136 0 1410 0 0 0 1 238
08:15 0 80 2 821 3 0 4 7 3 132 0 135 0 0 0 0 224
08:30 0 92 4 961 4 0 7 11 5 150 0 155 0 1 0 1 263
08:45 0 99 5 104 , 5 0 5 10 5 131 0 136 0 0 0 0 250
Total 0 361 15 376 14 0 17 31 18 549 0 5671 0 1 0 1 975
Grand Total 0 685 22 707 23 0 30 53 34 1057 0 1091 0 1 0 1 1852
Apprch% 0.0 96.9 3.1 43.4 0.0 56.6 3.1 96.9 0.0 0.0 100.0 0.0
Total% 0.0 37.0 1.2 38.2 1.2 0.0 1.6 2.9 1.8 57.1 0.0 58.9 0.0 0.1 0.0 0.1
SANTA BARBARA ST. OSOS ST. SANTA BARBARA ST.
Southbound Westbound Northbound Eastbound
APp App App. Ap . Int
Start Time RT TH LT Total RT TH LT Total RT TH LT Total RT TH LT I Total Total
�ak Hour From 07:00 to 08:45-Peak 1 of 1
Intersection 07:45
Volume 0 392 11 403 11 0 18 29 18 595 0 613 0 1 0 1 1046
Percent 0.0 97.3 2.7 37.9 0.0 62.1 2.9 97.1 0.0 0.0 100.0 0.0
High Int 07:45 108:30 07:45 08:30 07:45
Volume 0 130 4 131 4 0 7 11 5 177 0 182 0 1 0 1 321
' Peak Factor 0.769 I 0.659 0.842 0.250 0.815
SANTA BARBAPA S .
Our In Total
F-74031 F-,009
' I
01 3921 ,,;
RT TH Lr Pea
L*
North
y
S
W9
vehicle mmmems
zm
' O y m m
o
IL $
0
LT TH RT Pad
01 5951 18' 0
' 410 813 1023
Out In TOW
SANTA aARBARA ST.
MARKS TRAFFIC DATA SERVICE ,
TY OF SAN LUIS OBISPO File Name :s_barbara_osos-p
00
Site Code : 000000
Start Date :04/28/1999 '
Page :1
Groups Printed:Vehicle Movements
SANTA BARBARA ST. OSOS ST. SANTA BARBARA ST.
Southbound Westbound Northbound Eastbound
App RT TH LT App' RT TH LT App' RTI TH LT App . Ind '
Start Time RT TH LT Total Total Total Total Total
16:00 0 137 2 139 14 0 3 17 7 159 0 176 0 0 0 0 3--2
15:15 0 140 3 143 2 0 10 12 8 124 0 132 0 0 0 0 2E7
16:30 0 169 5 1741 3 0 9 12 3 145 0 148 0 0 0 0 334 '
16:45 0 113 8 121 3 0 5 B 9 156 0 165 0 0 0 0 294
Total 0 559 18 577 22 0 27 49 27 594 0 621 0 0 0 0 1247
17:00 0 143 7 150 6 0 6 12 8 193 0 201 0 0 0 0 363
1715 0 158 6 1641 4 0 8 12 8 174 0 182 0 0 00 358 '
17:30 0 130 6 1361 5 0 2 7 5 140 0 145 0 0 0 0 2B8
17:45 0 110 4 114 4 0 8 12 7 134 0 141 0 0 0 0 267
Total 0 541 23 5641 19 0 24 431 28 641 0 6691 0 0 0 0 1276
Grand Total 0 1100 41 1141 41 0 51 92 55 1235 0 1290 00 0 0 2523 '
Apprch% 0.0 96.4 3.5 44.6 0.0 55.4 4.3 95.7 0.0 0.0 0.0 0.0
Total% 0.0 43.6 1.6 45.2 1.6 0.0 2.0 3.6 2.2 48.9 0.0 51.1 0.0 0.0 0.0 0.0
SANTA BARBARA ST. OSOS ST. SANTA BARBARA ST.
Southbound Westbound Northbound Eastbound
Start Time RT TH LT I App' RT TH LT I App' RT I TH LT I APP' I RT TH I LT App' 1 Int
Total Total Total Total Total
'eak Hour From 16:00 to 17:45-Peak 1 of 1 '
Intersection 16:30
Volume 0 583 26 609 16 0 28 44 28 66B 0 696 0 0 0 0 1349
Percent 0.0 95.7 4.3 36.4 0.0 63.6 4.0 96.0 0.0 0.0 0.0 0.0
High Int 16:30 16:30 17:00 3:45:00 PM 17:00
Volume 0 169 8 1741 6 0 9 12 9 193 0 201 0 0 0 0 363 ,
Peak Factor 0.875 0.917 0.866 1 0.929
ST. ,
?1 In Total
860 � 1293
01
563 261 '
RT TH LT Ped
v '
I
_ o oJ&
np '
� ml
North '
vehlole MoVaman6 o s
o y
n N '
III�ull�ll 1w m
O o m
e � 0
a
0
F
LT TH RT Ped
01 6681 26 1 0
611 696 1307 ,
Out In Tams
SANTA BARBARA ST.
1
MARKS TRAFFIC DATA SERVICE
OF SAN LUIS OBISPO File Name :s_barbara_church-a
Site Code :00000000
' Start Date :0429/1999
Page : 1
Groups Printed:Vehicle Movements
SANTA BARBARA ST. I DNV I SANTA BARBARA ST. CHURCH ST.
Southbound Westbound Northbound Eastbound
Start Time RTI TH i LT To al RTI TH LT APP' RTI TH LT App' RT TH LT App. Int.
Total Total Total Total
07:00 0 58 0 58 0 0 0 0 0 64 0 64 0 0 0 0 122
07 :15 0 53 0 53 0 0 0 0 1 120 0 121 0 0 1 1 175
07:30 1 89 0 90 1 0 0 1 0 160 0 160 0 0 0 0 251
07:45 1 132 2 135 . 0 0 0 0 0 181 1 182 0 0 1 1 318
Total 2 332 2 3361 1 0 0 11 1 525 1 5271 0 0 2 21 866
08:00 1 90 1 92 0 0 1 1 1 142 0 143 0 0 0 0 236
' 0815 1 84 0 851 0 0 1 1 0 133 0 133 1 0 1 2 221
08:30 2 98 0 100 0 0 0 0 0 156 0 156 0 0 1 1 257
08:45 3 101 0 104 0 0 0 0 0 135 1 136 0 0 2 2 242
Total 7 373 1 381 0 0 2 2 1 566 1 568 1 0 4 5 1 956
' Grand Total 9 705 3 717 1 0 2 3 2 1091 2 1095 1 0 6 7 1822
Apprch% 1.3 98.3 0.4 33.3 0.0 66.7 0.2 99.6 0.2 14.3 0.0 85.7
Total% 0.5 38.7 0.2 39.4 0.1 0.0 0.1 0.2 0.1 59.9 0.1 60.1 0.1 0.0 0.3 0.4
SANTA BARBARA ST. DM SANTA BARBARA ST. CHURCH ST.
Southbound Westbound Northbound Eastbound
Start Time RT TH LT App' RT TH LT 4P' RT TH LT APP' RT TH LT App. Int
Total Total Total Total Total
'ak Hour From 07:00 to 08:45-Peak 1 of 1
Intersection 07:45
Volume 5 404 3 412 0 0 2 2 1 612 1 614 1 0 3 4 1032
Percent 1.2 98.1 0.7 0.0 0.0 100.0 0.2 99.7 0.2 25.0 0.0 75.0
High Int 07:45 08:00 0745 08:15 07:45
Volume 2 132 2 135 0 0 1 1 1 181 1 1821 1 0 1 2 318
Peak Factor 0.763 0.500 1 0.843 1 0.500 0.811
' SANTA
Out In Tool
615 412 1027
I
' 1 SI 4041 31 0
RT TH LT Ped
c n
f
O
o s
H
C
_ Vehicle Movements
I;nII N
m
5 � �
o O S
� m
0
LT TH RT Ped
'
11 672 1 0
407 614 1021
Out In TOtel
SANTA BARBARA ST.
MARKS TRAFFIC DATA SERVICE
TY OF SAN LUIS OBISPO File Name :s_barbara_church-p 00
Site Code : 000000
Start Date :04/28/1999
'
Page :1
nroucs Printed:Vehicle Movements
SANTA BARBARA ST. DAN SANTA BARBARA ST. CHURCH ST.
Southbound Westbound Northbound Eastbound
APP. ' APR
Start Time RT TH LT Total I RT I TH LT Tt�l RT TH LT Total RT TH LT Total Total
16:00 2 136 1 1:39 , 1 0 0 1 1 171 1 1732 0 1 3 316
16:15 0 150 2 152' 0 0 0 0 0 130 2 132 0 0 1 1 285
16:30 2 176 1 179 3 0 1 4 2 147 0 149 0 0 1 1 333 ,
16:45 2 112 1 115 . 0 0 1 1 0 163 0 163 0 0 2 2 281
Total 6 574 5 585 ; 4 0 2-61 3 611 3 6171 2 0 5 7 1215
17:00 2 148 1 1511 4 0 3 7 0 197 1 198 0 0 2 2 358
17:15 2 163 1 166 0 0 3 3 0 181 1 182 0 0 0 0 351 '
17:30 0 130 1 131 1 0 2 3 I 1 144 1 146 0 0 2 2 282
17:45 0 120 0 1201 1 0 0 1 0 139 0 139 0 0 0 0 260
Total 4 561 3 5681 6 0 a 141 1 661 3 6651 0 0 4 41 1251
11
Grand19
Total TotalApprch 0 4 146.0 0.3 46.8 I 50.4 0.0 50.4 0 8 I 0.2 5 6 0.2 152.0 10.1 0 0 80.4 0.4 2466 '
SANTA BARBARA ST. DAN I SANTA BARBARA ST. CHURCH ST. '
Southbound I Westbound Northbound Eastbound
Start Time RT TH LT I APP. RTI TH LT APP' RT TH LT A'P' RT TH LT APP' Int
Total Total Total Total Total
leak Hour From 16:00 to 17:45-Peak 1 of 1 '
Intersection 16:30
Volume 8 599 4 611 7 0 8 15 2 688 2 692 0 0 5 5 1323
Percent 1.3 98.0 0.7 46.7 0.0 53.3 0.3 99.4 0.3 0.0 0.0 100.0
High Int. 16:30 17:00 17:00 16:45 17:00
Volume 2 176 1 179 4 0 3 7 2 197 1 198 0 0 2 2 358 ,
Peak Factor 0.853 1 0.536 ; 0.874 0.625 I 0.924
SANTA BARBARA ST. '
Out In To181
F-70-01_J 611 1311
8 59B 41 0 '
RT TN LT Ped
4j 1 L4
N_ A
�0
F
V m
G North
H 1
� VehYMe r1A0V81r1e1dS
� NI
1
O ti
a
I� i
a
0
F ,
LT TH RT Ped
21 689 2 Oi
® 692 1799
Out In Total
SANTA BARBARA ST.
1
MARKS TRAFFIC DATA SERVICE
:ITY OF SAN LUIS OBISPO File Name :s_barbara_roundhouse-a
Site Code :00000000
' Start Date :04/29/1999
Page :1
Groups Printed:Vehicle Movements
SANTA BARBARA ST. ROUNDHOUSE AVE. I SANTA BARBARA ST. I PIZZA HUT DM
Southbound Westbound Northbound Eastbound
Start Time RT TH LT Total RT TH LT Total RT TH LT Total RT TH � LT App Int
opal Total^
07:00 0 54 0 54 0 0 0 0 0 75 0 75 0 0 0 0 129
07:15 0 52 0 52 • 1 0 1 2 4 128 0 132 0 0 0 0 166
07:30 0 90 6 96I 0 0 2 2 2 170 0 172 0 0 0 01 270
0745 1 136 4 141 . 0 0 2 2 9 179 0 1881 0 0 1 1 1 332
Total 1 332 10 343 I 1 0 5 61 15 552 0 567 0 0 1 ii 917
08:00 1 91 1 93 1 0 1 21 3 152 0 155 0 0 0 0 250
08:15 0 96 4 100 5 0 2 7 4 138 0 142 0 0 0 0 249
08:30 2 90 3 95 3 1 3 7 2 155 0 157 0 0 0 01 259
0845 1 98 5 104 3 1 2 6 7 145 0 152 0 0 1 1263
Total 4 375 13 392 12 2 8 22 1 16 590 D 606 1 0 0 1 1 j 1021
' Grand Total 5 707 23 735 13 2 13 28 31 1142 0 1173 0 0 2 2 1 1938
Apprch% 0.7 96.2 3.1 46.4 7.1 46.4 2.6 97.4 0.0 0.0 0.0 100.0
Total% 0.3 36.5 1.2 37.91 0.7 0.1 0.7 1.4 1.6 58.9 0.0 60.5 0.0 0.0 0.1 0.1
SANTA BARBARA ST. ROUNDHOUSE AVE. SANTA BARBARA ST. PIZZA HUT DAN
Southbound Westbound Northbound Eastbound
Start Time RT TH I LT APp RT TH LT App' RT TH LT App' RT TH LT App. Int
Total Total Total Total Total ,
�ak Hour From 07:00 to 08:45-Peak 1 of 1
Intersection 0730
Volume 2 413 15 430 6 0 7 13 18 639 0 657 0 0 1 1 1101
Percent 0.5 96.0 3.5 46.2 0.0 53.8 2.7 97.3 0.0 0.0 0.0 100.0
High Int. 07:45 08:15 07:45 07:45 107:45
Volume 1 136 6 141 5 0 2 7 9 179 0 188 0 0 1 1 332
' Peak Factor 0.762 1 0.464 0.874 0.250 ! 0.829
' SANTA
Ota In Total
4301 1076
1
21 413 15J 0
RT TM LT Ped
1
J y � C)
1 G
North
e
io Vehiele hlovamertLti o �
¢ F yl L
g
y
o e
a
0
1
L TH RT Ped
01 6391 lal 0
ago; 6s7 ton
out In total
SANTA eARBARA 5T. 1
MARKS TRAFFIC DATA SERVICE ,
:ITY OF SAN LUIS OBISPO File Name :s barbara_roundhouse-p
Site Cade :00000000
Start Date :042811999 '
Page :1
Groups Printed:Vehicle Movements
SANTA BARBARA ST. ROUNDHOUSE AVE. I SANTA BARBARA ST. PIZZA HUT D/W
Southbound Westbound Northbound Eastbound '
Start Time RTI TH ! LT App- RT ' TH LT App' RT TH LT APP RT TH LT App. Int
Total Total Total Total Total
16,00 1 147 5 153 8 1 5 14 4 164 0 168 0 0 0 01 335
16:15 3 149 6 158 2 0 2 4 7 155 3 165 0 0 0 0 1 32
16:30 1 185 2 1881 3 0 5 8 4 159 0 163 1 0 2 3I 362 ,
16:45 1 146 3 150 6 0 8 14 1 161 1 163 1 1 5 7 : 35-
Total 6 627 16 6491 19 1 20 401 16 539 4 659 2 1 7 101 1358
17:00 1 158 3 1621 5 0 6 11 4 197 0 201 1 0 2 3I 377
17:15 4 188 1 193 4 0 2 6 3 191 0 194 2 0 0 2 395
17:30 1 159 2 1621 2 1 2 5I 6 147 0 153 0 0 0 0 320 ,
17:45 3 119 9 1311 4 0 3 7 10 133 0 143 0 0 3 3 284
Total 9 624 15 6481 15 1 13 291 23 668 0 691 3 0 5 81 1376
Grand Total 15 1251 31 1297 34 2 33 69 39 1307 4 1350 5 1 12 18 2734 '
Apprch% 1.2 96.5 2.4 I 49.3 2.9 47.8 2.9 96.8 0.3 27.8 5.6 66.7
Total% 0.5 45.8 1.1 47.4 1.2 0.1 1.2 2.5 1.4 47.8 0.1 49.4 0.2 0.0 0.4 0.71
SANTA BARBARA ST. ROUNDHOUSE AVE. SANTA BARBARA ST. PIZZA HUT DAV '
Southbound Westbound Northbound Eastbound
Stag Time RT TH LT I Opp' RT TH LT App' RT TH LT App-
I RT TH LT T p Int
Total Total Total Total Total
Peak Hour From 16:00 to 17:45-Peak 1 of 1 '
Intersection 16:30
Volume 7 677 9 693 18 0 21 39 12 708 1721 5 1 9 15 1468
Percent 1.0 97.7 1.3 46.2 0.0 53.8 1.7 98.2 0.1 33.3 6.7 60.0
High Int. 17:15 16:45 17:00 16:45 17:15
Volume 4 188 3 193 6 0 8 14 4 197 1 201 2 1 5 7 395 ,
Peak Factor 0.898 0.696 .1 0.897 0.536 0.929
I '
Out In Total
735 693 1428
1
1 71 6771 9 0 '
RT TH LT Ped
All, All,
y '
H 0 N
N
I� N�
s ' Vehicle Nl snots o u
N
r
IL
r
I
lllulll ti
O �
m 0
9 2
a
0
F '
LT TH RT Ped
11 708 12 0
703 721 7 1424
Out In T4rel
SANTA 11AR9ARA ST. '
1 .
APPENDIX B:
INTERSECTION/DRIVEWAY LEVEL OF SERVICE
CALCULATION WORKSHEETS
;1
1
1 �
' COMPARE _ Wed May 1906:51:33 1999 Page 3-1
nta aartlara street Operauonal Study
for the City of San Luis Obispo
L&Vei U1 bermce uiampulation Kepon
1994 HCM Unsignalized(Future Volume Alternative)
6dstin"
Intersection#1:Ososllslay
' Signal=UncontoORightsi=include
Initial Vol: 6 370 2
Lanes: 0 0 11 0 0
Signal=Stop signal=Stop
Initial Vol: Lanes: Rights=Include Vol Cnt Date: n/a Rights=include Lanes: Initial Vol:
Cycle me(sec): 100
2 0 Ti � 0 3
Loss Time(sec): 0 4
0 �
7 1! Critical V/C: 0.000 10! 1
' 0 � Avg Cdl Del(seUvM): 0.4 � 0
7 0 Avg Delay(see/veh): 0.4 0 13
LOS: C
Lanes: 0 0 1! 0 0
' Initial Vol: 5 561 21
Signal=UnccntroVRights=Include
Approach: North Bound South Bound East Bound West Bound
Movement.: L - T - R L - T - R L - T - R L - T - R
-
-----------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 5 581 21 2 370 6 2 7 7 13 1 3
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 5 581 21 2 370 6 2 7 7 13 1 3
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 5 581 21 2 370 6 2 7 7 13 1 3
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 5 581 21 2 370 6 2 7 7 13 1 3
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 5 581 21 2 370 6 2 7 7 13 1 3
Adjusted Volume Module:
Grade: 0% 0% 0% 08
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 6 581 21 2 370 6 2 8 8 14 1 3
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------
I
' Capacity Module: xxxx Vol: 376 xxxxxxxx 602 xxxx xxxxx 974 982 373 979 975 592
Potent Cap. : 1135 xxxx xxxxx 886 xxxx xxxxx 289 333 896 287 336 694
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.98 0.99 1.00 0.97 0.99 1.00
' Move Cap. : 1135 xxxx xxxxx 886 xxxx xxxxx 285 329 896 217 332 694
------------ ---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 3.2 xxxx xxxxx 4.1 xxxx xxxxx 12.7 11.2 4.0 13.6 10.9 5.2
LOS by Move: A * * A
' Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 443 xxxxx xxxx 314 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 8.2 xxxxx xxxxx 12.0 xxxxx
Shared LOS: * * * * + + B * * C
ApproachDel: 0.0 0.0 8.2 12.0
1
- Ccc:r:r.n!IcI 19ze Dewl,nn Fssocates.Inc. Ucensea',o FEHR.L PEERS.SAN JOSE
COMPARE Wed May 19 06:51:331999 Page 3-2 '
Santa Barbara Street Operational Study
lar the City of San Luis Obispo '
Level rvice Computation Repon
+994 HCM Unsignalaed(Future Volume Altemative)
BackgmundAM
Intersection#1:Osos/Islay '
Signal=UmmnvouRights=lndude
Initial Vol: 6 sea 2
Lanes: 0 0 11 0 0
Signal=Slop Signal=Slop
Initial Vol: Lanes: RLght5=lndude Vol Cni Date: Na Rights=Include Lanes: Initial Vol:
Cycle Time(see): 100 4 ,
2 g 0 3
Loss Time(sec): 0
0 0
7 1+ Critical Vrc: 0.000 1! +
0 Avg Crit Det(sedveh): 0.4 0 '
7 0 Avg Delay(sedveh): 0.4 0 13
LOS: C ,
Lanes: 0 0 11 0 0
Initial Vol: 5 657 21 ,
Slgnol=Ummntrol/Rights=lndude
Approach: North Bound South Bound East Bound west Bound
Movement: L - T - R L - T - R L - T - R L - T - R '
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 5 581 21 2 370 6 2 7 7 13 1 3
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 5 581 21 2 370 6 2 7 7 13 1 3 ,
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 76 0 0 218 0 0 0 0 0 0 0
Initial Fut: 5 657 21 2 588 6 2 7 7 13 1 3
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 5 657 21 2 588 6 2 7 7 13 1 3
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 5 657 21 2 588 6 2 7 7 13 1 3 '
Adjusted Volume Module:
Grade: 08 08 0% 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 6 657 21 2 588 6 2 8 8 14 1 3
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: ,
Cnflict Vol: 594 xxxx xxxxx 678 xxxx xxxxx 1268 1276 591 1273 1269 668
Potent Cap. : 893 xxxx xxxxx 815 xxxx xxxxx 195 233 695 194 236 636
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.98 0.99 1.00 0.95 0.99 1.00
Move Cap. : 893 xxxx xxxxx 815 xxxr. xxxxx 192 230 695 185 232 636 '
------------1---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.1 xxxx xxxxx 4.4 xxxx xxxxx 19.0 16.1 5.2 20.9 15.6 5.7
LOS by Move: A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 314 xxxxx xxxx 214 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 11.7 xxxxx xxxxx 17.9 xxxxx
Shared LOS: * * C * C '
ApproachDel: 0.0 0.0 11.7 17.9 '
....•-. rpeyngnt(c1+.aoe 00vA1n,escc:ates.Inc. Licensed to FCMR 8 PEERS.Sart JOSE
tCOMPARE Wed May 19 08:51:33 1999 Page 33
Santa Bamara Street Operational Study
for the City of San Luis Obispo
' Level ervice f-ornpulation Keport
1994 HCM Unslgnallzed(Future Volume Alternative)
BackAMMit
' Intersection#1:Osos/lstay
Signat=1Jntsm1rollRigh154ntluoe
_ Initial Vol: 6 588 2
Lanes: 0 0 11 0 0
Signal=Stop Signal=Stop
Initial Vol: Lanes: Rights=lnrJude Vol Cnt Date: rda Rights=lntlude Lanes: Initial Vol:
' Cycle Time(see): 100
2 0 * 0 3
0 Loss Time(sec): 0 0
7 11 Critical V1C: 0.000 11 1
0 7r Avg Crit Del(seclveh): 0.4 0
7 0 Avg Delay(seclveh): 0.4 0 13
LOS: C
Lanes: 0 0 1f 0 0
' Initial Vol: 5 657 21
Signal=Ummntroll W ghts=Include
Approach: North Bound South Bound East Bound West Bound
' Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 5 581 21 2 370 6 2 7 7 13 1 3
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 5 581 21 2 370 6 2 7 7 13 1 3
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 76 0 0 218 0 0 0 0 0 0 0
Initial Fut: 5 657 21 2 588 6 2 7 7 13 1 3
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 5 657 21 2 588 6 2 7 7 13 1 3
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 5 657 21 2 588 6 2 7 7 13 1 3
Adjusted Volume Module:
Grade: 0% 08 08 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' % Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 6 657 21 2 588 6 2 8 8 14 1 3
' Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: 594 xxxx xxxxx 678 xxxx xxxxx 1268 1276 591 1273 1269 668
Potent Cap. : 693 xxxx xxxxx 615 xxxx xxxxx 195 233 695 194 236 636
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.98 0.99 1.00 0.95 0.99 1.00
Move Cap. : 893 xxxx xxxxx 815 xxxx xxxxx 192 230 695 185 232 636
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.1 xxxx xxxxx 4.4 xxxx xxxxx 19.0 16.1 5.2 20.9 15.6 5.7
LOS by Move: A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTA - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 314 xxxxx xxxx 214 xxxxx
Shrd StpDel:rxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 11.7 xxxxx xxxxx 17.9 xxxxx
Shared LOS: * * * * C * * C
' ApproachDel: 0.0 0.0 11.7 17.9
T:o�-.<7 1^1'1 Cooyoght tc%1998 Dowling Assocnatea.Inc. Licensed to FEHR 8 PEERS.SAN JOSE
COMPARE Wed May 19 08:51:33 1999 - Page 34 '
Santa Barbaratreet perauonal Study
for the City of San Lum Obispo ,
Lem erv,ce mpulaihon Kepart
1994 HCM Unsigntifted(Future Volume Alternative)
ExistingAM
Intersection#2:Csos/Leff '
Signal=UnwntmVRighls=lndude
_ Initial Vol: 3 361 3
Lanes: 0 0 11 0 0
Signal=Stop Signal-Stop
Initial Vol: Lanes: Ftights=lndude Vol Cni Date: Na Rights=lndude Lanes: Initial Vol:
CyCe Tune(sec): 100
7 0 0 12
0 � Loss Time(sec): 0 � 0
3 11 CriOol VIC: 0.000 ♦_ 11 2
0 7;� Avg Crit Del(sWveh): 0.6 0 '
3 0 ♦ Avg Delay(senlveh): 0.6 0 20
LOt*S: C
't T '
Lanes: 0 0 11 0 0
Initial Vol: 3 585 20 '
Signal=Unwntrol/Rigtlts=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R ,
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 3 585 20 3 381 3 7 3 3 20 2 12
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 3 585 20 3 381 3 7 3 3 20 2 12 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 3 585 20 3 381 3 7 3 3 20 2 12
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 3 585 20 3 381 3 7 3 3 20 2 12
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 3 585 20 3 381 3 7 3 3 20 2 12 '
Adjusted Volume Module:
Grade: 08 0% 0% 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 3 585 20 3 381 3 8 3 3 22 2 13
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.9 3.3 2.6 3.9 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 389 xxxx xxxxx 605 xxxx xxxxx 991 999 383 987 985 595
Potent Cap. : 1125 xxxx xxxxx 883 xxxx xxxxx 283 328 886 289 332 692
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.97 0.99 1.00 0.98 0.99 1.00
Move Cap. : 1125 xxxx xxxxx 683 xxxx xxxxx 279 325 886 279 329 692 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 3.2 xxxx xxxxx 4.1 xxxx xxxxx 13.5 11.2 4.1 13.9 11.0 5.3
LOS by Move: A * ' A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 391 xxxxx xxxx 357 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.6 xxxxx xxxxx 10.7 xxxxx
Shared LOS: * C * * C
ApproachDel: 0.0 0.0 10.8 10.7 '
-.y5•- -•;• Coo�Snt(e1 1990 ppwlmg A5s0031r5.Inc. Litr•sed to FEHR B PEERS.SAN JOSE
' COMPARE Wed May 19 06:51:33 1999 Page 3.5
Santa Barbara Street Operetiorlal Study
' for the City of San Luis Obispo
Level eivice uomputalion Kepon
1994 HCM Unsignalized(Future Volume Allemative)
BackgroundAM
Intersection tit:Osos/Leff
Signal=UmmnlmURighlS=lndude
Initial Vol: 3 599 3
Lanes: 0 0 11 0 0
Signal=Slap Signaldtop
Initial Val: Lanes: Rights=lndude Vol Cnt Date: We Rights=lnclude Lanes: Initial Vol:
* Cycle'rime(sec): 100
7 0 J 0 12
0 • Loss Time(sec): 0 � 0
3 11 Crill al V/C: 0.000 11 2
1 0 Avg Cm Del(seciveh): 0.6 0
3 0 Avg Delay(sectveh): 0.6 0 20
' LOS: C
4� 't T t*
Lanes: 0 0 1! 0 0
Initial Vol: 3 661 20
Signal=UneontrdlRZghts=lndude
Approach: North Bound South Bound East Bound West Bound
' Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 3 565 20 3 381 3 7 3 3 20 2 12
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 3 585 20 3 381 3 7 3 3 20 2 12
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj: 0 76 0 0 218 0 0 0 0 0 0 0
Initial Fut: 3 661 20 3 599 3 7 3 3 20 2 12
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 3 661 20 3 599 3 7 3 3 20 2 . 12
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 3 661 20 3 599 3 7 3 3 20 2 12
Adjusted Volume Module:
Grade: 08 0% 0% 08
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' % Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Adj vol. : 3 661 20 3 599 3 8 3 3 22 2 13
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 602 xxxx xxxxx 681 xxxx xxxxx 1285 1288 601 1281 1279 671
Potent Cap. : 886 xxxx xxxxx 812 xxxx xxxxx 191 230 667 192 233 633
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.96 0.99 1.00 0.97 0.99 1.00
' Move Cap. : 886 xxxx xxxxx 812 xxxx xxxxx 184 227 687 167 230 633
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.1 xxxx xxxxx 4.4 xxxx xxxxx 20.4 16.0 5.3 21.5 15.8 5.8
LOS by Move: A * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 234 xxxxx xxxx 253 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.9 xxxxx xxxxx 15.6 xxxxx
Shared LOS: ' ` ` ' • C * C '
ApproachDel: 0.0 0.0 15.9 15.6
-.a:,,-, _ po.rt,o«.(c)1oop Dowling>^secatos.Inc. Licensed to FEHR 8 PEERS.SAN JOSE
COMPARE Wed May 19 08:51:33 1989 Page 3.6 '
Santa Barbara Street Operational Study
for the City of San Luis Obispo '
Level et ice Compulation rcepon
1996 HCM Unsignalmd(Future Volume Altemative)
BackAMMit
Intersection#2:Osos/Leff '
Sigr W=U ndoniroVRIgnLs=lntlutle
Initial Vol: 3 599 3
Lanes: 0 0 11 0 0
signal=stop Signal--Stop
Initial Vol: Lanes: Rights=include Vol Cnt Date: n/a Rights=Include lanes: Initial Vol:
Cycle Time(sec): 100
7 0 0 12
Loss Time(see): 0
0 0
3 11 Critical VIC: 0.000 .40- 11 2
0 Avg Crit Del(sedveh): 0.6 0 '
30 Avg Dewy(serJveh): 0.8 0 20 -
LOS: C '
4) *t t t*
Lanes: 0 0 11 0 0
Initial Vol: 3 661 20 '
Signal=UncontroI1Rights=lnclutle
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 3 565 20 3 381 3 7 3 3 20 2 12
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 3 585 20 3 381 3 7 3 3 20 2 12 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 76 0 0 218 0 0 0 0 0 0 0
Initial Fut: 3 661 20 3 599 3 7 3 3 20 2 12
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 3 661 20 3 599 3 7 3 3 20 2 12
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 3 661 20 3 599 3 7 3 3 20 2 12 '
Adjusted Volume Module:
Grade: 0% 0% 06 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 3 661 20 3 599 3 8 3 3 22 2 13
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.9 3.3 2.6 3.9 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 602 xxxx xxxxx 661 xxxx xxxxx 1285 1288 601 1281 1279 671
Potent Cap. : 886 xxxx xxxxx 812 xxxx xxxxx 191 230 687 192 233 633
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.96 0.99 1.00 0.97 0.99 1.00
Move Cap. : 886 xxxx xxxxx 812 xxxx xxxxx 189 227 687 187 230 633 '
------------I---------------II---------------II---------------11---------------I
Level Of Service Module:
Stopped Del: 9.1 xxxx xxxxx 9.9 xxxx xxxxx 20.9 16.0 5.3 21.5 15.8 5.8
LOS by Move: A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 239 xxxxx xxxx 253 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.9 xxxxx xxxxx 15.6 xxxxx
Shared LOS: ` * ' " ` C * * C `
ApproachDel: 0.0 0.0 15.9 15.6 '
-• .- cocvre^:r_•,;gee.pcwllnc=SSC cale;,ne. L:c^se't,pcl+P g occas.Spnr JOSE
COMPARE _ Wed May 19 08:51:33 1999 Page 3.7
Santa aamara Street Operational Stuoy
' for the City of San Luis Obispo
Levei U,zwrvice uomputabon Keport
1994 HCM Unsignalized(Future Volume Alternative)
EztstingAM
Intersection#3:Santa Barbara/Osos
Signal=UncontroVRights=lndude
Inmal Vol: . 0 392 11
Lanes: 0 0 1 0 1
41414
Signal--Slop Signal=Slap
Initial Vol: Lanes: Rights=lndude Vol Cnl Date: nla Rights=Include Lanes: Initial Vol:
Cycle Time(sec): 100
0 � Loss Time(sec): 0 � 0
0 0 _♦ Critical mC: 0.000 11 o
t0 Avg Crit Del(sevveh): 0.4 0
0 0 Avg Delay(sedveh): 0.4 0 18
' LOS: C
'
Lanes: 0 0 0 , 0
Initial vol: o 595 18
Signal=1JncontroI1Rights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 595 18 11 392 0 0 0 0 18 0 11
' Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 595 18 11 392 0 0 0 0 18 0 11
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 595 18 11 392 0 0 0 0 18 0 11
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 595 18 11 392 0 0 0 0 18 0 11
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 595 18 11 392 0 0 0 0 18 0 11
Adjusted Volume Module:
Grade: 0% 08 08 08
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' `f Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Cdr PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Adj Vol. : 0 595 18 12 392 0 0 0 0 20 0 12
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5
�} ------------ ----- -----
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 613 xxxx xxxxx xxxx xxxx xxxxx 1007 xxxx 604
Potent Cap. : xxxx xxxx xxxxx 875 xxxx xxxxx xxxx xxxx xxxxx 277 xxxx 684
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.99 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx 875 xxxx xxxxx xxxx xxxx xxxxx 273 xxxx 684
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 4.2 xxxx xxxxx xxxxx xxxx xxxxx 14.1 xxxx 5.3
' LOS by Move: " • r A • r * ' r • + r
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 353 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.8 xxxxx
Shared LOS: ' • t r r a r + r r C +
' ApproachDel: 0.0 0.1 0.0 10.8
1550-.a:es,Inc. L=snsed Io FEHR E P«RS.5?N J^SE
COMPARE Wed May 19 06:51:33 1999 Page 3-6 '
Santa Barbara Street Operatlonal Study
for the City of San Luis Obispo
Level U1 bervice Computation Report
1994 NCM Unsignalizetl(Future Volume Alternative)
BackgrountlAM
Intersection#3:Santa Barbara/Osos
Signal=Ummnlrol/Righb=lndutle
Initial Val: 0 610 11
Lanes: 0 0 1 0 1
Signal=Stop Signal=Stop
Initial Vol: lanes: Poghls=lnciude Vol Cn1 Date: n/a Rlghts=Indutle Lanes: Initial Val:
Cycle Time(sec): 100
0 0 J 0 11
0 � 1059 Time(sec): 0 � 0
0 0 Critical V/C: 0.000 11 0
0 Avg Crit Del(sec/veh): 0.4 0 '
0 0 Avg Delay(seciveh): 0.4 0 16
LOS: C
Lanes: 0 0 0 1 0
Initial Vol: 0 671 16
Signal=Unrontrol/Rights-Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 595 18 11 392 0 0 0 0 18 0 11
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 595 18 11 392 0 0 0 0 18 0 11 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 76 0 0 218 0 0 0 0 0 0 0
Initial Fut: 0 671 18 11 610 0 0 0 0 18 0 11
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 671 18 11 610 0 0 0 0 18 0 11
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 671 18 11 610 0 0 0 0 18 0 11 '
Adjusted Volume Module:
Grade: OB 08 0% 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 0 671 . 18 12 610 0 0 0 0 20 0 12
Critical Gap Module: '
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 689 xxxx xxxxx xxxx xxxx xxxxx 1301 xxxx 680
Potent Cap. : xxxx xxxx xxxxx 805 xxxx xxxxx xxxx xxxx xxxxx 187 xxxx 626
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.98 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx 805 xxxx xxxxx xxxx xxxx xxxxx 184 xxxx 626 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 4.5 xxxx xxxxx xxxxx xxxx xxxxx 21.7 xxxx 5.9
LOS by Move: A ` • `
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT '
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 251 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.7 xxxxx
Shared LOS: a ` • i ' ' C '
ApproachDel: 0.0 0.1 0.0 15.7 '
- ,.., - _ _ Coovnght(ct 1999 Oovding Associates.Inc. Licensed to FEHR 8 PEERS,SAN JOSE ,
' COMPARE Wed May 19 08:51:33 1999 Page 3-9
Santa Samara Street Operational Study
' for the City of San Luis Oolspo
LeVel ul beNice uomputation Kepon
1994 HCM Unsignalized(Future Volume Allema9w)
13ackAMMit
Intersection#3:Santa Bartara/0sos
sgnal=ummnaouwgn!s=lndnde
Initial Vol: 0 810 11
Lanes: 0 0 1 0 1
Signal=Stop Signal=StoP
Initial Vol: Lanes: Rights=lnCude Vol Cm Date: n/a Rights=Include Lanes: Initial Vol:
' Cycle Time(sec): 100
0 0 0 11
Loss Time(sat): 0
0 0
0 0 _! Critical v+c: 0.000 +! o
0 -7;r Avg Crit Del(seWeh): 0.4 0
0 0 Avg Delay(sedveh): 0.4 0 18
LOS: C
'F' r'
Lanes: 0 0 0 1 0
' Initial Vol: 0 671 18
Signal=lJnconwURights=include
Approach: North Bound South Bound East Bound West Bound
' Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 595 is 11 392 0 0 0 0 18 0 11
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 0 595 18 11 392 0 0 0 0 18 0 11
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 76 0 0 218 0 0 0 0 0 0 0
Initial Fut: 0 671 18 11 610 0 0 0 0 18 0 11
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 671 18 11 610 0 0 0 0 18 0 11
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 0 671 18 11 610 0 0 0 0 18 0 11
Adjusted Volume Module:
Grade: 0% 08 0% 06
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' 8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 0 671 . 18 12 610 0 0 0 0 20 0 12
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 689 xxxx xxxxx xxxx xxxx xxxxx 1301 xxxx 680
Potent Cap. : xxxx xxxx xxxxx 805 xxxx xxxxx xxxx xxxx xxxxx 167 xxxx 626
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.98 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx 805 xxxx xxxxx xxxx xxxx xxxxx 184 xxxx 626
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 4.5 xxxx xxxxx xxxxx xxxx xxxxx 21.7 xxxx 5.9
LOS by Move: ' ' ' A
' Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 251 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.7 xxxxx
Shared LOS: • • ' ' ' ' ' ` ' ' C ;
' ApproachDel: 0.0 0.1 0.0 15.7
' Tnn,.7.1 0121 Cooynghl(c)1998 Dowling Associates,Inc. Licensed to FEHR&PEERS.SAN JOSE
COMPARE Wed May 19 06:51:33 1999 Page 3.10 '
Sarna Barbar Feet Operational Study
for the City of San Luis Obispo
eve enice Computation Report '
1994 HCM Unsignalized(Future Volume Alternative)
EashngAM
Intersection#4:Santa Barbara/Church '
Signal=Unmritrol/Rights-Include
Initial Vol: 5 404 3
Lanes: 0 0 1! 0 0
Signal=Stop Signal=Slop
Initial Vol: Lanes: Rghts=Include Vol Cnt Date: n/a Rights=Include Lanes: Initial Vol:
Cycle Time(sec): 100
Lass Time(sec): 0
0 0
o 1I _. Critical WC: 0.000 ♦_ 11 0
0 1* Avg Crit Del(secJveh): 0.1 0
1 0 Avg Delay(sectveh): 0.1 0 2
LOS: C
Lanes: 0 0 11 0 0
Initial Vol: 1 612 1 '
Signal-UncontroVRights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 1 612 1 3 404 5 3 0 1 2 0 0
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 1 612 1 3 404 5 3 0 1 2 0 0 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 1 612 1 3 404 5 3 0 1 2 0 0
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 1 612 1 3 404 5 3 0 1 2 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 1 612 1 3 404 5 3 0 1 2 0 0 ,
Adjusted Volume Module:
Grade: 0% 0% 09 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx ,
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 1 612 1 3 404 5 3 0 1 2 0 0
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx 2.6 3.4 xxxx xxxxx
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx 5.5 6.5 xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 409 xxxx xxxxx 613 xxxx xxxxx 1023 xxxx 407 1024 xxxx xxxxx
Potent Cap. : 1094 xxxx xxxxx 875 xxxx xxxxx 271 xxxx 862 270 xxxx xxxxx
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 1.00 xxxx 1.00 0.99 xxxx xxxxx
Move Cap. : 1094 xxxx xxxxx 875 xxxx xxxxx 269 xxxx 862 269 xxxx xxxxx
------------I---------------II---------------II---------------11---------------I
Level Of Service Module:
Stopped Del: 3.3 xxxx xxxxx 4.1 xxxx xxxxx 13.5 xxxx 4.2 13.5 xxxx xxxxx
LOS by Move: A • • A i t ' ` ` C
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 325 xxxxx xxxx xxxx xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 11.2 xxxxx xxxxx xxxx xxxxx
Shared LOS: ' ` ' * C `
ApproachDel: 0.0 0.0 11.2 13.5 '
T•nf-v-�0.21 Cocynght ic1 1999 Dow9ng Assoaates.Inc. Lmeneed to FEHR&PEERS.SAN JOSE ,
' COMPARE Wed May 19 08:51:33 1999 Page 3.11
Santa Barbara Street Operational Study
for the City of San Luis Obispo
Level ervica LoompuLalion Kepon
1994 HCM Unsignal¢ed(Future Volume Altemative)
BackgtoundAM
' Intersection#4:Santa Barbara/Church
Sigttal=Ummntrol/Wghts=include
Initial Vol: 5 622 3
Lanes: 0 0 1! 0 0
Signal=Slop Slgml=Stop
Initial Vol: Lanes: Rights=Include Vol Crit Date: n/a Rights=Include lanes: Initial Vol:
' Cycle Time(sec): 100
0 � Loss Time(sec): 0 � 0
0 1! Critical VIC: 0.000 11 0
0 Avg Cm Del(seciveh): 0.1 0
1 0 Avg Delay(sectveh): 0.1 107 0 2
LOS: D
Lanes: 0 0 11 0 0
Initial Vol: 1 6BB 1
Signal=Uncmrtlro1/Rlgh6=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 1 612 1 3 404 5 3 0 1 2 0 0
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 1 612 1 3 404 5 3 0 1 2 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 76 0 0 218 0 0 0 0 0 0 0
Initial Fut: 1 688 1 3 622 5 3 0 1 2 0 0
' User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 1 688 1 3 622 5 3 0 1 2 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 1 688 1 3 622 5 3 0 1 2 0 0
Adjusted Volume Module:
Grade: 0% 08 08 08
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx x.'Sxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 1 686 1 3 622 5 3 0 1 2 0 0
' Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx 2.6 3.4 xxxx xxxxx
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx 5.5 6.5 xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 627 xxxx xxxxx 689 xxxx xxxxx 1317 xxxx 625 1318 xxxx xxxxx
Potent Cap. : 862 xxxx xxxxx 805 xxxx xxxxx 183 xxxx 668 183 xxxx xxxxx
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.99 xxxx 1.00 0.99 xxxx xxxxx
Move Cap. : 862 xxxx xxxxx 805 xxxx xxxxx 182 xxxx 668 181 xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.2 xxxx xxxxx 4.5 xxxx xxxxx 20.1 xxxx 5.4 20.1 xxxx xxxxx
' LOS by Move: A ` ' A ' ' ` ' ` D
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 222 xxxxx xxxx xxxx xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 16.5 xxxxx xxxxx xxxx xxxxx
Shared LOS: ' C
ApproachDel: 0.0 0.0 16.5 20.1
Cooy nht to i9g9 Dowling Associates.Inc. Licensed to FEHR 6 PEERS.SAN JOSE
COMPARE Wed May 1908:51:33 1999 Page 3-12 '
Santa aamara 7W5mational Sway
for the Clty of San Luis Obispo
Level ce CompuraC35 Repon
1996 HCM Unsignalced(Fubue Volume Allemative)
BackAMMII
Intersection#4:Santa Barbara/Church '
Signal=UncontrovRlghts=Include
Initial Vol: 5 822 3
Lanes: 0 0 11 0 a
Signal=Stop Signal=Slop
Initial Vol: Lanes: Rights=lnclude Vol Cnt Date: n/a Rights=lnctude Lanes: Initial Vol:
Cycle Time(sec): 100
3 0 0 0
a � Loss Time(sec): 0 � 0
0 11 Critical V/C: 0.000 ♦_ 11 0
0 Avg Crit Del(sec/veh): 0.1 4V 0 '
1 0 Avg Delay(seNveh): 0.1 0 2
LOS: D
Lanes: 0 0 11 0 0
Initial Vol: 1 688 1 ,
Signal=UnconlroVRights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 1 612 1 3 404 5 3 0 1 2 0 0
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 1 612 1 3 404 5 3 0 1 2 0 0 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 76 0 0 218 0 0 0 0 0 0 0
Initial Fut: 1 688 1 3 622 5 3 0 1 2 0 0
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 1 688 1 3 622 5 3 0 1 2 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 1 688 1 3 622 5 3 0 1 2 0 0 '
Adjusted Volume Module:
Grade: 0% 08 08 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 1 688 1 3 622 5 3 0 1 2 0 0
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx 2.6 3.4 xxxx xxxxx
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx 5.5 6.5 xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 627 xxxx xxxxx 689 xxxx xxxxx 1317 xxxx 625 1318 xxxx xxxxx
Potent Cap. : 862 xxxx xxxxx 805 xxxx xxxxx 183 xxxx 668 163 xxxx xxxxx
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.99 xxxx 1.00 0.99 xxxx xxxxx
Move Cap. : 862 xxxx xxxxx 605 xxxx xxxxx 182 xxxx 668 181 xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.2 xxxx xxxxx 4.5 xxxx xxxxx 20.1 xxxx 5.4 20.1 xxxx xxxxx
LOS by Move: A * • A * * * * * D
Movement: LT - LTR - RT LT - LTA - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 222 xxxxx xxxx xxxx xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 16.5 xxxxx xxxxx xxxx xxxxx
Shared LOS: • * * * C
AoproachDel: 0.0 0.0 16.5 20.1 ,
Talo-7.1 0121 Cooyngni(c)1998 Dowling A950001e5.Inc. Licensed to FEHR 8 PEERS.SAN JOSE '
' COMPARE Wed May 19 08:51:33 1999 Page 3-13
Santa Bement Street 6peratuoruil Study
for the City of San Luts Obispo
Level Ut ervu:e UMPutallon Kepon
1994 HCM Unsignalized(Future Volume Alternative)
FxistmgAM
' Intersection#5:Santa Barbara/Morro-Upham
Signal=Unc=bolfRights=lntlude
_ Initial Vol: 7 400 0
Lanes: 0 1 0 0 0
Signal-Stop Signal=Stop
Initial Vol: Lanes: fights=Include Vol Cnt Date: nla Rights=Include Lanes: Initial Vol:
'
70 0 Cycle me(sec): 100
* Time
0 0
0 Loss Time(see): 0 0
o 11 critical VIC: 0.000 0 0
0 Avg Ctd Del(seclveh): 0.3 0
35 0 Avg Delay(sec/veh): 0.3 0 0
LOS: B
Lanes: 0 , 0 0 0
Initial Vol: 10 hoe 0
Signal=UncontmuRights=Include
Approach: North Bound South Bound East Bound West Bound
' Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 10 608 0 0 400 7 10 0 35 0 0 0
' Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 10 608 0 0 400 7 10 0 35 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 10 608 0 0 400 7 10 0 35 0 0 0
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 10 608 0 0 400 7 10 0 35 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 10 608 0 0 400 7 10 0 35 0 0 0
Adjusted Volume Module:
Grade: 0% 08 08 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' % Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 11 608 0 0 400 7 11 0 39 0 0 0
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6 xxxxx xxxx xxxxx
Critical Gp: 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5 xxxxx xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 407 xxxx xxxxx xxxx xxxx xxxxx 1022 xxxx 404 xxxx xxxx xxxxx
Potent Cap. : 1097 xxxx xxxxx xxxx xxxx xxxxx 271 xxxx 865 xxxx xxxx xxxxx
Adj Cap: 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.98 xxxx 1.00 xxxx xxxx xxxxx
' Move Cap. : 1097 xxxx xxxxx xxxx xxxx xxxxx 267 xxxx 865 xxxx xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 3.3 xxxx xxxxx xxxxx xxxx xxxxx 14.0 xxxx 4.3 xxxxx xxxx xxxxx
' LOS by Move: A + • + + + + + + + + +
Movement: LT - LTA - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 577 xxxxx xxxx xxxx xxxxx
Shrd StpDel:rxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 6.5 xxxxx xxxxx xxxx xxxxx
Shared LOS: • + e + + ♦ + B + + + +
ApproachOel: 0.1 0.0 6.5 0.0
Ccpvn phi fC:1999 Dc wlinp 45.0601e5.Inc. Ucense910 FEMP.8 PEERS.94N JOSE
COMPARE Wed May 19 06:51:33 1999 Page 3.14 '
Santa Barbara Street Operational Sway
for the City of San Luis Obispo '
Level rvice LlompuLation Report
1994 HCM Unsignatind(Future Volume Alternative)
BackgmundAM
Intersection#5:Santa Barbara/Morro-Upham '
Signal=UncontmlfRights=Include
Initial Vol: 7 635 14
Lanes: 0 0 11 0 0
Signal=Stop Signal-Stop
Initial Vol: lanes: Rights=Include Vol Cnl Date: n(a Rights=Include Lanes: Initial Vol:
Cycle Time(sac): 100
4 0 * 0 13 '
0 J Loss Time(sec): 0 0
0 11 Critical luc: 0.000 11 0
0 Avg Crit Del(seciveh): 0.3 � 0 '
4 0 Avg Delay(secNeh): 0.3 0 5
LOS: C
� Aft tt*
Lanes: 0 a 11 a 6
Initial Vol: 7 674 7 '
Signal=UnoonoeORlghts=lnciude
Approach: North Bound South Bound East Bound west Bound
Movement: L - T - R L - T - R L - T - R L - T - R '
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 10 608 0 0 400 7 10 0 35 0 0 0
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 10 608 0 0 400 7 10 0 35 0 0 0 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : -3 66 1 14 235 0 -6 0 -31 5 0 13
Initial Fut: 7 674 7 14 635 7 4 0 4 5 0 13
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 7 674 7 14 635 7 4 0 4 5 0 . 13
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 7 674 7 14 635 7 4 0 4 5 0 13 '
Adjusted Volume Module:
Grade: 0% 08 0% 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 8 674 7 15 635 7 4 0 4 6 0 14
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx 2.6 3.4 xxxx 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx 5.5 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 642 xxxx xxxxx 681 xxxx xxxxx 1344 xxxx 639 1339 xxxx 678
Potent Cap. : 848 xxxx xxxxx 812 xxxx xxxxx 177 xxxx 657 178 xxxx 628
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.95 xxxx 1.00 0.97 xxxx 1.00
Move Cap. : 848 xxxx xxxxx 612 xxxx xxxxx 166 xxxx 657 172 xxxx 628 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.3 xxxx xxxxx 4.5 xxxx xxxxx 21.9 xxxx 5.5 21.6 xxxx 5.9
LOS by Move: A
Movement: LT - LTR - RT LT - LTR - RT LT - LTA - RT LT - LTR - RT '
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 268 xxxxx xxxx 362 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 13.7 xxxxx xxxxx 10.2 xxxxx
Shared LOS: • * * ` C ` C
ApproachDel: 0.0 0.1 13.7 10.2 '
T•aN:<I 1^^- Caovngm(c1 19ca Do viing Assoaates.inc. Licenseo to FEHR 8 PEERS.SAN JOSE '
' COMPARE Wed May 19 08:51:33 1999 Page 3.15
Santa Bamara Street Operational Study
' for the City of San Luis OOLapo
Level ul bervice L;ompuLauon Kepon
1994 HCM Unsignalized(Future Volume Alternative)
BackAMMlt
' Intersection#5:Santa Barbara/Morro-Upham
Signal=UncontrellRights=Include
Initial Val: . 7 835 14
Lanes: 0 1 0 0 1
Signal=5too Signal=Slop
Innial Vol: Lanes: Rights=Include Vol Cnl Dale: We Rights--include Lanes: Initial Val:
'
4 0 Cycle Time(sec): 100� 0 13
0 Loss Time(sec): D 4 D
0 11 Cnucal V/C: 0.000 .*- 11 0
' 0 Avg Cnt Del(seclveh): 0.3 0
40 Avg Delay(seUvM): 0.7 0 5
' LOS: C
� 4fTt �
Lanes: D 0 , 0
7
Initial Vol: 7 674 7
Signal=UncomroVPlghts=Include
Approach: North Bound South Bound East Bound West Bound
' Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 10 606 0 0 400 7 10 0 35 0 0 0
' Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 10 608 0 0 400 7 10 0 35 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVo1: -3 66 7 14 235 0 -6 0 -31 5 0 13
Initial Fut: 7 674 7 14 635 7 4 0 4 5 0 13
' User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 7 674 7 14 635 7 4 0 4 5 0 13
P.educt Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 7 674 7 14 635 7 4 0 4 5 0 13
Adjusted Volume Module:
Grade: 08 0% 0% 09
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 8 674 7 15 635 7 4 0 4 6 0 14
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx 2.6 3.4 xxxx 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx 5.5 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: 642 xxxx xxxxx 681 xxxx xxxxx 1344 xxxx 639 1339 xxxx 678
Potent Cap. : 846 xxxx xxxxx 812 xxxx xxxxx 177 xxxx 657 178 xxxx 628
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.96 xxxx 1.00 0.97 xxxx 1.00
' Move Cap. : 848 xxxx xxxxx 812 xxxx xxxxx 169 xxxx 657 173 xxxx 628
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.3 xxxx xxxxx 4.5 xxxx xxxxx 21.8 xxxx 5.5 21.5 xxxx 5.9
t LOS by Move: A + + r + w ♦ + + + +
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 269 xxxxx xxxx 363 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 13.7 xxxxx xxxxx 10.2 xxxxx
' Shared LOS: + + • * • C + C
ApproachDel: 0.0 0.1 13.7 10.2
.-t-•IV Ce ro:vi,c-FsST_ut=, Inc. I-erseC 1o.^EMR S PEERS S0.11CSE
MITIG8 - BackAMMit Fri May 21, 1999 14:00:01 Page 1-1 '
--------------------------------------------------------------------------------
--------- ---------------------------------------------------------------
Level Of Service Computation Report
1994 HCM Operations Method (Future Volume Alternative)
-ar+#rrt++.+a#arrrrxarrr'+*r+++++#ra*ra+ra+++#+xar+a+rrrrr+erxrrr+x++xrt+++r+ax+x+r+
Intersection #5 Santa Barbara/Morro-Upham '
arxrr+rya+rr+rare+arra rxrx+.r+raw*++++++xaraa+r+rrrrar++++a#+rrr++*#r.rra++r*+rr
Cycle (sec) : 100 Critical Vol./Cap. (X) : 0.426
Loss Time (sec) : 10 (Y+R = 4 sec) Average Delay (sec/veh) : 2.5
Optimal Cycle: 32 Level Of Service: A '
aar++raaarrrrerr..*+x+arwarwarrrr•+r**+rrr+r*rtaar+++**ar++rxa+++r++a+arra+r++arr
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Control: Protected Protected Protected Protected '
Rights: Include Include include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 0 1! 0 0
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 10 608 0 0 400 7 10 0 35 0 0 0
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 10 606 0 0 400 7 10 0 35 0 0 0 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: -3 66 7 14 235 0 -6 0 -31 5 0 13
Initial Fut: 7 674 7 14 635 7 4 0 4 5 0 13
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ,
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 7 674 7 14 635 7 4 0 4 5 0 13
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 7 674 7 14 635 7 4 0 4 5 0 13 '
PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
MLF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Final Vol. : 7 674 7 14 635 7 4 0 4 5 0 13
------------ ---- ----- -----
Saturation Flow Module: '
Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 1.00 1.00 0.95 1.00 1.00 0.81 1.00 0.81 0.79 1.00 0.79
Lanes: 1.00 0.99 0.01 1.00 0.99 0.01 0.50 0.00 0.50 0.28 0.00 0.72
Final Sat. : 1805 1680 20 1805 1879 21 773 0 773 418 0 1087 '
------------I---------------II---------------II---------------II---------------I
Capacity Analysis Module:
Vol/Sat: 0.00 0.36 0.36 0.01 0.34 0.34 0.01 0.00 0.01 0.01 0.00 0.01
Crit Moves:
Green/Cycle: 0.01 0.84 0.84 0.02 0.85 0.85 0.01 0.00 0.01 0.03 0.00 0.03
Volume/Cap: 0.40 0.43 0.43 0.43 0.40 0.40 0.43 0.00 0.43 0.43 0.00 0.43
Uniform Del: 37.4 1.5 1.5 36.9 1.3 1.3 37.3 0.0 37.3 36.3 0.0 36.3
IncremntDel: 6.8 0.1 0.1 5.0 0.1 0.1 8.1 0.0 8.1 4.0 0.0 4.0 '
Delay Adj : 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.00 0.85 0.85 0.00 0.85
Delay/Veh: 38.6 1.4 1.4 36.4 1.2 1.2 39.8 0.0 39.8 34.9 0.0 34.9
User DelAdj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
AdjDel/Veh: 38.6 1.4 1.4 36.4 1.2 1.2 39.8 0.0 39.8 34.9 0.0 34.9
DesignQueue: 0 7 0 1 6 0 0 0 0 0 0 1 '
aaa+aaaa#array+rya#aa+rr+ray*+ar+*.r++r+++a*r+rrwraae+++rxxrr+a+#r++++aaara+aa#r
Traffix 7.1.0121 (c) 1999 Dowling Assoc. Licensed to FEHR s PEERS, SAN JOSE '
' COMPARE Wed May 1908:51:33 1999 Page 3.16
Santa Bandara Street Opemitonal Study
' for the City of San Luis Obispo
Level ce Computation Repon
1994 HCM Unsignalized(Future Volume Alternative)
ElustingAM
' Intersection#6:Santa Batala/High
Signal=Uncontrol/Righls=lndude
initial Vol: 19 416 6
Lanes: 0 0 11 0 0
Signal=Slop Signal=Stop
Initial Vat: Lanes: Rights=lndude Vol Cat Date: nla PJghts=lndude Lanes: initial Vol:
'
29 0 -14 Cyde Time(sec): 100
0 7
0 � Lass Time(sec): 0 � 0
Cntlml VIC: 0.000
t0 1* Avg Gil Del(secfveh): 0.8 0
380 Avg Delay(setiveh): 0.8 0 2
' LOS: C
' Lanes: 0 0 0 0
Initial Vol: 28 600 9 9
Signal=UmmntrovRights=lndude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 28 609 9 6 416 19 29 1 36 2 1 7
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 26 609 9 6 416 19 29 1 38 2 1 7
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 28 609 9 6 416 19 29 1 38 2 1 7
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 28 609 9 6 416 19 29 1 38 2 1 7
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 28 609 9 6 416 19 29 1 38 2 1 7
Adjusted Volume Module:
Grade: 08 08 08 08
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Cdr PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 31 609 9 7 416 19 32 1 42 2 1 B
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: 435 xxxx xxxxx 618 xxxx xxxxx 1077 1078 426 1093 1083 614
Potent Cap. : 1064 xxxx xxxxx 870 xxxx xxxxx 252 297 843 247 295 677
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.94 0.94 1.00 0.91 0.94 1.00
' Move Cap. : 1064 xxxx xxxxx 870 xxxx xxxxx 238 280 843 224 279 677
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 3.5 xxxx xxxxx 4.2 xxxx xxxxx 17.2 12.9 4.5 16.2 13.0 5.4
' LOS by Move: A ' ' A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 399 xxxxx xxxx 437 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.0 xxxxx xxxxx 8.3 xxxxx
Shared LOS: ' ' ' * * C * * B `
ApproachDel: 0.2 0.1 10.0 8.3
1
-_ rip.;•;_-;I-1 iogB Dowing 45s0O3ICs.Inc. L'Crased 10 FEHR dPEEPS.SAN JOSE
COMPARE Wed May 19 08:51:73 1999 _ Page%17 '
Santa Barbara Street Openational Study
for the City of San Luis Obispo
Level Ul bervice LompuraCon Report '
1994 HCM Unsignalized(Future Volume Allemative)
BackgroundAM
Intersection#6: Santa Barbara/High '
Signal=UntonwuRignts=lntlutle
buttal Vol: 19 603 38
Lanes: 0 0 11 0 0
Signal=Stop Sipal=Slop
Initial Vol: Lanes: Rights=Include Val Cm Dale: Na Rights=lntlude Lanes: Initial Vol:
Cycle Time(sec): 100
29 0 0 27 ,
Loss rime(see): 0
0 0
1 11 Critical VIC: 0.000 11 4
0 Avg Crit Del(secrveh): 1.8 0 '
38 0 Avg Delay(serJveh): 1.8 0 24
LOS: C
� � T � (
Lanes: 0 0 11 0 0
Initial Vol: 20 658 41 ,
Sig naI=UmmnlroMghts=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------
Volume
--------------Vol m1e Module:
Base Vol: 28 609 9 6 416 19 29 1 38 2 1 7
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 28 609 9 6 416 19 29 1 38 2 1 7 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 49 32 32 187 0 0 0 0 22 3 20
Initial Fut: 28 658 41 38 603 19 29 1 38 24 4 27
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 28 658 41 38 603 19 29 1 38 24 4 27
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 28 658 41 38 603 19 29 1 38 24 4 27 '
Adjusted Volume Module:
Grade: 09 08 0% 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
`t Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 31 658 41 42 603 19 32 1 42 26 4 30
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 622 xxxx xxxxx 699 xxxx xxxxx 1373 1378 613 1377 1367 679
Potent Cap. : 866 xxxx xxxxx 796 xxxx xxxxx 170 206 678 169 209 627
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.84 0.86 1.00 0.84 0.86 1.00
Move Cap. : 866 xxxx xxxxx 796 xxxx xxxxx 142 178 678 141 180 627 ,
------------I---------------II---------------II---------------11---------------I
Level Of Service Module:
Stopped Del: 4.3 xxxx xxxxx 4.7 xxxx xxxxx 31.8 20.3 5.6 30.7 20.4 6.0
LOS by Move: A * A
Movement: LT - LTA - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 256 xxxxx xxxx 234 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 17.0 xxxxx xxxxx 17.8 xxxxx
Shared LOS: * ` * * C ` C
ApproachDel: 0.2 0.3 17.0 17.8 '
_ _ CCo;mghf fCl 1990 Dowling Assonat".int. Lensed to FEHR 8 PEERS.SAN JOSE '
COMPARE wed May 19 08:51:33 1999 Page 3-18
Santa Barbara Street Operational Study,
' for the City of San Luis Obispo
Leirr Lompuwuwi mcpult
1994 HCM Unsignallzed(Future Volume Alternative)
BackAMMit
Intersection#6:Santa Barbara/High
Signa W mmnrrol/Rlghts=tndude
_ Initial Vol: 19 603 38
Lanes: 0 1 0 0 1
Signal=Slop Signal=Stop
Initial Vol: Lanes: Rights=tnclude Vol Cnt Dale: Na Rights=Include Lanes: Initial Vol:
Cyde Time(sec): 100
29 0 � 0 27
0 � Loss Time(sec): 0 � 0
1 1! critical VIC: 0.000 v 4
' 0 Avg Crit Del(seclveh): 1.7 0
380 Avg Delay(seUveh): 1.7 0 24
' LOS: C
41t
Lan 1 0 0 g
Initial vol: 28 658 41
Signal=UnwntrouRighls=lnciude
Approach: North Bound South Bound East Bound West Bound
'
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 28 609 9 6 416 19 29 1 38 2 1 7
' Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 28 609 9 6 416 19 29 1 38 2 1 7
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 49 32 32 187 0 0 0 0 22 3 20
Initial Fut: 28 658 41 38 603 19 29 1 38 24 4 27
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 28 658 41 38 603 19 29 1 38 24 4 . 27
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 28 658 41 38 603 19 29 1 38 24 4 27
Adjusted Volume Module:
Grade: 0% 09 08 06
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Adj Vol. : 31 658 41 42 603 19 32 1 42 26 4 30
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6..5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: 622 xxxx xxxxx 699 xxxx xxxxx 1373 1378 613 1377 1367 679
Potent Cap. : 866 xxxx xxxxx 796 xxxx xxxxx 170 206 678 169 209 627
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.87 0.91 1.00 0.87 0.91 1.00
' Move Cap. : 866 xxxx xxxxx 796 xxxx xxxxx 149 189 678 147 191 627
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.3 xxxx xxxxx 4.7 xxxx xxxxx 30.1 19.2 5.6 29.2 19.2 6.0
' LOS by Move: A ` * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 265 xxxxx xxxx 243 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 16.3 xxxxx xxxxx 17.1 xxxxx
' Shared LOS: * ` * • ` * * C ` ` C
ApproachDel: 0.2 0.3 16.3 17.1
--• ' '" Ccc;r cri,_t 1529 Dc•.vl:nc Asscc:a:es.Inc L:cense[!c FEHR.S PEERS.SAN JOSE
MITIGS - BackAMMit Fri May 21, 1999 14:04:15 Page 1-1 '
--------------------------------------------------------------------------------
-------------------------------------------------------------------------------- 1
Level Of Service Computation Report
1994 HCM Operations Method (Future Volume Alternative)
+rar+fr+rf+tiff#+r#a+a+rr+*a}+*r+*a#++iii#*a++arr+rrii+*++}+arr+kra+a#++rra+##4#
Intersection #6 Santa Barbara/High '
er+r+r++rraa++rrrrfarerrrrrrrre}}r++++aaraaaaaa##*rraarr#rrr+++ara+rr#rr++r+•+fr
Cycle (sec) : 100 Critical Vol./Cap. (X) : 0.525
Loss Time (sec) : 10 (Y+R = 4 sec) Average Delay (sec/veh) : 8.0
Optimal Cycle: 38 Level Of Service: B ,
+arr#rrr+•#ar#r++rar+•+r#rrrrff+#*r+++}+eaaa#aa+a+r+aaa++air+ar+#air#+a+rrr++rrr
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Control: Protected Protected Protected Protected '
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 0 1! 0 0
------------I---------------II---------------II---------------II---------------I
volume Module:
Base Vol: 28 609 9 6 416 19 29 1 38 2 1 7
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 28 609 9 6 416 19 29 1 38 2 1 7 ,
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 49 32 32 187 0 0 0 0 22 3 20
Initial Fut: 28 658 41 38 603 19 29 1 38 24 4 27
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF volume: 28 658 41 38 603 19 29 1 38 24 4 27
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 28 658 41 38 603 19 29 1 38 24 4 27 '
PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
MLF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Final Vol. : 28 658 41 38 603 19 29 1 38 24 4 27
------------ ---------------II---------------II---------------II---------------I
Saturation Flow Module: '
Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 0.99 0.99 0.95 1.00 1.00 0.80 0.80 0.80 0.81 0.81 0.81
Lanes: 1.00 0.94 0.06 1.00 0.97 0.03 0.43 0.01 0.56 0.44 0.07 0.49
Final Sat. : 1805 1771 110 1805 1842 56 651 22 853 674 112 759 '
------------I---------------II---------------11---------------II---------------I
Capacity Analysis Module:
Vol/Sat: 0.02 0.37 0.37 0.02 0.33 0.33 0.04 0.04 0.04 0.04 0.04 0.04
Crit Moves: +'** •*** **+* +rra '
Green/Cycle: 0.03 0.71 0.71 0.04 0.71 0.71 0.08 0.08 0.08 0.07 0.07 0.07
volume/Cap: 0.46 0.53 0.53 0.53 0.46 0.46 0.53 0.53 0.53 0.53 0.53 0.53
Uniform Del: 36.0 5.2 5.2 35.8 4.6 4.6 33.3 33.3 33.3 34.2 34.2 34.2
IncremntDel: 3.7 0.3 0.3 5.2 0.2 0.2 3.1 3.1 3.1 3.7 3.7 3.7 '
Delay Adj : 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Delay/Veh: 34.3 4.7 4.7 35.6 4.1 4.1 31.4 31.4 31.4 32.8 32.8 32.8
User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
AdjDel/Veh: 34.3 4.7 4.7 35.6 4.1 4.1 31.4 31.4 31.4 32.8 32.8 32.8
DesignQueue: 2 12 1 2 10 0 1 0 2 1 0 1 '
ararrarre+rrr}rx•+}•#r++++rr#+}rr+a+rrr+r++af+#+r+aa++#*+rraarrrraaar+r+airrrrrr
Traffix 7.1.0121 (c) 1999 Dowling Assoc. Licensed to FEHR 6 PEERS, SAN JOSE
1
1
COMPARE Wed May 19 08:51:33 1999 Page 3.19
Santa Barbara Street Operationai Study
' for the City of San Luis Obispo
Lewl Ur bervice Uornputation Keport
1994 HCM Unsipalized(Future Volume Alternative)
FxcltingAM
' Intersection#7:Santa Barbara/Roundhouse
Signal=Uncontrol(Rights=Include
Initial Vol: 2 413 15
Lanes: 0 0 11 0 0
Signat=Stop Slgnal=Slap
Instal Vol: Lanes: Rights=lndude Vol Cnt Date: Na Rights=Include Lanes: Inibal Vol:
Cycle me(sec): 100
1 0
ALCycle
0 6
0 � Loss Time(see): D � 0
o 11 Critical VIC: 0.000 .14- u 0
t0 Avg Crit Del(sectveh): D2 0
0 0 Avg Delay(setiveh): 02 0 7
' LOS: C
' Lanes: 0 0 0 0
Initial Vol: 0 633 9 is
Signal=UneontrW Rights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - RL - T - RL - T - R L - T - R
------------I------------- -II------------- -II---------------II---------------I
Volume Module:
Base Vol: 0 639 18 15 413 2 1 0 0 7 0 6
' Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 639 18 15 413 2 1 0 0 7 0 6
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 639 18 15 413 2 1 0 0 7 0 6
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 639 18 15 413 2 1 0 0 7 0 6
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 639 18 15 413 2 1 0 0 7 0 6
Adjusted Volume Module:
Grade: 0% 08 08 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1..10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Adj Vol. : 0 639 18 17 413 2 1 0 0 8 0 1
Critical Gap Module:
MoveUio Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 657 xxxx xxxxx 1080 xxxx xxxxx 1077 xxxx 648
Potent Cap. : xxxx xxxx xxxxx 834 xxxx xxxxx 251 xxxx xxxxx 252 xxxx 650
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx 0.97 xxxx xxxxx 0.98 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx 834 xxxx xxxxx 243 xxxx xxxxx 247 xxxx 650
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 4.4 xxxx xxxxx 14.9 xxxx xxxxx 15.0 xxxx 5.6
LOS by Move: * * A * * C * '
Movement: LT - LTA - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 346 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.7 xxxxx
Shared LOS: * * * C
ApproachOel: 0.0 0.2 14.9 10.7
- •
7 _. CovnCh:([)1995 Daxling Asso^ales.Inc. Li[e^eed:o FE!1R B PEERS.SAN JOSE
COMPARE Wed May 19 08:51:33 1999 Page 3.20 '
Santa Baroara Street Operatlonai Study
for the City of San Ws Obispo
Levei ul bervjce uornpuutuon Repon '
19%HCM Unsignafted(Fulure Volume Allemalive)
SackgroundAM
Intersection#7:Santa Barbara/Roundhouse '
Signal=UncontroVRlghts=Inruude
Initial Vol: 2 622 15
Lanes: 0 0 11 0 0
Signal=Stop Signal=Stop
Initial Vol: Lanes: Rights=lnciude Vol Cnl Date: We Rights=lnciude Lanes: Initial Vol:
Cycle Time(sec): 100
Loss Time(sec): 0
0 D
0 1! _. Critical VIC: 0.000 ♦� 11 0
0 7;� Avg Crit Del(sedveh): 0.2 0 '
00 Avg Delay(sedveh): 0.2 0 7
LOS: D
Lanes: 0 0 1! 0 0
miles Vol: 0 737 16 '
Signal=UncomMI1Rights=lncIude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 639 18 15 413 2 1 0 0 7 0 6
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 639 18 15 413 2 1 0 0 7 0 6 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 98 0 0 209 0 0 0 0 0 0 0
Initial Fut: 0 737 18 15 622 2 1 0 0 7 0 6
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ,
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 737 18 15 622 2 1 0 0 7 0 6
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 737 18 15 622 2 1 0 0 7 0 6 '
Adjusted Volume Module:
Grade: 08 08 0% 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx ,
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 0 737 18 17 622 2 1 0 0 8 0 7
Critical Gap Module: '
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: xxxx xxxx xxxxx 755 xxxx xxxxx 1387 xxxx xxxxx 1384 xxxx 746
Potent Cap. : xxxx xxxx xxxxx 749 xxxx xxxxx 167 xxxx xxxxx 167 xxxx 580
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx 0.96 xxxx xxxxx 0.97 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx. 749 xxxx xxxxx 160 xxxx xxxxx 163 xxxx 580 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 4.9 xxxx xxxxx 22.6 xxxx xxxxx 23.1 xxxx 6.3
LOS by Move: * * * A * * D
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 244 xxxxx
Shrd StDDel:xxxrx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.3 xxxxx
Shared LOS: ` * * * * * * * * C
ApproachDel: 0.0 0.1 22.6 15.3 '
T•a--,7.1 0121 Cooy gm tc11998 Davemg Associates.Inc. Licensed to FEHR&PEERS.SAN JOSE '
' MITIG8 - BackAMMit Fri May 21, 1999 14:21:57 Page 1-1
--------------------------------------------------------------------------------
Level Of Service Computation Report
1994 HCM Unsignalized Method (Future Volume Alternative)
_arr+r+arrrrarrr++.+•e+.rr+•r#rawrrrrrrrwaarr####a##a####arwaa+araaarr#####agar#aa
' Intersection #7 Santa Barbara/Roundhouse
++arerrrar++aarr+arr+r#rre#•rrrr+#rr+aaa#r+a+r#ar++#r+++*++araaa#r#r#+####a+a##+
Average Delay (sec/veh) : 0.2 Worst Case Level Of Service: D
r.r+#rrrrarw..+r•arrrrrw+raaarar+wwrrrar+++#+#ea#+raaai+rii++**#*+a♦*##a+#a*#++r
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
Rights: Include Include Include Include
Lanes: 0 0 0 1 0 1 0 0 1 0 1 0 0 0 0 0 0 1! 0 0
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 639 18 15 413 2 1 0 0 7 0 6
' Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 639 18 15 413 2 1 0 0 7 0 6
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 98 0 0 209 0 0 0 0 0 0 0
' Initial Fut: 0 737 18 15 622 2 1 0 0 7 0 6
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 737 18 15 622 2 1 0 0 7 0 6
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 737 18 15 622 2 1 0 0 7 0 6
Adjusted Volume Module:
Grade: 0% 0% 0% 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Adj Vol. : 0 737 18 17 622 2 1 0 0 8 0 7
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx xxxxx 6.5 xxxx 5.5
-
-----------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 755 xxxx xxxxx 1387 xxxx xxxxx 1384 xxxx 746
Potent Cap. : xxxx xxxx xxxxx 749 xxxx xxxxx 167 xxxx xxxxx 167 xxxx 580
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx 0.97 xxxx xxxxx 0.98 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx 749 xxxx xxxxx 162 xxxx xxxxx 164 xxxx 580
------------ ---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 4.9 xxxx xxxxx 22.4 xxxx xxxxx 22.9 xxxx 6.3
LOS by Move: * * * A * ` D
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 246 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.2 xxxxx
' Shared LOS: * * * * * ` * * * * C
ApproachDel: 0.0 0.1 22.4 15..2
Traffix 7.1.0121 (c) 1999 Dowling Assoc. Licensed to FEHR b PEERS, SAN JOSE
1
COMPARE Wed May 19 08:51:33 1999 Page 3-22 '
Santa Sartlara Street Operational Study
for the City of San Luis Obispo
Level Lit bervice C.ornpuLation"Pon '
1994 HCM Operations(Future Volume Altemauve)
FJtislingAM
Intersection#8:Santa Barbara-South/Broad ,
Signal=Protect/Rights=mtlude
Initial Vol: 92 492-- 74
Lanes: 0 1 1 0 1
signal=San signal=Spilt
Initial Vol: Lanes: Rights-Include Vol Cm Date: Na Rghts=tnctude Lanes: Initial Vol:
Cycle Time(sec): 120
t00 t 0 11
A. Loss Time(sec): 9
0 0
274 1 Critical V/C: 0.698 11 119---
0 1* Avg Crit Del(sectveh): 29.7 0 '
327- 1 Avg Delay(sec/veh): 25.9 1 289
LOS: D
Lanes: 1 0 2 0 1
Initial Vol: 227- 601 309
Signal=ProtectfRighrs=lnciude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R '
------------I---------------II---------------II---------------II---------------I
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 227 601 309 74 492 92 100 274 327 289 119 11 '
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 227 601 309 74 492 92 100 274 327 289 119 11
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj: 0 0 0 0 0 0 0 0 0 0 0 0 '
Initial Fut: 227 601 309 74 492 92 100 274 327 289 119 11
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 227 601 309 74 492 92 100 274 327 289 119 11 '
F.educt Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 227 601 309 74 492 92 100 274 327 289 119 11
PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
MLF Adj: 1.00 1.05 1.00 1.00 1.05 1.05 1.00 1.00 1.00 1.05 1.00 1.00 '
Final Vol. : 227 631 309 74 517 97 100 274 327 303 119 11
------------I---------------II---------------II---------------II---------------I
Saturation Flow Module:
Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 1.00 0.85 0.95 0.98 0.98 0.95 1.00 0.85 0.97 0.97 0.97 '
Lanes: 1.00 2.00 1.00 1.00 1.68 0.32 1.00 1.00 1.00 1.54 0.42 0.04
Final Sat. : 1805 3800 1615 1805 3136 588 1805 1900 1615 2835 779 72
------------I---------------II---------------II---------------II---------------I
Capacity Analysis Module: '
Vol/Sat: 0.13 0.17 0.19 0.04 0.16 0.16 0.06 0.14 0.20 0.11 0.15 0.15
Crit Moves: **** **** **** ****
Green/Cycle: 0.18 0.34 0.34 0.07 0.24 0.24 0.29 0.29 0.29 0.22 0.22 0.22
Volume/Cap: 0.70 0.48 0.56 0.56 0.70 0.70 0.19 0.50 0.70 0.49 0.70 0.70 ,
Delay/Veh: 34.2 20.3 21.7 38.5 28.8 28.8 20.7 23.4 27.6 26.8 30.3 30.3
User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
AdjDel/Veh: 34.2 20.3 21.7 38.5 28.8 28.8 20.7 23.4 27.6 26.8 30.3 30.3
DesignQueue: 13 29 14 5 28 5 5 13 16 16 6 1 ,
1
'..� .• _.= COC'mnht(C:1998 OCwlmg e55003tBS.Inc. 1-1Ce95ed 10=EMR 8 PEERS.SAN JOSE
' COMPARE Wed May 19 08:51:33 1999 Page 3.23
Santa Barbara Street Operational Study
t for the City of San Luis Obispo
Lervice LQmpulation Report
1994 HCM Operations(Future Volume Altemabw)
BackgroundAM
Intersection#8:Santa Barbara-South/Broad
Signal=ProlectlRights=Include
Initial Val: 102 612" 74
Lanes: 0 1 1 0 1
Signal=Split Signal=Spilt
Initial Vol: Lanes: Rights=lntlude Vol Cnt Dale: nla Rights=Include Lanes: Initial Vol:
' CycleTi
e me(see): 120
708 1 * 0 11'^
D � Loss Time(sec): 12 � D
320 1 Critical V>c: 0.936 ♦_ 11 179
' 0 Avg Crit Del(srldveh): 473 0
387- 1 Avg Delay(sectveh): 34.6 1 438
LOS: D
Lanes: 1 0 2 0 1
' Initial Val: 311- 77D 361
Signal=Frotecl/Rights=lntlude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 227 601 309 74 492 92 100 274 327 289 119 11
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 227 601 309 74 492 92 100 274 327 289 119 11
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' 10-Yr Proj : 84 169 52 0 120 10 8 46 60 149 60 0
Initial Fut: 311 770 361 74 612 102 108 320 387 438 179 11
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1..00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 311 770 361 74 612 102 108 320 387 436 179 11
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 311 770 361 74 612 102 108 320 387 438 179 11
PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' MLF Adj: 1.00 1.05 1.00 1.00 1.05 1.05 1.00 1.00 1.00 1.05 1.00 1.00
Final Vol. : 311 809 361 74 643 107 108 320 387 460 179 11
------------I---------------II---------------II---------------II---------------I
Saturation Flow Module:
Sat/Lane: 1900 1900 1,900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 1.00 0.65 0.95 0.98 0.98 0.95 1.00 0.85 0.97 0.97 0.97
Lanes: 1.00 2.00 1.00 1.00 1.71 0.29 1.00 1.00 1.00 1.55 0.43 0.02
Final Sat. : 1805 3800 1615 1805 3193 531 1805 1900 1615 2852 785 48
------------I---------------II---------------II---------------II---------------I
Capacity Analysis Module:
Vol/Sat: 0.17 0.21 0.22 0.04 0.20 0.20 0.06 0.17 0.24 0.16 0.23 0.23
Crit Moves: ****
Green/Cycle: 0.18 0.34 0.34 0.06 0.22 0.22 0.26 0.26 0.26 0.24 0.24 0.24
Volume/Cap: 0.93 0.63 0.66 0.66 0.93 0.93 0.23 0.66 0.93 0.66 0.93 0.93
Uniform Del: 36.7 25.4 25.7 41.8 35.1 35.1 26.8 30.3 33.2 31.1 33.8 33.8
IncremntDel: 23.7 0.7 2.1 9.0 13.0 13.0 0.0 2.2 20.5 1.2 14.4 14.4
Delay Adj : 0.85 0.85 0.65 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Delay/Veh: 54.8 22.3 24.0 44.6 42.9 42.9 22.8 28.0 48.7 27.6 43.1 43.1
User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Del/Veh: 54.8 22.3 24.0 44.6 42.9 42.9 22.8 28.0 48.7 27.6 43.1 43.1
DesignQueue: 18 38 17 5 35 6 5 17 20 24 10 1
7,n",7+01': Coo•mght(c)!998 Dowling Associates.Inc. Licensed to FEHR&PEERS.SAN JOSE
COMPARE Wed May 19 08:51:331999 Page 3-24 '
-Santa Barbara Street Operational Study
for the City of San Luis Obispo
Level ervice Mmputauon Repon '
1994 HCM Operations(Future Volume Altemative)
Bad"Mit
Intersection#8:Santa Barbara-South/Broad '
Signal=Pmted1Rights=11tlude
ImUal Vol: 102 612- 74
Lanes: 0 1 1 0 1
signal-Solh signal--sura
Initial Vol: Lanes: Rights-include Vol Cnt Date: We Rights=lndude Lanes: Initial Vol:
Cyde Time(sec): 120 tae 1 0 11 '
0 � Loss Time(sec): 72 � 1
320 1 Critics!VIC: 0.727 0 179
0 Avg Crit Del(serlveh): 30.3 0 '
387- 1 Avg Delay(sWveh): 272 2 16218-
LOS: D
Lanes: 2 0 2 0 1
Initial Vol: 311- 770 361 '
Signal=PraledrRlghts=lndude
Approach: North Bound South Bound East Bound west Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I 1
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 227 601 309 74 492 92 100 274 327 289 119 11 '
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 227 601 309 74 492 92 100 274 327 289 119 11
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 84 169 52 0 120 10 8 46 60 149 60 0 '
Initial Fut: 311 770 361 74 612 102 108 320 387 438 179 11
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1..00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 311 770 361 74 612 102 108 320 387 438 179 11 ,
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 311 770 361 74 612 102 108 320 387 438 179 11
PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
MLF Adj : 1.03 1.05 1.00 1.00 1.05 1.05 1.00 1.00 1.00 1.03 1.00 1.00 '
Final Vol. : 320 809 361 74 643 107 108 320 387 451 179 11
------------I---------------II---------------II---------------II---------------I
Saturation Flow Module:
Sat/Lane: 1900 1900 1.900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 1.00 0.85 0.95 0.98 0.98 0.95 1.00 0.85 0.95 0.99 0.99
Lanes: 2.00 2.00 1.00 1.00 1.71 0.29 1.00 1.00 1.00 2.00 0.94 0.06
Final Sat. : 3610 3800 1615 1805 3193 531 1805 1900 1615 3610 1772 109
------------I---------------II---------------II---------------II---------------I
Capacity Analysis Module: '
Vol/Sat: 0.09 0.21 0.22 0.04 0.20 0.20 0.06 0.17 0.24 0.12 0.10 0.10
Crit Moves. "•` •'~ii aara ara•
Green/Cycle: 0.12 0.34 0.34 0.06 0.28 0.28 0.33 0.33 0.33 0.17 0.17 0.17
Volume/Cap: 0.73 0.63 0.66 0.66 0.73 0.73 0.18 0.51 0.73 0.73 0.59 0.59 '
Uniform Del: 38.6 25.5 25.8 41.9 29.9 29.9 21.8 24.7 27.0 35.7 34.8 34.8
IncremntDel: 4.1 0.7 2.1 9.1 1.8 1.8 0.0 0.6 3.4 3.0 2.0 2.0
Delay Adj: 0.85 0.65 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Delay/Veh: 36.9 22.4 24.1 44.7 27.2 27.2 18.6 21.6 26.4 33.4 31.6 31.6 ,
User DelAdj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
AdjDel/Veh: 36.9 22.4 24.1 44.7 27.2 27.2 18.6 21.6 26.4 33.4 31.6 31.6
DesighQueue: 19 38 17 5 33 5 5 15 18 26 10 1
1
_�1'24 Caoynght rc)1996 Do ung Assxotes,Ind. L¢enseo to FEHR 6 PEERS.SAN JOSE '
COMPARE Wed May 19 08:53:02 1999 Page 3.1
Santa aaroara Street Operational Study
for the Oly of Sen Luis Obispo
' Level Lit bervice L.0moulation Kepon
1994 HCM Unsignalized(future Volume AltematIve)
F.xislingPM
Intersection#1:Osos/Islay
' Signal=UntxnbouRighls=tndude
Initial Vol: 15 602 5
Lanes: 0 0 11 0 0
41
Signal=Stop Signal--Stop
Initial Vol: lanes: Rights=Include Vol Cni Date: Na Pogms=Include Lana: Initial Vol:
Cycle Time(sec): 100
6 0 0 4
' -41 Loss Time(see): 0
a d
10 11 No. critical V/C: 0.000 u 5
0 Avg Cm Del(seWeh): 0.6 0
10 Avg Delay(serNen): 0.6 IJ7 0 12
LOS: c
Lanes: 0 0 11 0 0
Initial Vol: 12 614 30
1 Signal=Uncontral/Rights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 12 614 30 5 602 15 6 10 1 12 5 4
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 12 614 30 5 602 15 6 10 1 12 5 4
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 12 614 30 5 602 15 6 10 1 12 5 4
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 12 614 30 5 602 15 6 10 1 12 5 4
Reduct Vol: 0 0 0 0 0 0 0 0 0 D 0 . 0
Final Vol. : 12 614 30 5 602 15 6 10 1 12 5 4
' Adjusted Volume Module:
Grade: 08 08 08 08
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 13 614 30 6 602 15 7 11 1 13 6 4
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 617 xxxx xxxxx 644 xxxx xxxxx 1260 1271 610 1261 1263 629
Potent Cap. : 871 xxxx xxxxx 846 xxxx xxxxx 197 235 680 197 237 665
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.95 0.97 1.00 0.94 0.97 1.00
Move Cap. : 871 xxxx xxxxx 846 xxxx xxxxx 187 227 680 185 229 665
------------1---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.2 xxxx xxxxx 4.3 xxxx xxxxx 19.8 16.6 5.3 20.9 16.1 5.4
LOS by Move: A * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 219 xxxxx xxxx 226 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 17.1 xxxxx xxxxx 16.8 xxxxx
Shared LOS: * • * * " * " C " " C `
ApproachDel: 0.1 0.0 17.1 16.6
Traftiz 7.1.0121 Capynght(c)1996 Dowling Associates,Inc. Licensed to FEHR 8 PEERS,SAN JOSE
COMPARE Wed May 19 08:53:02 1999 Page 3.2 '
Santa Barbara Street Operatiorial Stuoy
for the Gty of San Luis Obispo
eve ice"Finpulation Repon '
1894 MGM Unslgnalized(Future Volume Altemative)
BackgroundPM
Intersection#1:Osos/Islay
Signal=UncontrolfRlghts=include '
Initial Vol; 15 747 5
Lanes: 0 0 11 0 0
Signal=Stop Signal-Stop
Initial Vol: Lanes: Rignts=Include Vol CM Date: We Rights=Include Lanes: Initial Vol:
Cycle Time(sec): 100
6 0 0 4 '
0 _A0. Loss lime(sec): 0 4t- 0
10 1f -111� cnbtal Vic: 0.000 ♦_ 11 5
0 7r Avg Cril Del(sec/veh): 0.9 0 '
1 0 Avg Delay(seclveh): 0.9 D 12
LOS: E
40� -0-t t t* (* 1
Lanes: 0 0 11 0 0
Initial Vol: 12 996 30 '
Signal=UncontroVRights=lndude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------1---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 12 614 30 5 602 15 6 10 1 12 5 4
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 12 614 30 5 602 15 6 10 1 12 5 4 ,
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 384 0 0 145 0 0 0 0 0 0 0
Initial Fut: 12 998 30 5 747 15 6 10 1 12 5 4
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 12 998 30 5 747 15 6 10 1 12 5 4
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 12 998 30 5 747 15 6 10 1 12 5 4
Adjusted Volume Module:
Grade: 09 09 08 08
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10 ,
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 13 998 30 6 747 15 7 11 1 13 6 4
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 762 xxxx xxxxx 1028 xxxx xxxxx 1789 1800 755 1790 1792 1013
Potent Cap. : 743 xxxx xxxxx 555 xxxx xxxxx 97 124 574 97 125 425
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.91 0.94 1.00 0.88 0.94 1.00
Move Cap. : 743 xxxx xxxxx 555 xxxx xxxxx 89 116 574 86 117 425
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.9 xxxx xxxxx 6.5 xxxx xxxxx 43.6 33.9 6.3 48.7 32.0 8.6
LOS by Move: A * B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT '
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 109 xxxxx xxxx 110 xxxxx
Shrd StpDel:.xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 35.7 xxxxx xxxxx 37.1 xxxxx
Shared LOS: ` ' ` ' * E ' E `
ApproachDel: 0.1 0.0 35.7 37.1 ,
Tra9v 71 0121 Dooynght(c)1998 Dowling Amociates,Inc. Licensed to FEMR 8 PEERS.SAN JOSE '
COMPARE Wed May 19 08:53:02 1999 Page 3-3
Santa Baroara Street Operaixonal Study
for the City of San Luis Oetspo
tLevel U1 bervice f-omputabon Keport
1996 HCM Unsignalized(Future Volume Altematlw)
BackPMMit
' Intersection#1:OSOS/Islay
Signal=Unconeoi/Rights-Include
Initial Vol: 15 747 5
Lanes: 0 0 11 0 0
Signal=stop signal=Stop
Initial Vol: Lanes: Rights=Include Vol Cnl Date: Na Rights--include Lanes: Initial Vol:
Cycle Time(sec): 100
6 0 0 4
0 Loss Time(sec): 0 4 0
10 11 _. Critical V/C: 0.000 ♦_ 11 5
' 0 Avg Cnt Del(secNeh): 0.9 4v- 0
1 0 Avg Delay(secfveh): 0.9 11F 0 12
LOS: E
Lanes: 0 0 11 0 0
Initial Vol: 12 998 30
Signal=Uncontmi/Rights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 12 614 30 5 602 15 6 10 1 12 5 4
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 12 614 30 5 602 15 6 10 1 12 5 4
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 364 0 0 145 0 0 0 0 0 0 0
Initial Fut: 12 998 30 5 747 15 6 10 1 12 5 4
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 12 998 30 5 747 15 6 10 1 12 5 4
Reduct vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 12 998 30 5 747 15 6 10 1 12 5 4
Adjusted Volume Module:
Grade: 0% 08 0% 0%
9 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 13 998 30 6 747 15 7 11 1 13 6 4
' Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 762 xxxx xxxxx 1028 xxxx xxxxx 1789 1800 755 1790 1792 1013
Potent Cap. : 743 xxxx xxxxx 555 xxxx xxxxx 97 124 574 97 125 425
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.91 0.94 1.00 0.88 0.94 1.00
'
Move Cap. : 743 xxxx xxxxx 555 xxxx xxxxx 89 116 574 86 117 425
------------I---------------II---------------II---------------II---------------
I
Level Of Service Module:
Stopped Del: 4.9 xxxx xxxxx 6.5 xxxx xxxxx 43.6 33.9 6.3 48.7 32.0 8.6
LOS by Move: A * * 11 * * * • * ` `
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 109 xxxxx xxxx 110 xxxxx
Shrd StpDel:xrxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 35.7 xxxxx xxxxx 37.1 xxxxx
Shared LOS: * * • * * E * * E
ApproachDel: 0.1 0.0 35.7 37.1
' Tmfe.7.1 0121 Coovngnt(c)1998 oaming Associates.Inc. Licensed to FEHR&PEERS.SAN JOSE
COMPARE Wed May 19 08:53:02 1999 Page 3-4 '
Santa Samara Street Operational Study
for the City of San Luis Obispo
Level Of Service 1-omputabon Ketion '
1994 NCM Unsignallzed(Future Volume Altemative)
ExislingPM
Intersection#2:Osos/Leff
Signal=Uncon1rodRigh1S=lnriude '
Initial Vol: 16 586 7
Lanes: a 0 11 0 0
Signa!=stop signal=stop
Initial Vol: Lanes: Rights=lnctude Vol Crit Dale: n/a Rights=Inciude Lanes: Initial Vol:
J Cycle Time(sec): 100
1 0 0 5
0 Loss Time(sec): 0 4 0
2 11 10. Critical V/C: 0.000 ,*- 11 2
0 Avg Crit Del(sedveh): 0.5 0 '
6 0 Avg Delay(sedveh): 0.5 0 19
LOS: C
Lanes: 0 0 1! 0 0
Initial Vol: 2 651 32
Signal=Uncontrol/Rightvinclude
Aooroach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 2 651 32 7 586 16 1 2 6 19 2 5
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 2 651 32 7 586 16 1 2 6 19 2 5 ,
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 2 651 32 7 586 16 1 2 6 19 2 5
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 2 651 32 7 586 16 1 2 6 19 2 5
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 2 651 32 7 586 16 1 2 6 19 2 5
Adjusted Volume Module:
Grade: 0% 08 08 08
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10 '
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 2 651 32 8 586 16 1 2 7 21 2 6
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 602 xxxx xxxxx 683 xxxx xxxxx 1274 1286 594 1274 1278 667
Potent Cap. : 886 xxxx xxxxx 810 xxxx xxxxx 194 231 692 194 233 636
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.97 0.98 1.00 0.97 0.98 1.00
Move Cap. : 886 xxxx xxxxx 810 xxxx xxxxx 188 226 692 188 228 636 ,
------------I---------------II---------------II---------------11---------------I
Level Of Service Module:
Stopped Del: 4.1 xxxx xxxxx 4.5 xxxx xxxxx 19.3 16.0 5.2 21.3 15.9 5.7
LOS by Move: A • • A ` • ` ` ` ` • `
Movement: LT - LTR - RT LT - LTA - RT LT - LTR - RT LT - LTR - RT 1
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 394 xxxxx xxxx 221 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 9.2 xxxxx xxxxx 17.9 xxxxx
Shared LOS: ' ` • ` B ` C "
ApproachDel: 0.0 0.1 9.2 17.9 '
Trafga 7.1.0121 Copyright(c)1990 Dowling Associates.Inc. Licensed to FEHR 8 PEERS.SAN JOSE ,
COMPARE Wed May 19 08:53:02 1999 Page 3-5
Santa earoata Street Operational Study
for the City of San Luis Obispo
' LeVei US sermce uornputalion Report
1994 HCM Uns(gnalixed(Future Volume Alternative)
(aaacgroundPM
' Intersection#2:Osos/Leff
Sgnal=untbrlwVRignts=leaude
Initial Vol: 19 731 7
Lanes: 0 0 it 0 0
Signal=Stop signal=Stop
Initial Vol: Lanes: Rights=lnaude Vol Cnt Date: nla Rlghts=lnaude Lanes: Initial Vol:
1 Cycle Time(sec): 100
1 p 0 5
Loss rime(sec): 0
0 0
2 1! Critical wC: 0.000 11 2
0 Avg Crit Del(seclveh): 0.7 0
60 Avg Dewy(serJveh): 0.7 0 79
LOS: E
Lanes: 0 0 11 0 0
' Initial Vol: 2 1035 32
Signal=UnconooVRlghts=lnaude
Approach: North Bound South Bound East Bound West Bound
'
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 2 651 32 7 586 16 1 2 6 19 2 5
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 2 651 32 7 586 16 1 2 6 19 2 5
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 384 0 0 145 0 0 0 0 0 0 0
Initial Fut: 2 1035 32 7 731 16 1 2 6 19 2 5
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 2 1035 32 7 731 16 1 2 6 19 2 5
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 2 1035 32 7 731 16 1 2 6 19 2 5
Adjusted Volume Module:
Grade: 08 0% 08 08
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
9 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 2 1035 32 8 731 16 1 2 7 21 2 6
' Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: 747 xxxx xxxxx 1067 xxxx xxxxx 1603 1815 739 1803 1807 1051
Potent Cap. : 755 xxxx xxxxx 532 xxxx xxxxx 96 122 585 96 123 406
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.95 0.97 1.00 0.95 0.97 1.00
Move Cap. : 755 xxxx xxxxx 532 xxxx xxxxx 91 118 585 91 119 406
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.8 xxxx xxxxx 6.9 xxxx xxxxx 40.1 31.1 6.2 50.0 30.8 9.0
LOS by Move: A • B * " ` • * `
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 235 xxxxx xxxx 109 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.5 xxxxx xxxxx 40.6 xxxxx
Shared LOS: • • * " * ` C * * E `
ApproachDel: 0.0 0.1 15.5 40.6
' T^ffir T 1 0121 Co ght(c)1998 Dowling Associates.Inc. Licensed to FEHR&PEERS,SAN JOSE
COMPARE Wed May 19 08:53:02 1999 Page 3.6
Santa Baroard Street Operational Study
for the City of San LWs Obispo
eve ut Service Computation Report '
1994 HCM Unsigrlalaed(Future Volume Alternative)
BackPMMit
Intersection#2:Osos/Leff
Signal=llmmntrolIRlghts=Include '
Initial Vol: 16 731 7
Lanes: 0 0 11 0 0
S1gnat=StoP Signal-stop
Initial Vol: Lanes: Rights=Include Vol Crit Date: Na Rights=Include Lanes: Initial Vol:
Cycle Time(sec): 100
0 --+* Loss Time(sec): 0 0
2 11 _. Critical VIC: 0.000 11 2
0 Avg Crit Del(see/veh): 0.7 0 '
60 Avg Delay(seUveh): 0.7 0 19
LOS: E
Lanes: 0 0 11 0 0
Initial Vol: 2 1035 32 '
Signal=UncontroI1Rights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 2 651 32 7 586 16 1 2 6 19 2 5
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 2 651 32 7 586 16 1 2 6 19 2 5 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByvol: 0 384 0 0 145 0 0 0 0 0 0 0
Initial Fut: 2 1035 32 7 731 16 1 2 6 19 2 5
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 2 1035 32 7 731 16 1 2 6 19 2 5
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 2 1035 32 7 731 16 1 2 6 19 2 5 '
Adjusted Volume Module:
Grade: 0% 08 06 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 2 1035 32 8 731 16 1 2 7 21 2 6
Critical Gap Module: t
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxr, xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: ,
Cnflict Vol: 747 xxxx xxxxx 1067 xxxx xxxxx 1803 1815 739 1803 1807 1051
Potent Cap. : 755 xxxx xxxxx 532 xxxx xxxxx 96 122 585 96 123 406
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.95 0.97 1.00 0.95 0.97 1.00
Move Cap. : 755 xxxx xxxxx 532 xxxx xxxxx 91 118 585 91 119 406
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.8 xxxx xxxxx 6.9 xxxx xxxxx 40.1 31.1 6.2 50.0 30.8 9.0
LOS by Move: A B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT '
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 235 xxxxx xxxx 109 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 15.5 xxxxx xxxxx 40.6 xxxxx
Shared LOS: * * * * * C * E
AoproachDel: 0.0 0.1 15.5 40.6
Trot6a 7.1.0121 Cooyrngnt(c)1998 Dowling Assccates.Inc. Licensed to FEHR 8 PEERS.SAN JOSE '
COMPARE Wee May 19 08:53:02 1999 Page 3.7
Santa Barbara Street Open7uonal Study
for the City of San Luis Obispo
' e ernce uomputation Keport
1994 HCM Unslgnallzeo(Futire Volume Alternative)
EsisfingPM
Intersedtion#3:Santa Barbara/Osos
signal=unwntt W Righis=Inau ee
Initial Vol: 0 563 26
Lanes: 0 0 1 0 1
Signal=Stop Signal=Stop
Initial Vol: Lanes: Rights=tncluee Vol Cnl Date: nla Rights=lnauee Lanes: Initial Vol:
Lytle Time(sec): 100
0 0 0 16
0 Loss Time(sec): 0 ` 0
0 0 Cead VIC: 0.000 .4- 11 0
0 Avg Crit Del(stlrlveh): 0.7 0
0 0 Avg Delay(seaveh): 0.7 0 26
LOS: C
t*
Lanes: 0 0 0 1 0
Initial Vol: 0 668 26
Signal=UncontroVRights=lnauee
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
-
-----------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 668 28 26 583 0 0 0 0 26 0 16
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 0 668 28 26 583 0 0 0 0 26 0 16
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 668 28 26 583 0 0 0 0 26 0 16
' User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 668 28 26 583 0 0 0 0 26 0 16
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 0 668 28 26 583 0 0 0 0 26 0 16
Adjusted Volume Module:
Grade: 08 08 09 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 0 66B 28 29 583 0 0 0 0 29 0 18
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict vol: xxxx xxxx xxxxx 696 xxxx xxxxx xxxx xxxx xxxxx 1291 xxxx 682
Potent Cap. : xxxx xxxx xxxxx 799 xxxx xxxxx xxxx xxxx xxxxx 189 xxxx 625
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.96 xxxx 1.00
' Move Cap. : xxxx xxxx xxxxx 799 xxxx xxxxx xxxx xxxx xxxxx 183 xxxx 625
------------ ---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 4.7 xxxx xxxxx xxxxx xxxx xxxxx 23.0 xxxx 5.9
LOS by Move: * * * A * + + a a a • +
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 250 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 16.5 xxxxx
Shared LOS: • * • * * * * * C
' ApproachDel: 0.0 0.2 0.0 16.5
' Trattix 7.1.0121 Copynght(c)1998 Dowling Associates.Inc. Lenenseo to FEHR 6 PEERS.SAN JOSE
COMPARE Wed May 19 06:53:02 1999 Pape 3.6 '
Santa Barbara Street Operational Study
for the City of San Luis Obispo
LeVel 01 Service LZInpulation mpon
1994 MCM Unsignallzad(Future Volume Allernadve)
BackgroundPM
Intersection#3:Santa Barbara/Osos '
Sig W=UncanVouRigh15=lndude
_ Initial Vol: 0 728 26
Lanes: 0 0 1 0 1
Signal=Stop Signal=Stop
Initial Vol: Lanes: Rights=Include Vol Cnt Date: nfa Rights-Include Lanes: Initial Vol:
Cycle Time(sec): 100
0 0 0 16 '
Loss Time(set): 0
g 0
o 0 citral VIC: 0.000 11 0
0 7r Avg Crit Del(sec"h): 1.1 0 '
00 Avg Delay(sadveh): 1.1 0 26
LOS: E
Lanes: 0 0 0 1 0
Initial Vol: 0 1052 26
Slgrai=UncontroORights=lndude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R '
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 668 28 26 583 0 0 0 0 26 0 16
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 668 28 26 583 0 0 0 0 26 0 16 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 384 0 0 145 0 0 0 0 0 0 0
Initial Fut: 0 1052 28 26 728 0 0 0 0 26 0 16
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 1052 28 26 728 0 0 0 0 26 0 . 16
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final vol. : 0 1052 28 26 728 0 0 0 0 26 0 16
Adjusted Volume Module:
Grade: 08 08 0% 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj vol. : 0 1052 28 29 728 0 0 0 0 29 0 18
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: xxxx xxxx xxxxx 1080 xxxx xxxxx xxxx xxxx xxxxx 1820 xxxx 1066
Potent Cap. : xxxx xxxx xxxxx 524 xxxx xxxxx xxxx xxxx xxxxx 94 xxxx 399
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.95 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx 524 xxxx xxxxx xxxx xxxx xxxxx BB xxxx 399 '
------------I---------------II---------------II---------------11---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 7.2 xxxx xxxxx xxxxx xxxx xxxxx 57.5 xxxx 9.4
LOS by Move: * • • B * '
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT '
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 126 xxxxx
Shrd StpDel:xxrxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 39.1 xxxxx
Shared LOS: * * ' • * E
ApproachDel: 0.0 0.3 0.0 39.1 '
,cl.ogo Do hna ASSCnnf 9.Inc. Licensed 10 FEHR 8 PEERS.SAN JOSE '
tCOMPARE Wed May 19 06:53:02 1999 Page 3.9
Santa Barbara Street Operationai Study
'
for the City M San Luis Obispo
evn rviceompu Ion Keport
19%HCM Unsignalixed(Future Volume Alternative)
BackPMMit
Intersection#3:Santa Barbara/Osos
. signal=ummnwurtighls=lhaude
Initial Vol: 0 726 26
Lanes: 0 0 1 0 1
Signal=Stop Signal=Slap
Initial Vol: Lanes: Rights=lndude Vol Cnl Dale: nla Rights=lndude Lanes: Initial Vol:
Cycle Time(sec): 100
0 0 0 16
Loss Time(sec): 0
0 0
0 0 _. Critical VIC: 0.000 ♦_ 11 0
' 0 Avg Cnt DN(WCAMh): 1.1 0
00 Avg Delay(sedveh): 1.1 0 26
IF
LOS: E
� '� �T T T�► �►
Lanes: 0 0 0 1 0
' Inivat Vol: 0 1052 26
Signal=UneonwVRights=lndude
Approach: North Bound South Bound East Bound West Bound
' Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------
I
Volume Module:
Base Vol: 0 668 28 26 583 0 0 0 0 26 0 16
' Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 668 28 26 583 0 0 0 0 26 0 16
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 384 0 0 145 0 0 0 0 0 0 0
Initial Fut: 0 1052 28 26 728 0 0 0 0 26 0 16
' User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 1052 28 26 728 0 0 0 0 26 0 . 16
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 1052 28 26 728 0 0 0 0 26 0 16
Adjusted Volume Module:
Grade: 08 08 0% 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
I Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 0 1052 . 28 29 728 0 0 0 0 29 0 16
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 1080 xxxx xxxxx xxxx xxxx xxxxx 1820 xxxx 1066
Potent Cap. : xxxx xxxx xxxxx 524 xxxx xxxxx xxxx xxxx xxxxx 94 xxxx 399
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.95 xxxx 1.00
' Move Cap. : xxxx xxxx xxxxx 524 xxxx xxxxx xxxx xxxx xxxxx 88 xxxx 399
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 7.2 xxxx xxxxx xxxxx xxxx xxxxx 57.5 xxxx 9.4
' LOS by Move: * * * B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 126 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 39.1 xxxxx
Shared LOS: * * ` * ` * ` * * ` E `
' ApproachDel: 0.0 0.3 0.0 39.1
tT-a 0^• Coo?^g'�:(c1 199e Dowling Assoaates.Inc. Licensed to FEHR 9 PEERS.SAN JOSE
COMPARE Wed May 19 08:53:02 1999 Page 3-10 '
Santa Ioara tree!Operational Study
for the City of San Luis Obispo '
ere ennce 6omputation Repon
1994 HCM Unsignalized(Future Volume Alternative)
FxatingPM
Intersection#4:Santa Barbara/Church
Signal-UncontrouRights-Include ,
Initial Vol: 8 599 4
- Lanes: 0 0 11 0 0
1
Signal=Stop � 4 �* 1* Signal=Stop
Initial Vol: Lanes: Rignts=Include Vat Cni Date: n/a Rights=Include Lanes: Initial Vol:
Cycle Time(sec): 100
Loss 1•Ilrte(sec): 0
0 - 40- 0
0 1! Cntical V/c: 0.000 ♦_ u o
0 -7;r Avg Cnt Del(secNeh): 03 0 '
0 0 Avg Delay(senlveh): 0.3 0 7
LOS: D
Lanes: 0 0 11 0 0
Initial Vol: 2 668 2 '
Signal=UncontmtiRlgh6=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 2 688 2 4 599 8 5 0 0 7 0 8
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 2 688 2 4 599 8 5 0 0 7 0 8 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 2 688 2 4 599 8 5 0 0 7 0 8
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 2 688 2 4 599 8 5 0 0 7 0 8
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 2 688 2 4 599 8 5 0 0 7 0 8 '
Adjusted Volume Module:
Grade: 08 08 08 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
It Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 2 688 2 4 599 8 6 0 0 8 0 9
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx xxxxx 3.4 xxxx 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 607 xxxx xxxxx 690 xxxx xxxxx 1302 xxxx xxxxx 1298 xxxx 689
Potent Cap. : 881 xxxx xxxxx 804 xxxx xxxxx 187 xxxx xxxxx 188 xxxx 620
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.98 xxxx xxxxx 0.99 xxxx 1.00
Move Cap. : 881 xxxx xxxxx 804 xxxx xxxxx 182 xxxx xxxxx 186 xxxx 620 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.1 xxxx xxxxx 4.5 xxxx xxxxx 20.3 xxxx xxxxx 20.1 xxxx 5.9
LOS by Move: A * A * * D
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 297 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 12.5 xxxxx
Shared LOS: * * * * • * ' * * * C
ApproachDel: 0.0 0.0 20.3 12.5 '
r-yy,-•r:,. Co^v gM fc1 1990 Dowling A5500ate5.Inc. Licensed to FEHR It PEERS,SAN JOSE '
' COMPARE Wed May 19 08:53:02 1999 Page 3.11
33to veer Operaticnal Siuoy
' for the City d San Luis Obispo
Lemica 6ompuLaLlan Keport
1994 NCM Unsignalized(Future Volume Alternative)
BackgmundPM
' Intersection 114:Santa Barbara/Church
Signal=unc intrcYRightsGnduds
Imbal Vol: 8 744 4
Lanes: 0 0 11 0 0
41 - 1 �* 1*
Signal=Stop Signal=Stop
Initial Vol: Lanes: Rights=lndude Vol Crit Date: n/a Rights=include Lanes: Initial Vol:
Cycle Time(sec): 100
5 D 0 B
Liss Time(sec): 0
0 0
0 11 _, Critical V/C: 0.000 ♦_ 11 0
' 0 -11, Avg Cm Del(sedveh): 0.4 0
0 0 Avg Delay(sedveh): 0.4 0 7
LOS: E
Lanes: 0 0 11 0 0
Initial Vol: 2 1072 2
Signal=Unebntrol/Rights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
-
-----------I---------------II---------------II---------------II---------------
I
Volume Module:
Base Vol: 2 688 2 4 599 8 5 0 0 7 0 8
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 2 686 2 4 599 8 5 0 0 7 0 6
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 384 0 0 145 0 0 0 0 0 0 0
Initial Fut: 2 1072 2 4 744 8 5 0 0 7 0 8
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00. 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 2 1072 2 4 744 8 5 0 0 7 0 8
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 2 1072 2 4 744 8 5 0 0 7 0 6
Adjusted Volume Module:
Grade: 08 09 0% 08
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Crab PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 2 1072 2 4 744 8 6 0 0 8 0 9
' Critical Gap Module:
McveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx xxxxx 3.4 xxxx 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: 752 xxxx xxxxx 1074 xxxx xxxxx 1831 xxxx xxxxx 1627 xxxx 1073
Potent Cap. : 751 xxxx xxxxx 528 xxxx xxxxx 92 xxxx xxxxx 93 xxxx 396
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.96 xxxx xxxxx 0.98 xxxx 1.00
' Move Cap. : 751 xxxx xxxxx 528 xxxx xxxxx 89 xxxx xxxxx 91 xxxx 396
------------I---------------II---------------II---------------II---------------
I
Level Of Service Module:
Stopped Del: 4.8 xxxx xxxxx 6.9 xxxx xxxxx 43.1 xxxx xxxxx 42.8 xxxx 9.3
' LOS by Move: A * * B • * E
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 155 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 24.9 xxxxx
Shared LOS: * * * * * * * * * * D
' ApproachDel: 0.0 0.0 43.1 24.9
' TratBx 7.1.0121 Copyright(c)1998 Dowing Associates,Inc. Licenseo to FEHR 8 PEERS.SAN JOSE
COMPARE Wed May 19 08:53:02 1999 Page 3.12 '
Santa samara Street Operational "
for the City of San Luis Obispo
Levei ul bmice putallw Kepon '
1994 HCM Unsignafted(Future Volume Aitematim)
Sacl(PMN!t
Intersection#4:Santa Barbara/Church '
Signal=Uncon VaVRights=Include
Inillal Vol: a 744 4
- Lanes: 0 0 1! 0 0
Signal=Stop signal=Stop
Initial Vol: Lanes: Rights=lmyude Vol Crit Date: We Rights=Include Lanes: Initial Vol:
Cycle Time(sm): 100
• Loss Time(sec): 0
0 "`T► D
0 1! Critical V/C: 0.000 11 0
0 �. Avg Crit Del(se:Neh): 0.4 0 '
00 Avg Delay(serNeh): 0.4 0 7
LOS: E
Lanes: 0 0 11 0 0
Initial Vol: 2 1072 2 '
Signal=UncontmVRlghts=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 2 688 2 4 599 8 5 0 0 7 0 8
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 2 688 2 4 599 8 5 0 0 7 0 8 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 364 0 0 145 0 0 0 0 0 0 0
Initial Fut: 2 1072 2 4 744 8 5 0 0 7 0 8
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 2 1072 2 4 744 8 5 0 0 7 0 8
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 2 1072 2 4 744 8 5 0 0 7 0 8 '
Adjusted Volume Module:
Grade: 0% 0% 08 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 2 1072 2 4 744 8 6 0 0 8 0 9
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx xxxxx 3.4 xxxx 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 752 xxxx xxxxx 1074 xxxx xxxxx 1831 xxxx xxxxx 1827 xxxx 1073
Potent Cap. : 751 xxxx xxxxx 528 xxxx xxxxx 92 xxxx xxxxx 93 xxxx 396
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.96 xxxx xxxxx 0.98 xxxx 1.00
Move Cap. : 751 xxxic xxxxx 528 xxxx xxxxx 89 xxxx xxxxx 91 xxxx 396 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.8 xxxx xxxxx 6.9 xxxx xxxxx 43.1 xxxx xxxxx 42.8 xxxx 9.3
LOS by Move: A ' B * E
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 155 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 24.9 xxxxx
Shared LOS: * ' * ' ' * * * ' * D
ApproachDel: 0.0 0.0 43.1 24.9 '
__.n' .12 C00yngnt(C)1999 Ov. ing Ass0031e5.Inc. Licensed to FEHR 6 PEERS.SAN JOSE ,
' COMPARE Wed May 19 06:53:02 1999 Page 3.13
Santa Barbara Street Operational Study
for the City of San Luis Obispo
' Level Lit bennce wirnpuLabon Keport
1996 HCM Unsignalized(Futi a Volume Altemalive)
ecislingPM
Intersection#5:Santa Barbara/Morro-Upham
Signal=Uncontmi/Rights-Include
Initial Vol: 6 601 0
Lanes: 0 1 0 0 0
Signal=Stop Signal=Slop
Initial Vol: Lanes: Rights=Include Vol Cnl Dale: nra Rights=tnclude Innes: Initial Vol:
A Cycle Time(sec): 100
Ilk-
20 0 J 0 0
0 � Loss Time(see): 0 � 0
0 1I Critical VEC: 0.000 ._ 0 0
' 0 Avg Crit Del(wctveh): 0.7 0
52 0 Avg Delay(sec(veh): 0.7 0 0
LOS: C
�' t t* r0-
Lanes: 0 1 0 0 0
' Initial Vol: 32 684 0
Signal=Un=MVRights=lnciude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 32 684 0 0 601 6 20 0 52 0 0 0
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 32 684 0 0 601 6 20 0 52 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 32 684 0 0 601 6 20 0 52 0 0 0
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 32 684 0 0 601 6 20 0 52 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 32 684 0 0 601 6 20 0 52 0 0 0
Adjusted Volume Module:
Grade: 08 08 08 08
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
`4 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 35 684 0 0 601 6 22 0 57 0 0 0
' Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6 xxxxx xxxx xxxxx
Critical Gp: 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5 xxxxx xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: 607 xxxx xxxxx xxxx xxxx xxxxx 1320 xxxx 604 xxxx xxxx xxxxx
Potent Cap. : 881 xxxx xxxxx xxxx xxxx xxxxx 182 xxxx 684 xxxx xxxx xxxxx
Adj Cap: 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.93 xxxx 1.00 xxxx xxxx xxxxx
' Move Cap. : 881 xxxx xxxxx xxxx xxxx xxxxx 170 xxxx 684 xxxx xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.2 xxxx xxxxx xxxxx xxxx xxxxx 24.0 xxxx 5.7 xxxxx xxxx xxxxx
LOS by Move: A *
' Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 372 xxxxx xxxx xxxx xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.8 xxxxx xxxxx xxxx xxxxx
Shared LOS: * * * • • * C
ApproachDel: 0.2 0.0 10.8 0.0
tT"r+•.7.1 012+ Cooynght(c)1998 Dowling Associates.Inc. Licensed to FEHR 8 PEERS.SAN JOSE
COMPARE Wed May 19 08:53:02 1999 Page 3.14 '
Santa Barbara Street opetational Stuoy
for the City of San Luis Obispo
Lev ¢e"mpumuon Repon '
1994 HCM Unsignalaeo(Future Volume Altemaltve)
BackgtoundPM
Intersection#5:Santa Barbala/Morro-Upham
Signal-UncontmIlRights=Indude '
Initial Vol: 6 761 13
Lanes: 0 0 11 0 0
Signal=Stop Signal=Stop
Initial Vol: Lanes: Rights=Indude Vol Crit Date: n/a Rights=Include Lane: Initial Vol:
Cycle Time(see): 100
13 0 0 14 '
Lass Time(sec): 0
0 0
0 11 _. Cnbcal VIC: 0.000 1! 1
0 Avg Cril Del(seCJveh): 0.9 0 '
14 0 Avg Delay(sec/veh): 0.9 0 7
LOS: E
Lanes: a0 11 0 0
Inial Vol: 24 1062 5 '
Signal=UncontroURights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 32 684 0 0 601 6 20 0 52 0 0 0
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 32 684 0 0 601 6 20 0 52 0 0 0 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: -8 378 5 13 160 0 -7 0 -38 7 1 14
Initial Fut: 24 1062 5 13 761 6 13 0 14 7 1 14
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 24 1062 5 13 761 6 13 0 14 7 1 14
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 24 1062 5 13 761 6 13 0 14 7 1 14 ,
Adjusted Volume Module:
Grade. 08 08 0% 08
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
6 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10 '
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 26 1062 5 14 761 6 14 0 15 8 1 15
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 767 xxxx xxxxx 1067 xxxx xxxxx 1873 xxxx 764 1873 1869 1065
Potent Cap. : 739 xxxx xxxxx 532 xxxx xxxxx 87 xxxx 566 87 114 400
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.87 xxxx 1.00 0.88 0.88 1.00
Move Cap. : 739 xxxx xxxxx 532 xxxx xxxxx 75 xxxx 568 77 100 400 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 5.0 xxxx xxxxx 6.9 xxxx xxxxx 57.5 xxxx 6.5 51.4 36.2 9.3
LOS by Move: B
Movement: LT - LTA - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT ,
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 137 xxxxx xxxx 162 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 31.1 xxxxx xxxxx 23.9 xxxxx
Shared LOS: * * * * * * * E ` * D
ApproachDel: 0.1 0.1 31.1 23.9 '
TpNn 7 1 0121 Cooyright(c)1998 Dowting Associates.Inc. Limned to FEHR 8 PEERS.SAN JOSE '
COMPARE Wed May 19 06:53:02 1999 Page 3-15
Santa Baroara Street Operational Study
' for the City of San Luis Obispo
eve m"CompUlaum Report
1994 HCM Unsignalced(Future Volume Alternative)
BackPMMit
Intersection#5:Santa Barbara/Morro-Upham
Signal=Ummntro0 W ghts=Include
Initial Vol: 6 761 13
Lanes: D 1 0 0 1
signal=stop signal=Stop
Initial Vol: Lanes: Rights=lnciude Vol Cnt Date: We Rights=Include Lanes: Initial Vol:
Cycle Time(sec): 100
73 0 � 0 14
0 � Loss Time(sec): 0 � 0
0 1! Critical V/C: O.ODO
' O Avg Crit Del(sectveh): 0.9 0
14 0 Avg Delay(sec/veh): 0.9 0 7
LOS: D
Lanes: 1 0 0 1 0
Initial Vol: 24 1062 5
Signal=Uncontrol/Rights-Include
Approach: North Bound South Bound East Bound West Bound
' Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------
I
Volume Module:
Base Vol: 32 684 0 0 601 6 20 0 52 0 0 0
' Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 32 684 0 0 601 6 20 0 52 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: -8 378 5 13 160 0 -7 0 -38 7 1 14
Initial Fut: 24 1062 5 13 761 6 13 0 14 7 1 14
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PH-- Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 24 1062 5 13 761 6 13 0 14 7 1 . 14
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 24 1062 5 13 761 6 13 0 14 7 1 14
Adjusted Volume Module:
Grade: 0% 0% 0% 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
B Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Adj Vol. : 26 1062 5 14 761 6 14 0 15 8 1 15
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 xxxx 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 xxxx 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: 767 xxxx xxxxx 1067 xxxx xxxxx 1873 xxxx 764 1873 1869 1065
Potent Cap. : 139 xxxx xxxxx 532 xxxx xxxxx 87 xxxx 568 87 114 400
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.91 xxxx 1.00 0.93 0.94 1.00
Move Cap. : 739 xxxx xxxxx 532 xxxx xxxxx 79 xxxx 568 81 107 400
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 5.0 xxxx xxxxx 6.9 xxxx xxxxx 54.3 xxxx 6.5 48.7 33.9 9.3
' LOS by Move: B • • • * * * '
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 143 xxxxx xxxx 168 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 29.5 xxxxx xxxxx 23.0 xxxxx
Shared LOS: * • • • * * D * * D
ApproachDel: 0.1 0.1 29.5 23.0
([)1999 MMwecg Asscames.Inc L•c=^sed to FEHR R PEERS.SAN JOSE
1
MITIG8 - BackPMMit Fri May 21, 1999 14:05:13 Page 1-1 '
--------------------------------------------------------------------------------
-------------------------------------------------------------------------------- 1
Level Of Service Computation Report
1994 HCM Operations Method (Future Volume Alternative)
+#+ararrax+aa++ora#+xa+++++rrrrxaarreeeraa rrraarrrr+a+*r**+*rrrar+aaarr*rrrr+rrr
Intersection #5 Santa Barbara/Morro-Upham '
rr+•r+arr+r+aaxaaaaa+aaraaaaaa+a+aa+rraraxarara+aaa+ar++aaa+aararrrrrrra•++ar++#
Cycle (sec) : 100 Critical Vol./Cap. (X) : 0.668
Loss Time (sec) : 10 (Y+R = 4 sec) Average Delay (sec/veh) : 4.5
Optimal Cycle: 50 Level Of Service: A '
+rrirr#rrrrrrf+rar+aik#r+af*#+ix**axa++++#rriraxi+iaarrrir++++#i**++#r4r++rrraia
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Control: Protected Protected Protected Protected ,
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 0 1! 0 0
------------I---------------II---------------II---------------II---------------I 1
Volume Module:
Base Vol: 32 684 0 0 601 6 20 0 52 0 0 0
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 32 684 0 0 601 6 20 0 52 0 0 0 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: -8 378 5 13 160 0 -7 0 -38 7 1 14
Initial Fut: 24 1062 5 13 761 6 13 0 14 7 1 14
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ,
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 24 1062 5 13 761 6 13 0 14 7 1 14
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 24 1062 5 13 761 6 13 0 14 7 1 14
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
MLF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Final Vol. : 24 1062 5 13 761 6 13 0 14 7 1 14
------------I---------------II---------------II---------------II---------------I
Saturation Flow Module: '
Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 1.00 1.00 0.95 1.00 1.00 0.81 1.00 0.81 0.79 0.79 0.79
Lanes: 1.00 0.99 0.01 1.00 0.99 0.01 0.48 0.00 0.52 0.32 0.04 0.64
Final Sat. : 1805 1891 9 1805 1885 15 744 0 801 480 69 960 ,
------------I---------------II---------------II---------------II---------------I
Capacity Analysis Module:
Vol/Sat: 0.01 0.56 0.56 0.01 0.40 0.40 0.02 0.00 0.02 0.01 0.01 0.01
Crit Moves:
Green/Cycle: 0.03 0.84 0.84 0.01 0.82 0.82 0.03 0.00 0.03 0.02 0.02 0.02 '
Volume/Cap: 0.49 0.67 0.67 0.67 0.49 0.49 0.67 0.00 0.67 0.67 0.67 0.67
Uniform Del: 36.4 2.2 2.2 37.5 2.0 2.0 36.7 0.0 36.7 36.9 36.9 36.9
IncremntDel: 5.7 0.8 0.8 37.0 0.2 0.2 21.6 0.0 21.6 25.2 25.2 25.2
Delay Adj : 0.85 0.85 0.85 0.65 0.85 0.85 0.85 0.00 0.85 0.85 0.85 0.85 '
Delay/Veh: 36.7 2.6 2.6 68.8 1.9 1.9 52.7 0.0 52.7 56.6 56.6 56.6
User DelAdj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
AdjDel/Veh: 36.7 2.6 2.6 68.8 1.9 1.9 52.7 0.0 52.7 56.6 56.6 56.6
DesignQueue: 1 11 0 1 8 0 1 0 1 0 0 1 ,
arrrar*++rra*+rrarxxa++aaaa+a++a+##rr++aaa#a++x+++++rar+aa+r+rr+x+++*a*+#+x+arrr
Traffix 7.1.0121 (c) 1999 Dowling Assoc. Licensed to FEHR & PEERS, SAN JOSE
' COMPARE Wed May 19 08:53:02 1999 Page 3.16
Santa Barbara Sweet Operauonal Study
' for the City of San Luis Obispo
Level rvim Pu on Keport
1994 HCM Unsignalized(Future Volume Alternative)
ExistingPM
' Intersection#6:Santa Barbara/High
Signal=UnCorwu W ghts=Intlutle
Initial Vol: 29 634 7
Lanes: 0 0 11 0 0
*1 4 4r �* 1*
signal=stop signalmstoP
Initial Vol: Lanes: Wghts=lncfude Vol Cnt Date: We Rights=lndude Lanes: Initial Vol:
' Cyde me(sec): 100
t9 0 � Ti0 6
0 Loss rime(sec): 0 4L 0
1 tI Critical Vic: 0.000 11 1
' 0 Avg Crit Del(seUveh): 0.9 0
28 0 Avg Delay(see/veh): 0.9 0 9
LOS: C
') 't T t' r'
' La0 0 O 0
Initial Vol: 38 663 2
Signal=Uncort=l1Rights=lnclude
Approach: North Bound South Bound East Bound West Bound
' Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 38 663 2 7 634 29 19 1 28 9 1 6
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 38 663 2 7 634 29 19 1 28 9 1 6
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 38 663 2 7 634 29 19 1 28 9 1 6
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 38 663 2 7 634 29 19 1 28 9 1 6
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 38 663 2 7 634 29 19 1 28 9 1 6
Adjusted Volume Module:
Grade: 08 0% 08 08
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 42 663 2 8 634 29 21 1 31 10 1 7
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: 663 xxxx xxxxx 665 xxxx xxxxx 1361 1359 649 1372 1372 664
Potent Cap. : 828 xxxx xxxxx 826 xxxx xxxxx 172 211 650 170 208 638
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.91 0.90 1.00 0.88 0.90 1.00
Move Cap. : 828 xxxx xxxxx 826 xxxx xxxxx 157 191 650 149 188 638
------------I---------------II---------------II---------------11---------------I
Level Of Service Module:
Stopped Del: 4.6 xxxx xxxxx 4.4 xxxx xxxxx 26.0 19.0 5.8 25.7 19.3 5.7
' LOS by Move: A * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 284 xxxxx xxxx 213 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 14.1 xxxxx xxxxx 17.8 xxxxx
Shared LOS: * * * * C ` * C
ApproachDel: 0.3 0.1 14.1 17.8
---.- - 1C.?Domonc-ssocxes.Inc. License^_:o FEHR 6 PEERS.SAM JOSE
COMPARE Wed May 19 08:53:02 19% Page 3-17 '
Santa Baroara SVeet Opereeonal Study
for the City of San Luis Obispo '
Level Ul rnte"mputabon Keport
1994 HCM Unsgnallzed(Future Volume Altemative)
BaacgrowcIPM
Intersection#6:Santa Barbara/High '
signal=Un[ontrauaighb=tnaaee
Initial Vol: 29 724 55
- Lanes: 0 0 11 0 0
Signal=Stop Signal=Stop
Initial Vol: Lanes: Poghts=lnauoe Vol Cm Date: n/a Rights=lnauoe Lanes: tnitlal Vol:
Cycle Time(sec): 100
19 0
AL
63 '
0 Loss Time(see): 0 4 0
1 1! Critical V/C: 0.000 .,*- 11 2
0 -� Avg Crit Del(seciveh): 18.8 0 '
2a 0 �• Avg Delay(seaveh): 18.8 r 0 68
LOS: F 7
Lanes: 0 0 1! 0 0
Initial Vol: 38 991 51 '
Signal=UnccntroORights=lnaude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R '
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 36 663 2 7 634 29 19 1 28 9 1 6
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 38 663 2 7 634 29 19 1 28 9 1 6 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 328 49 48 90 0 0 0 0 59 1 57
Initial Fut: 38 991 51 55 724 29 19 1 28 68 2 63
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 38 991 51 55 724 29 19 1 28 68 2 63
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 38 991 51 55 724 29 19 1 28 68 2 63 '
Adjusted Volume Module:
Grade: 0% 08 0% 08
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: . xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 42 991 51 61 724 29 21 1 31 75 2 69
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 753 xxxx xxxxx 1042 xxxx xxxxx 1881 1874 739 1863 1863 1017
Potent Cap. : 750 xxxx xxxxx 546 xxxx xxxxx 86 113 585 88 115 423
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.62 0.69 1.00 0.71 0.69 1.00
Move Cap. : 750 xxxx xxxxx 546 xxxx xxxxx 53 78 585 63 79 423 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 5.1 xxxx xxxxx 7.3 xxxx xxxxx 103.3 46.9 6.5 476.6 46.9 10.0
LOS by Move: B * ' B * ' • ' * • * '
Movement: LT - LTR - RT LT - LTR - RT LT - LTA - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 115 xxxxx xxxx 106 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 45.6 xxxxx xxxxx 249 xxxxx
Shared LOS: * * * * * * * F * • F
ApproachDel: 0.2 0.5 45.6 249.1 '
1
Tq•Fa 7 C1.: CCo%^.qht fC71?99 Dowling.455oaattl.inc. L¢ensetl to FEHR 8 PEERS.SAN JOSE
' COMPARE Wed May 19 08:53:02 1999 Page 318
Santa Baroara Street Operauctnal Study
' for the City of San Luis Obispo
eve erwce QOMPULation Keport
1994 HCM Unsigratimed(Future Volume Alternative)
BackPMMlt
' Intersection#6:Santa Barbara/High
Signal=LIneonvollRlghts=tnclutle
Initial Vol: 29 724 55
Lanes: 0 1 0 0 1
Signal--Slop Signal=Stop
Initial Vol: Lanes: Rights=Include Vol Cnt Date: n/a Rights=Include Lanes: Initial Vol:
'
tg 0 Cycle Time(see): 100
0 63
Loss Time(see): 0
0 0
1 1! Critical VIC: 0.000 ♦_ 11 2
' 0 7;� Avg Crit Del(serJveh): 11.8 0
28 0 Avg Delay(secrveh): 11.8 0 68
LAS: F
Lanes: 1 0 0 1 0
' Initial Vol: 38 991 51
Signal=Uncontrol/Rights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 38 663 2 7 634 29 19 1 28 9 1 6
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 38 663 2 7 634 29 19 1 28 9 1 6
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 328 49 48 90 0 0 0 0 59 1 57
Initial Fut: 38 991 51 55 724 29 19 1 28 66 2 63
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 38 991 51 55 724 29 19 1 28 68 2 63
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 38 991 51 55 724 29 19 1 28 68 2 63
Adjusted Volume Module:
Grade: 0% 0% 0% 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' % Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cyel/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 42 991 51 61 724 29 21 1 31 75 2 69
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 3.3 2.6
Critical Go: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 6.0 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 753 xxxx xxxxx 1042 xxxx xxxxx 1881 1874 739 1863 1863 1017
Potent Cap. : 750 xxxx xxxxx 546 xxxx xxxxx 86 113 585 88 115 423
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.72 0.84 1.00 0.82 0.84 1.00
' Move Cap. : 750 xxxx xxxxx 546 xxxx xxxxx 62 95 585 73 97 423
------------I---------------II---------------II---------------11---------------I
Level Of Service Module:
Stopped Del: 5.1 xxxx xxxxx 7.3 xxxx xxxxx 82.8 38.2 6.5 284.6 38.1 10.0
' LOS by Move: B * * B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cao. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 132 xxxxx xxxx 120 xxxxx
Shrd StpDel:xrxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 3?.4 xxxxx xxxxx 151 xxxxx
Shared LOS: * * * * * E * F
' ApproachDel: 0.2 0.5 37.4 150.8
' T•o1`:c'1^-1 Caoynght 1cl 1998 Dowling Associates.Inc. L.ceensed to FEHR B PEERS.SAN JOSE
1
MITIG8 - BackPMMit Fri May 21, 1999 14:05:30 Page 1-1 '
--------------------------------------------------------------------------------
Level Of Service Computation Report
1994 HCM Operations Method (Future Volume Alternative)
�r++r#arr+a#a++rr+a#aarr+aara+ra++aaaarraa#awry+raarrrrrrra+a#ar+rrr+a#+awrraa+ar
Intersection #6 Santa Barbara/High '
+rrre r+rrr+r rrraifaarararar+a+a+a+aaa+arrrrrrrrrrrarrraararar++rr++aa+rrr+ararrr
Cycle (sec) : 100 Critical Vol./Cap. (X) : 0.779
Loss Time (sec) : 10 (Y+R = 4 sec) Average Delay (sec/veh) : 12.1
Optimal Cycle: 67 Level Of Service: B '
rr++r++a+++rrrrwra•awarr•rrr+rrrrrra+r+arrrrwrr+r+rr+rrr+w+arrrrar++arr+ar+a#r++
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Control: Protected Protected Protected Protected '
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Lanes: 1 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 0 1! 0 0
------------I---------------II---------------II---------------II---------------I 1
Volume Module:
Base Vol: 38 663 2 7 634 29 19 1 28 9 1 6
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 38 663 2 7 634 29 19 1 28 9 1 6 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 328 49 48 90 0 0 0 0 59 1 57
Initial Fut: 38 991 51 55 724 29 19 1 28 68 2 63
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 38 991 51 55 724 29 19 1 28 68 2 63
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 38 991 51 55 724 29 19 1 28 68 2 63 '
PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
MLF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Final Vol_ : 38 991 51 55 724 29 19 1 28 68 2 63
------------I---------------II---------------II---------------II---------------I
Saturation Flow Module: '
Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 0.99 0.99 0.95 0.99 0.99 0.80 0.80 0.80 0.82 0.82 0.82
Lanes: 1.00 0.95 0.05 1.00 0.96 0.04 0.40 0.02 0.58 0.51 0.02 0.47
Final Sat. : 1805 1789 92 1805 1809 72 604 32 891 800 24 741 ,
------------I---------------II---------------11---------------II---------------I
Capacity Analysis Module:
Vol/Sat: 0.02 0.55 0.55 0.03 0.40 0.40 0.03 0.03 0.03 0.09 0.09 0.09
Crit Moves
Green/Cycle: 0.04 0.71 0.71 0.04 0.71 0.71 0.04 0.04 0.04 0.11 0.11 0.11
Volume/Cap: 0.56 0.78 0.78 0.78 0.56 0.56 0.78 0.78 0.78 0.78 0.78 0.78
Uniform Del: 36.0 7.1 7.1 36.2 5.2 5.2 36.1 36.1 36.1 33.0 33.0 33.0
IncremntDel: 7.2 2.1 2.1 26.6 0.4 0.4 29.4 29.4 29.4 13.4 13.4 13.4 '
Delay Adj: 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Delay/Veh: 37.7 8.1 8.1 57.4 4.9 4.9 60.1 60.1 60.1 41.4 41.4 41.4
User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
AdjDel/Veh: 37.7 8.1 8.1 57.4 4.9 4.9 60.1 60.1 60.1 41.4 41.4 41.4
DesignQueue: 2 19 1 3 13 1 1 0 2 3 0 3 ,
varaarca+aarawwarraawrr++rrr+rarrrrrr+rrr+rararrr+rrraaarrrirerrrr+r++rr+++aa+ra
Traffic. 7.1.0121 (c) 1999 Dowling Assoc. Licensed to FEHR & PEEPS, SAN JOSE '
1
�-
COMPARE Wed May 19 06:53:02 1999
Santa Bamara Street Operational SIM
' for the City of San Luis Obecop
eves Ul bervice Uomputalion Kepor MEETING AGENDA
1994 HCM Unsignalized(Future Volume Ali
EsLSOngPM I
' Intersection#7:Santa Barbara/Roundhouse DATE 7_p�ITEM #
Signal=Uncontrol/Riphts=tnclude
Initial Vol: 7 677 9
Lanes: 0 0 11 0 0
Signal=Stop Signal-Stop
Initial Vol: Lanes: Rights=Include Vol Crit Date: nha Rghts=lnclud
Cycle Time(sec): 100 ,
9 0
Loss Time(see): 0
0
1 11 Critical V/C: 0.000
' 0 Avg CM Del(sedveh): 0.7
511
Avg Delay(seeNeh): 0.7 0 21
LOS: C
Lanes: 0 0 11 0 0
Initial Vol: 1 706 12
Signal=Ummnh VRghts=lncfude
Approach: North Bound South Bound East Bound West Bound
' Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 1 708 12 9 677 7 9 1 5 21 0 18
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' Initial Bse: 1 708 12 9 677 7 9 1 5 21 0 18
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj : 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 1 708 12 9 677 7 9 1 5 21 0 18
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 , 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 1 708 12 9 677 7 9 1 5 21 0 18
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 1 708 12 9 677 7 9 1 5 21 0 18
Adjusted Volume Module:
Grade: 0% 08 0% 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' 9 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 1 708 . 12 10 677 7 10 1 6 23 0 20
Critical Gap Module:
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 xxxx 2.6
Critical Go: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6..5 6.0 5.5 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: 684 xxxx xxxxx 720 xxxx xxxxx 1414 1411 681 1408 xxxx 714
Potent Cap. : 809 xxxx xxxxx 778 xxxx xxxxx 161 198 626 162 xxxx 602
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.95 0.98 1.00 0.97 xxxx 1.00
' Move Cap. : 809 xxxx xxxxx 778 xxxx xxxxx 153 194 626 157 xxxx 602
------------1---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 4.5 xxxx xxxxx 4.7 xxxx xxxxx 25.0 18.7 5.8 26.4 xxxx 6.2
' LOS by Move: A ' * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 208 xxxxx xxxx 238 xxxxx
Shrd StpDel:xrrxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 18.2 xxxxx xxxxx 17.1 xxxxx
Shared LOS: ' * * * ' ' C * • C
' ApproachDel: 0.0 0.1 18.2 17.1
' T^u'!n 7 1 0121 Cooyoght(c)1998 Dowing Associates.Ino. Licensed to FEHR&PEERS,SAN JOSE
COMPARE Wed May 19 08:53:02 1999 Page 3.20 '
Santa Barbara Street Operational Study -
for the City of San Luis Obispo
Level Q1 berv,ce mpulauon Report '
1994 HCM Unslgnaltred(Future Volume Alternative)
BackgroundPM
Intersection#7:Santa Barbara/Roundhouse
Signal-Unconlrot/Rights-Include '
Initial Vol: 7 822 9
Lanes: 0 0 11 0 0
Signal=Stop Slgnal=Slap
Initial Vol: Lanes: Rights=Include Vol Cnt Date: Na Rlghls=tnclude Lanes: Initial Vol:
Lytle Time(sec): too
9 0 0 18 '
0 � Loss Time(see): 0 � 0
1 11 -00. Critical V/C: 0.000 1! 0
0 -7;r Avg Crit Dal(set/veh): 1.2 0 ,
50 Avg Delay(setYveh): 1.2 0 21
LOS: E
wtT t*Lanes: 0 d 11 d 0
Initial Vol: 1 loss 12 '
Signal=Ummnlrol/RightshnClude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 1 708 12 9 677 7 9 1 5 21 0 18
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 1 708 12 9 677 7 9 1 5 21 0 16 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 377 0 0 145 0 0 0 0 0 0 0
Initial Fut: 1 1085 12 9 622 7 9 1 5 21 0 18
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ,
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 1 1085 12 9 822 7 9 1 5 21 0 18
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 1 1065 12 9 822 7 9 1 5 21 0 18 ,
Adjusted Volume Module:
Grade: 08 OB 08 08
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
B Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10 '
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 1 1085 . 12 10 822 7 10 1 6 23 0 20
Critical Gap Module: '
MoveUp Time: 2.1 xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 xxxx 2.6
Critical Gp: 5.0 xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: 829 xxxx xxxxx 1097 xxxx xxxxx 1936 1933 826 1930 xxxx 1091
Potent Cam. : 690 xxxx xxxxx 514 xxxx xxxxx 80 106 529 81 xxxx 388
Adj Cap: 1.00 xxxx xxxxx 1.00 xxxx xxxxx 0.92 0.96 1.00 0.95 xxxx 1.00
Move Cap. : 690 xxxx xxxxx 514 xxxx xxxxx 74 101 529 77 xxxx 388 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del: 5.2 xxxx xxxxx 7.1 xxxx xxxxx 55.7 35.9 6.9 64.3 xxxx 9.7
LOS by Move: B • • B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT '
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 106 xxxxx xxxx 122 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 38.1 xxxxx xxxxx 39.1 xxxxx
Shared LOS: * " * * E * E
ApproachDel: 0.0 0.1 38.1 39.1 '
Tninx 7 1 0121 coovngnt(c)1996 Dowing Assooates.Inc. Licensed to FEHR 6 PEERS.SAN JOSE '
MITIG8 - BackPMMit Fri May 21, 1999 14:21:25 Page 1-1
--------------------------------------------------------------------------------
Level Of Service Computation Report
1994 RCM Unsignalized Method (Future Volume Alternative)
_raraerrrrrrrrrrarrr rr r�rrraaaararr+rrairrrrrrrrrrrrrrrrr+a+++rir+rrrr+aiarr+rr++
Intersection #7 Santa Barbara/Roundhouse
rrrraaraa+rr++rraa+++rrrrrrraaraaaa.ar++++rrrrrrrrrrrr+rr++rrr+r+++r+rrrrrrrrrr+
Average Delay (sec/veh) : 1.2 Worst Case Level Of Service: E
as+r+rrrr+r+raa+arrrrrrr++++a+++rrr++rr+rrrrrrr+aaar+arrrr+rrrarrrr+r+r+++++++r+
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Control: Uncontrolled Uncontrolled Stop Sign Stop Sign
' Rights: Include Include Include Include
Lanes: 0 0 0 1 0 1 0 0 1 0 0 0 1! 0 0 0 0 1! 0 0
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 708 12 9 677 7 9 1 5 21 0 18
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 708 12 9 677 7 9 1 5 21 0 18
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 377 0 0 145 0 0 0 0 0 0 0
Initial Fut: 0 1085 12 9 822 7 9 1 5 21 0 18
User Adj: 1.00 1.00 1.00 1.00 1.00 1..00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 1085 12 9 822 7 9 1 5 21 0 18
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 1085 12 9 822 7 9 1 5 21 0 18
Adjusted Volume Module:
Grade: 08 08 0% 0%
' % Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 0 1085 12 10 822 7 10 1 6 23 0 20
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx 3.4 3.3 2.6 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx 6.5 6.0 5.5 6.5 xxxx 5.5
1 ------------1---------------II---------------II---------------II---------------I
Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 1097 xxxx xxxxx 1935 1932 826 1929 xxxx 1091
Potent Cap. : xxxx xxxx xxxxx 514 xxxx xxxxx 80 106 529 61 xxxx 388
' Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx 0.94 0.98 1.00 0.97 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx 514 xxxx xxxxx 75 104 529 78 xxxx 388
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
' Stopped Del:xxxxx xxxx xxxxx 7.1 xxxx xxxxx 54.5 35.1 6.9 62.6 xxxx 9.7
LOS by Move: • + • B • • + ' r a • +
Movement: LT - LTR - RT IT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 108 xxxxx xxxx 124 xxxxx
' Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 37.3 xxxxx xxxxx 38.2 xxxxx
Shared LOS: • • ' ' • • ' E • • E
ApproachDel: 0.0 0.1 37.3 38.2
Traffix 7.1.0121 (c) 1999 Dowling Assoc. Licensed to FEHR S PEERS, SAN JOSE
1
COMPARE Wed May 19 00:53:02 1999 Page 3-22 '
Santa Bardans Street Operational Study
for the City of San Luis Obispo
Level ervtce Qmpuuuion motion '
1994 HCM Operations(FuWre volume Alternative)
ElosbngPM
Intersection#8:Santa Barbara-South/Broad
Signal=ProteoVRighls=lndude
Initial Vol: 120 509- 81
Lanes: 0 1 1 0 1
Signal=Spot Signal-Split
Initial Vol: Lanes: nightS=lndude Vol Crit Dale: We Rights=htclude Lanes: Initial Vol:
Cyde Time(see): 120 Z
e5 1 0 18
Loss Time(Seo): 9
0 0
301 1 Critical VIC: 0.887 .4*- 11 200-
0
Avg Crit DN(secrveh): 41.0 0 ,
291- 1 ♦ Avg Delay(secJveh): 32.0 1 485
LOS: D
Lanes: 1 0 2 0 1
Initial Vol: 370- 537 339
Signet=Proted/W gh6=Indude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R '
------------I---------------II---------------II---------------II---------------I
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 370 537 339 81 509 120 85 301 291 465 200 1B '
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 370 537 339 81 509 120 85 301 291 485 200 18
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
10-Yr Proj: 0 0 0 0 0 0 0 0 0 0 0 0 '
Initial Fut: 370 537 339 81 509 120 85 301 291 485 200 18
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 370 537 339 81 509 120 85 301 291 485 200 18
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 370 537 339 61 509 120 85 301 291 485 200 18
PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
MLF Adj : 1.00 1.05 1.00 1.00 1.05 1.05 1.00 1.00 1.00 1.05 1.00 1.00 '
Final Vol. : 370 564 339 81 534 126 85 301 291 509 200 18
------------I---------------II---------------II---------------II---------------I
Saturation Flow Module:
Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 1.00 0.85 0.95 0.97 0.97 0.95 1.00 0.85 0.97 0.97 0.97 '
Lanes: 1.00 2.00 1.00 1.00 1.62 0.38 1.00 1.00 1.00 1.54 0.42 0.04
Final Sat. : 1805 3800 1615 1805 2982 704 1805 1900 1615 2836 780 70
------------I---------------II---------------II---------------II---------------I
Capacity Analysis Module: ,
Vol/Sat: 0.20 0.15 0.21 0.04 0.18 0.18 0.05 0.16 0.18 0.18 0.26 0.26
Crit Moves: ++++ ++++ ++++ •+++
Green/Cycle: 0.23 0.36 0.36 0.08 0.20 0.20 0.20 0.20 0.20 0.29 0.29 0.29
Volume/Cap: 0.89 0.42 0.59 0.59 0.89 0.89 0.23 0.78 0.69 0.62 0.89 0.89 t
Delay/Veh: 42.9 19.0 21.5 39.2 39.0 39.0 25.9 36.0 46.9 24.6 34.6 34.6
User DelAdj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
AdjDel/Veh: 42.9 19.0 21.5 39.2 39.0 39.0 25.9 36.0 46.9 24.6 34.6 34.6
DesignQueue: 20 25 15 5 30 7 5 17 16 25 10 1 '
7roYr 7 1 121 CCDvv)ht IC)1998 Dowling Asso=tes.inc. Licensed to FEHR 6 PEERS.SAN JOSE '
COMPARE Wed May 19 08:53..,02 1999 Page 3.23
Santa Barbara Street Operational.Suitty
Iw the City of San Luis Obispo
eve ce WricuLation Report
1994 NCM Operations(Future Volume Altemative)
Badrgroun IPM
' Intersection#8:Santa Barbara-South/Broad
Signal=PratecVRights=lnciude
Initial Vol: 125 666- 81
Lanes: 0 1 1 0 1
Signal=Split Signal=Split
Initial Vol: Lanes: Rights=lnciude Vol Crit Dale: We Rights-Include Lanes: Initial Vol:
Cycle Time(sec): 120
90 1 0 18�'
0 Loss Time(sec): 12 O
472^ 1 _► Cnu®I Vic: 1.136 .40- 11 242
t0 Avg Crit Del(sedveh): 113.3 0
353 1 Avg Delay(secJveh): 70.3 1 590
LOS: F
4t t t* (►
' Lanes: , 0 2 0 ,
Initial Vol: 437- 694 539
Signal=ProlectAghts=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------
I
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
-
-----------I---------------II---------------II---------------II---------------I
' Volume Module:
Base Vol: 370 537 339 81 509 120 85 301 291 485 200 18
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 370 537 339 81 509 120 85 301 291 485 200 18
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 67 157 200 0 157 5 5 171 62 105 42 0
Initial Fut: 437 694 539 81 666 125 90 472 353 590 242 16
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 437 694 539 81 666 125 90 472 353 590 242 18
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 437 694 539 81 666 125 90 472 353 590 242 18
PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
' MLF Adj : 1.00 1.05 1.00 1.00 1.05 1.05 1.00 1.00 1.00 1.05 1.00 1.00
Final vol. : 437 729 539 81 699 131 90 472 353 620 242 18
------------I---------------II---------------II---------------II---------------I
Saturation Flow Module;
' Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 1.00 0.85 0.95 0.98 0.98 0.95 1.00 0.85 0.97 0.97 0.97
Lanes: 1.00 2.00 1.00 1.00 1.68 0.32 1.00 1.00 1.00 1.55 0.42 0.03
Final Sat. : 1805 3800 1615 1805 3136 588 1805 1900 1615 2845 782 58
------------I---------------II---------------II---------------II---------------I
Capacity Analysis Module:
Vol/Sat: 0.24 0.19 0.33 0.04 0.22 0.22 0.05 0.25 0.22 0.22 0.31 0.31
Crit Moves: *••• ***• ***• ••**
Green/Cycle: 0.21 0.36 0.36 0.05 0.20 0.20 0.22 0.22 0.22 0.27 0.27 0.27
'
Volume/Cap: 1.14 0.53 0.93 0.93 1.14 1.14 0.23 1.14 1.00 0.80 1.14 1.14
Uniform Del: 35.9 23.1 28.0 43.2 36.7 36.7 29.3 35.6 35.6 30.9 33.2 33.2
IncremntDel: 87.B 0.3 15.0 50.8 77.0 77.0 0.1 86.2 36.8 3.0 76.3 76.3
Delay Adj: 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
' Delay/Veh: 118.3 19.9 38.B 87.6 108 108.2 25.0 117 67.1 29.3 104 104.5
User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
AdjDel/Veh: 118.3 19.9 38.8 87.6 108 108.2 25.0 117 67.1 29.3 104 104.5
DesignQueue: 24 33 25 5 40 7 5 26 19 32 13 1
1
7rrY.'.<'.;^12: Cooyrlgnt(c)1998 DaHing A5a1K1ete5.Inc. Licensed to FEHR 8 PEERS.SAN JOSE
COMPARE Wed May 19 08:53:02 19% Page 3-24 ,
Santa Barbara =reel Operational stuay
for the City of San Luis Obispo
Level U1 bervim"MpWati=KepOn '
1994 HCM Operations(Future Volume Alternative)
8ackPMMl1
Intersection#8:Santa Barbara-South/Broad '
Signal-PralecVRghts=Include
Initial Vol: 125 666 81-
Lanes: 0 1 1 0 1
S,"=Sptil Signal=Spl11
Initial Vol: Lanes: Wghm=Include Vol Cnl Date: n/a Rights=Include Lanes: Inmal Val:
Cycle Time(see): 120
90 1 j 0 18
Loss Time(sec): 12
0 1
472- 1 Critical wC: 0.684 0 242
0 Avg Crit Del(sectveh): 38.8 0 '
353 1 Avg Delay(sedveh): 32.5 2 590-
LOS: D
t* 1
Lanes: 2 0 2 0 1
Initial Vol: 437 694 539- '
Signal=PrgtecVRights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------I---------------II---------------II---------------II---------------I
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 370 537 339 81 509 120 85 301 291 485 200 18 ,
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 370 537 339 81 509 120 85 301 291 485 200 18
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 67 157 200 0 157 5 5 171 62 105 42 0 '
Initial Fut: 437 694 539 81 666 125 90 472 353 590 242 18
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 437 694 539 81 666 125 90 472 353 590 242 18
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 437 694 539 81 666 125 90 472 353 590 242 18
PCE Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
MLF Adj: 1.03 1.05 1.00 1.00 1.05 1.05 1.00 1.00 1.00 1.03 1.00 1.00 '
Final Vol- : 450 729 539 61 699 131 90 472 353 608 242 18
------------I---------------II---------------II---------------II---------------I
Saturation Flow Module:
Sat/Lane: 1900 1900 1,900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adjustment: 0.95 1.00 0.85 0.95 0.98 0.98 0.95 1.00 0.85 0.95 0.99 0.99 ,
Lanes: 2.00 2.00 1.00 1.00 1.68 0.32 1.00 1.00 1.00 2.00 0.93 0.07
Final Sat. : 3610 3800 1615 1805 3136 588 1805 1900 1615 3610 1751 130
------------I---------------II---------------II---------------II---------------I
Capacity Analysis Module:
Vol/Sat: 0.12 0.19 0.33 0.04 0.22 0.22 0.05 0.25 0.22 0.17 0.14 0.14
Crit Moves: **** **** **** ****
Green/Cycle: 0.15 0.38 0.38 0.05 0.27 0.27 0.28 0.28 0.28 0.19 0.19 0.19
Volume/Cap: 0.81 0.51 0.88 0.88 0.81 0.81 0.18 0.88 0.78 0.88 0.73 0.73 '
Uniform Del: 37.3 21.9 26.5 43.0 30.9 30.9 24.8 31.4 30.2 35.9 34.7 34.7
IncremntDel: 6.2 0.3 10-2 39.7 3.5 3.5 0.0 11.3 5.7 9.2 4.9 4.9
Delay Adj : 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Delay/Veh: 37.9 18.8 32.7 76.2 29.8 29.8 21.1 38.0 31.4 39.8 34.4 34.4
User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
AdjDel/Veh: 37.9 18.8 32.7 76.2 29.8 29.8 21.1 38.0 31.4 39.8 34.4 34.4
DesignQueue: 26 32 24 5 36 7 4 24 18 34 14 1
T.a"7 1 0121 Coevnght c)1998 DovNng Assocaates.Inc. Licensed to FEHR 8 PEERS,SAN JOSE '
' COMPARE Wed May 19 09:51:33 1999 Page 3.27
Santa Barbara Street Operational Stutly
for the City,of San Luis Obispo
Level ervice Computation Repon
1994 HCM Unslgnaszed(Future Volume Alternative)
BadtAMMlt
' Intersection#9:PHDIC North Dwy
SignaP;1JncvntrpORights=4ndude
Initial Vol: 0 0 24
Lanes: 0 0 0 0 1
signal=stop Signal=Stop
Initial Vol: Lanes: Rights=lndude Vol Cnt Date: n/0 Rights-Include Lanes: Initial Vol:
' Cycle Time(sm): 100
0 0 0 0
0 ` Loss Time(sec): 0 � 0
0 11 -� Critical V/C: 0.000 0 0
' 0 -7;r Avg Crit Del(sedven): 0.2 0
0 0 Avg Delay(sedveh): 0.2 0 0
LOS: A
Lanes: 0 0 0 1 0
Initial Vol: 0 711 36
Signal=Uncontrol/Rights=lndude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------1---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 711 36 24 0 0 0 0 0 0 0 0
' Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 711 36 24 0 0 0 0 0 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 711 36 24 0 0 0 0 0 0 0 0
' User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 711 36 24 0 0 0 0 0 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
' Final Vol. : 0 711 36 24 0 0 0 0 0 0 0 0
Adjusted Volume Module:
Grade: 0% 0% 0% 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' 9 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: x.+cxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Adj Vol. : 0 711 36 26 0 0 0 0 0 0 0 0
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 747 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
Potent Cap. : xxxx xxxx xxxxx 755 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
Adj Cap: xxxx xxxr. xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
' Move Cap. : xxxx xxxx xxxxx 755 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 4.9 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
' LOS by Move: ' A • ' ' ' ' '
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTA - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
Shared LOS: • ' • • ' ' '
' ApproachDel: 0.0 4.9 0.0 0.0
'.,••' •pt^+ ..:.cv-cn:N_1:99P Oe•Ming Asspdales.Inc. Licensed to FEHR 8 PEERS.SAN JOSE
COMPARE ,Ned May 19 08:53:02 1999 Page 127 '
Santa Baroam Street Operallcmal Study
for the City of San Luis OOapo '
Level ul rvtce arnpu ion Po
1994 HCM Unsignellxed(Future Volume Altemaeve)
BackPMMit
Intersection#9:PHDIC North Dwy '
Signal=UmmnaollRipnlsalntlude
ImtalVol: 0 0 so
Lanes: 0 0 0 0 1
'J 4 l , * '* i
Signal=Stop Signal=Stop
Initial Vol: Lanes: Rights=Include Vol Cnl Dale: nla Rightsalnclude Lanes: Initial Vol:
Cycle Time(sec): 100 '
0 0 0 0
Loss Time(see): 0
0 0
0 11 critical Vic: 0.000 0 0
a 7;� Avg cot Del(secNeh): 0.6 0
0 0 Avg Delay(seclveh): 0.6 0 0
LOS: B '
Lanes: 0 p p 1 0 '
Initial Vol: g 1115 46
Signal=UncontroIJRights=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R '
------------I---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 1115 48 60 0 0 0 0 0 0 0 0
Growth Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
Initial Bse: 0 1115 48 80 0 0 0 0 0 0 0 0
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 1115 48 80 0 0 0 0 0 0 0 0
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 1115 48 60 0 0 0 0 0 0 0 0
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 1115 48 80 0 0 0 0 0 0 0 0 '
Adjusted Volume Module:
Grade: 08 0% 0% 0%
`4 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Curb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 0 1115 48 88 0 0 0 0 0 0 0 0 '
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: xxxx xxxx xxxxx 1163 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
Potent Cap. : xxxx xxxx xxxxx 479 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
Move Cap. : xxxx xxxx xxxxx 479 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx '
------------I---------------11---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 9.0 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx
LOS by Move: * * ` B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xXXXx xxxx xxxxx xxxxx xxxx xxxxx
Shared LOS:
ApproachDel: 0.0 9.0 0.0 0.0 '
1
Ccc.,.c.7 73e Ln. ling Gsscc afeS.Inc. L¢ensei!c FEMA d PEERS SAN JOSE
' COMPARE Wed May 19 08:51:33 1999 Page 3.30
Santa Baroara Street Operational Study
' for the City of San Luis Obispo
Level ewpot,Lampulation Keport
1994 HCM Unsignallxed(Future Volume Altemative)
BackAMMit
Intersection#10:PHDIC South Driveway
Signal=Ummntrol/Rights=Include
Initial Vol: 0 0 0
Lanes: 0 0 0 0 0
Signal=Slop Signal=Stop
millet Val: Lanes: Rights=Include Vol Cnt Date: nfa Rights=Include Lanes: Inllial Vol:
' Cycle Time(sec): 100
0 Loss Time(sec): 0 0
o 0 Critical VIC: 0.000 ♦_ 11 0
' 0 -1* Avg crit Del(secIveh): 0.4 0
00 Avg Delay(serJveh): 0.4 0 24
LOS: B
Alt Tt*
Lanes: 0 0 0 0
Initial Vol: 0 745 0
Signal=Uncont rdl/Rights=lnclude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------1---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 745 0 0 0 0 0 0 0 24 0 2
' Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1..00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 745 0 0 0 0 0 0 0 24 0 2
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
' Initial Fut: 0 745 0 0 0 0 0 0 0 24 0 2
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 745 0 0 0 0 0 0 0 24 0 2
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 745 0 0 0 0 0 0 0 24 0 2
Adjusted Volume Module:
Grade: 08 0% 08 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
9 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj: 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Adj Vol. : 0 745 0 0 0 0 0 0 0 26 0 2
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx 745 xxxx 745
Potent Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx 392 xxxx 581
Adj Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx 1.00 xxxx 1.00
' Move Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx 392 xxxx 581
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 9.8 xxxx 6.2
t LOS by Move: ' + + + + • + • a a a a
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 402 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 9.5 xxxxx
Shared LOS: + + + + + a a a B a
ApproachDel: 0.0 0.0 0.0 9.5
- .... .^. ---. .359 cvnrr-sso=101'5.In C. Lic-nsed b FEHR 3 R__RS.SAN JOSE
COMPARE wed May 19 08:53:02 1999 Page 3-30 t
Santa Barbara Street Openational Stuay
for the City of Sen Luis Obispo '
LaVei ur bervim Uompulalion Kepon
1994 HCM Unsignalixed(Future Volume Alternative)
BackPMMit
Intersection#10:PHDIC South Driveway '
Signal W n=IMVRights=Indude
Initial Vol: 0 0 0
Lanes: 0 0 0 0 0
SignalmSlop Signal=Slop
Initial Vol: Lanes: Rights=lndude Vol Cnt Date: We Rights=Include Lanes: Initial Val:
Cycle Time(sec): 100
0 0 0 48 '
Loss Time(sec): 0
0 0
0 0 Critical VIC: 0.000 ._ 11 0
0 Avg Crit Del(seUveh): 1.8 0 ,
0 0 Avg Delay(sedveh): 1.8 0 72
LOS: C
Lanes: 0 0 1 0 0
Initial Vol: 0 1115 0 '
Signal=UmmntroVRlghts=Include
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R '
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 1115 0 0 0 0 0 0 0 72 0 48
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 1115 0 0 0 0 0 0 0 72 0 48 '
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 1115 0 0 0 0 0 0 0 72 0 48
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 1115 0 0 0 0 0 0 0 72 0 48
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 1115 0 0 0 0 0 0 0 72 0 48 ,
Adjusted Volume Module:
Grade: OS 09 0% 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
8 Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx ,
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 0 1115 0 0 0 0 0 0 0 79 0 53
Critical Gap Module: ,
MoveUp Time:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5
------------ ----- ----- -----
Capacity Module: '
Cnflict Vol: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx 1115 xxxx 1115
Potent Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx 239 xxxx 377
Adj Cap: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx 1.00 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx 239 xxxx 377 '
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx 21.5 xxxx 10.9
LOS by Move: • ` ` ' _ '
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 280 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 17.3 xxxxx
Shared LOS: ' ' ' ' C "
ApproachDel: 0.0 0.0 0.0 17.3 '
7,Y.-7'0'21 [coynent fcl'99e Dewhng Assevatss.i�c. L,CensM w FEMA 8 PEERS.SAN JOSE
' COMPARE Wed May 19 08:51:37 1999 Page 3-33
Santa Baroara Street Opertatioml Stuoy
for the City of San Luis Obispo
Level Ul bervice Lornpulatirn KepOn
1994 HCM Unsignalized(Future Volume Alternative)
BackAMMlt
Intersection#11:PHDIC Centralized Driveway
Signal=Ummntrol/Rights-Inciude
Initial Vol: 0 0 24
Lanes: 0 0 0 0 1
4141 �* 1*
Spial=Stop Signal-Stop
Initial Vol: Lanes: fights=tntlude Vol Cnt Date: We Rights=lnclude Lanes Initial Vol:
Cycle rime(sec): 100
0 0 0 2
0 � Loss Time(sec): 0 � 0
o a CHUMI vac: 0.000 ♦_ 11 o
' 0 -cam Avg Cnt Del(seWeh): OS 0
0 0 Avg Delay(seWeh): 0.5 0 24
LOS: B
' Lanes: 0 0 0 1 0
InlGal Vol: 0 709 38
Signal=UnwnhoVRlgets=lndude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 709 36 24 0 0 0 0 0 24 0 2
t Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 709 36 24 0 0 0 0 0 24 0 2
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 709 36 24 0 0 0 0 0 24 0 2
User Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 709 36 24 0 0 0 0 0 24 0 2
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 709 36 24 0 0 0 0 0 24 0 2
Adjusted Volume Module:
Grade: 0% 08 09 0%
% Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' % Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
' Adj Vol. : 0 709 36 26 0 0 0 0 0 26 0 2
Critical Gap Module:
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5' xxxx 5.5
------------I---------------11---------------II---------------II---------------I
' Capacity Module:
Cnflict Vol: xxxx xxxx xxxxx 745 xxxx xxxxx xxxx xxxx xxxxx 751 xxxx 727
Potent Cap. : xxxx xxxx xxxxx 757 xxxx xxxxx xxxx xxxx xxxxx 389 xxxx 593
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.97 xxxx 1.00
' Move Cap. : xxxx xxxx xxxxx 757 xxxx xxxxx xxxx xxxx xxxxx 375 xxxx 593
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 4.9 xxxx xxxxx xxxxx xxxx xxxxx 10.2 xxxx 6.1
' LOS by Move: * * * A
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 386 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 9.9 xxxxx
Shared LOS: * * * * * * * * * B
' ApproachDel: 0.0 4.9 0.0 9.9
' -
- .- = Ccc:•nyn;Ict•999'Jowling ASSocates.Inc. Ucensed to FEHR 8 PEERS.SAH JOSE
COMPARE Wed May 19 08:53:02 1999 Page 3.33 '
Santa Barbara Street Opetrational Stuoy
for the City of San Luis Obispo '
Level nice uompulauon Kepor,
1994 HCM Unsignalized(Future Volume Altemative)
aackPMMit
Intersection#11:PHDIC Centralized Driveway '
Signal=Uncontrol/Rlghts=lndude
Initial Vol: 0 0 80
Lanes: 0 0 0 0 1
'J 4 l �* '*
Signal-Stop Signal=Slop
Imtial Vat: Lanes: Rights=Include Vol Cnl Date: Na Rights-Indude Lanes: Initial Vol:
Cycle Time(sec): 100
0 0 0 48 '
0 � Loss Tlme(sec): 0 � 0
0 0 Critical VIC: 0.000 ._ 11 0
0 Avg Crit Del(sectveh): 2.9 "77 0 ,
0 0 Avg Delay(seclveh): 2.9 IF 0 72
LOS: 0
Lanes: 0 0 0 1 0
Initial Vol: 0 1067 48 '
Signal-UmmntroMghts=lndude
Approach: North Bound South Bound East Bound West Bound
Movement: L - T - R L - T - R L - T - R L - T - R '
------------ ---------------II---------------II---------------II---------------I
Volume Module:
Base Vol: 0 1067 48 80 0 0 0 0 0 72 0 48
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Initial Bse: 0 1067 48 80 0 0 0 0 0 72 0 48
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 0 1067 48 80 0 0 0 0 0 72 0 48
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '
PHF Adj : 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
PHF Volume: 0 1067 48 60 0 0 0 0 0 72 0 48
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Final Vol. : 0 1067 48 80 0 0 0 0 0 72 0 48 ,
Adjusted Volume Module:
Grade: 0% 0% 0% 0%
8 Cycle/Cars: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
% Truck/Comb: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx '
PCE Adj : 1.10 1.00 1.00 1.10 1.00 1.00 1.10 1.10 1.10 1.10 1.10 1.10
Cycl/Car PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Trck/Cmb PCE: xxxx xxxx xxxx xxxx xxxx xxxx xxxx xxxx
Adj Vol. : 0 1067 48 88 0 0 0 0 0 79 0 53
Critical Gap Module: '
MoveUp Time:xxxxx xxxx xxxxx 2.1 xxxx xxxxx xxxxx xxxx xxxxx 3.4 xxxx 2.6
Critical Gp:xxxxx xxxx xxxxx 5.0 xxxx xxxxx xxxxx xxxx xxxxx 6.5 xxxx 5.5
------------I---------------II---------------II---------------II---------------I
Capacity Module: '
Cnflict Vol: xxxx xxxx xxxxx 1115 xxxx xxxxx xxxx xxxx xxxxx 1171 xxxx 1091
Potent Cap. : xxxx xxxx xxxxx 504 xxxx xxxxx xxxx xxxx xxxxx 222 xxxx 388
Adj Cap: xxxx xxxx xxxxx 1.00 xxxx xxxxx xxxx xxxx xxxxx 0.83 xxxx 1.00
Move Cap. : xxxx xxxx xxxxx 504 xxxx xxxxx xxxx xxxx xxxxx 183 xxxx 388 t
------------I---------------II---------------II---------------II---------------I
Level Of Service Module:
Stopped Del:xxxxx xxxx xxxxx 8.5 xxxx xxxxx xxxxx xxxx xxxxx 32.2 xxxx 10.6
LOS by Move: * * * B
Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT '
Shared Cap. : xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 232 xxxxx
Shrd StpDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 23.5 xxxxx
Shared LOS: * * * * * * ` * * D `
ApproachDel: 0.0 8.5 0.0 23.5 ,
-�r _•;•2: C=-.,n-;ht tct 199e Dowling-ssoaates.Inc. Licensed to FEHR 8 PEERS.SAN JOSE
APPENDIX C:
JULY 1994 TO DECEMBER 1.998 ACCIDENT MAPS
1
1 -
COLLISION KEY:
V now
yrs' —.�� rrr ear
' i e��err
.4ni ow-wae.�or.r
fftw
e wve qn
• rrr rM
• e�.e�r wq
o wr eir.
m er rrr
®- Aeee/e P.+"
O• ftMIn%GI
YO 4em e/van
up Mo.w
t
a jCi ACCIDENT TOTALS:
YEAR N0.
1
1997 18
40 a$ 1996 12
1995 22
Dec 1994 6
1
a� D i
' ama o
y
Ana
' pg0 a s
�^ n
era
3
m
m
sW
Obsavctions
•Tmw N
. Fimsy&vft
e Tdephame Poka
' Figure A-1 Santa Barbara Street - Accident Map
,5-152 Islay Street to Osos Street fpl
' Fehr&Peers Associates
COLLISION KEY.-
mw
EY.mwa aa►
a�l• ear eFr
a
Cof y I ao.wv�r
s '
I aaa ra.w
p ACCIDENT TOTALS:kA '
YEAR N0.
o -+ 1-223 -2.4 1
� VP 1-9-97 18
O 1996 12 '
z 1995 22
pe'cy-1994 6 '
oma o
;gA
� aW
a ■ c��
14r�'
m �
a m3
Obstuctims
.Trm N
. sue xy&am.
e Tdnpbome Poks
Figure A-2 Santa Barbara Street - Accident Map
ses—,sz '
9 Osos Street to Upham Street fp
,
Fehr&Peers Associates
COLLISION KEY:
9 q �� M r aereo
leee�r
i x
–Mw—
fill,
— ee•e-e.e+
or+oer e...r
e.wr
y. Y a rrr eq
m er r
®- wOAw
' I eP eP 4 eler
'.
N"IAOI
' ACCIDENT TOTALS:
YEAR N0.
1
1
Q � 1-293 -24
1997 18
H Q 1996 12
' Q 199 1995 22
a Declu'll-19 9 4 6
m o o D Z
0
u�
c e
w$
• c o
Ikrt n �
30
s , 3
s Y ;^
e 7 0!
m �
1 el
7FR=m
y*=m=P
N
oks
LFigureA-3 Santa Barbara Street - Accident Map
Upham Street to High Street (North End) I fpj
tFehr&Peers Associates
f COLLISION KEY: ,
HIGH A HIGH
g e or or+
JR •r+ar.aar
a l� 4.mm V Mn
2
f "z
s a f ACCIDENT TOTALS: '
YEAR N0.
1—U3 24
1. 997 18 '
1996 12
1995 22 '
Dec 1994 6
a '
0 o a 2
p w '
$ QrO.?
C � w
Nne'� G 0
m
a 3 0
_ , 3 '
r� w'
w
a 117a r IVAr IUr• m n '
7
a
'MKS ROUNDHOUSE 0
obi N•Tixa
a Fm Hy&un '
•Tdephom Poles
Figure A-4 Santa Barbara Street - Accident Map '
90-1S2 High Street to Roundhouse Avenue fp
Fehr&Peers Associates '
- = COLLISION KEY.,
a a 8 �� .r wrr •ss
a _o-- .....r•rr
�' •ter w
' s a a ....er•.
rra w
5 S i e•-ra•r
+� or-rs.rr e.r
90*AW
' e �•y.r
• w p.r
• wm
s •r off•
m •��
A
' 4•MP r•In
NO AV%w
I ■ ACCIDENT TOTALS.
r YEAR N0.
' 193 -24
1997 18
1 A a r 1996 12
1995 22
' ' ROUNDHOU Dec 1994 6
a
o� > z
oma o
n d
MR•.
M3 �
3 '0
� 3
O
� ?W
0
Obougfiom
•Trm N
• Rm Hyl
•Telephoae Poky
Figure A-5 Santa Barbara Street - Accident Map
9 Roundhouse Avenue to Broad Street
Fehr&Peers Associates
1
i
i1
1,
APPENDIX DO
PRELIIVII ARY MULTIMODAL TRANSPORTATION CENTER.SITE '
PLAN (ALTERNATE B)
1
1
1� 'li�jl; q
U I
` ❑ Q
M '•� I - I t I Cl
l a I
17 < I
�< L
.o .. _=1;T_� I
I
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LFII �
1 ,
APPENDIX:E:
10-PEAR Ci MIMATIVE PR'ROJECT-LIST
■
1
1
1
' Post-its Fax Note 1 DiO S �T ra°ges► 3
To so r b FlOn' �+
' GoMept rA.
Rona a Phrnt•e
Fax a Fax a
5-10-99 update
' City of SLV
T'cn Year Cumulative Project List (Year 2010)
Map Project Address Project Type Sae Status
It Nasse
' 1 1-un taro I hill Cahc ioaquiu enmmercul Irantiiy 5 Ruts;inuwc%mini approved,hart not yet built
entarlairtmenl) Lint:m0Q hoeltcy.gu
CaRf.:C.
' Z r¢)e IIONWOM IMI tin Nm trail-laver[ 400.0110%q M. Needs Courny aptaxval of Jcrclupmcnt
Valley Road impntrement pian.
J IkvUl IKalrmne dt IAS Mudmiial annexation 147 cF'RS Appw�td.but not ycl britt.
Annesatnon rhnt VaOq Rd 106 mulliddmily
A
a + Dander 10.i i 0itadenna •hkmill tenter; SW.000 sq.A CIR to wvww.eoer[trurainn not
r •. J 1 1Yvtloporem ` b nnrlendnJ 160 uniae antieii atcd onul■Rev Z000
t � l
5 II St rrsshaugh /hu7 S IrI uus industrial-tuedtem 7 acre[ t order SOt1JLIYeli1M.
Industrial part of MiFuera
rand. t•;nmmc=PUL
' 6 1 A I Ica Suburban senite Commercial ZOO. US4 ft IMtiv const,u,tn-n.
Iar+eiup+nenl
2Y90 Druid 51109ning rawer 175.1X10 h R. Uomplctctl.
Crnter
Tran 1750 1105 Tank rash tbdcmiat%0wivown pima[:
Road 4.4-1.$L4oitir.a
GFR-7inpltrvnily }.6:1Ill a
mdwial
S.57 Silt tot enter t'nrnamintan
6:Ss Wtz aprrrvcd.but mit yet heilt
9 Wdeenrd 14:410 rlroad roidemial Subdivir.krm 47 lawrkensiry Ion ImdepcMu tictlon
laet 2 iLAUe
549 r!
Anne[amrh ecmnnreroial S,nnosq.rL
' IZ Yarb%ide YSi Oreun reetod and 190.000 sq.lk aMrnwed.but-vol yet b•iR
RaArZl, deeelar vale para
N %&Kris 71111 UM1111 air"Ing0clU r 30.000 aq.R. anunred,bud Part yct britt
fkvclupttem
14 Suckle. 791(Rall [crtkc O/e•rreMU 4 acro needs a nwal s.r specifig ddrdrgtmant
lleatlhpnlne pun
' If Villa Rey,+ r7reun k Draw rulderglal units t•rdn
IN ZW6 (SI'fccwrerdl
l6 �I`tTidat 11 $00 Smneirdpe mkk%tial 60 SYR% under w ntruraiuh
R__�t 2ZlSi
43
,
24 Laguna ww mid[ntlal I Sit unin Meds armwtmn it,Ciry
' MAY-10-1999 10:34 .605 761 7173 96% P.01
t
UP
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NO
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9
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2 § I 2 I
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TOTAL P.03
�
I /
1
APPENDIX T-:
CONCEPTUAL COST ESTIMATE WORKSHEET
1
' Santa Barbara Street Operational Study
Conceptual Construction Cost Estimate Worksheet
June 16, 1999
Length 20%
Improvements by Segment or Area Units Qty. Unit Cost Subtotal Conting. Total
Islay to Leff Street
Construct bulb outs
' Bulb outs 95 sf 2 $6.5 $1,235 $247 $1,482
Curb/Gutter 30 If 2 $20 $1,200 $240 $1,440
Wheelchair ramps 1 unit 4 $2,500 $10,000 $2,000 $12,000
Other construction expenses (per City staff) $4,000 $800 $4,800
Item total $16,435 $3,287 $19,722
Construct textured crosswalks(pavers) 1850 sf 1 12 $22,200 $4,440 $26,640
'
Signing/Striping (estimated) $1,000 $200 $1,200
Subtotal $39,635 $7,927 $47,562
Leff Street to Church Street
Construct raised median
Median interior(Concrete) 200 sf 1 $6.5 $1,300 $260 $1,560
Curb/Gutter 120 If 1 $20 $2,400 $480 $2,880
Modify curb/gutter on east side 110 If 1 $20 $2,200 $440 $2,640
Construct sidewalk on east side 1300 sf 1 $6.5 $8,450 $1,690 $10,140
Wheelchair ramps 1 unit 2 $2,500 $5,000 $1,000 $6,000
Striping" $400 $80 $480
Subtotal $19,750 $3,950 $23,700
Church to Morro-Upham
Construct turnout
New curb/gutter 80 If 1 $20 $1,600 $320 $1,920
New pavement 180 sf 1 $10 $1,800 $360 $2,160
New sidewalk 340 sf 1 $6.5 $2,210 $442 $2,652
Striping (estimated)" $500 $100 $600
Item total $6,110 $1,222 $7,332
Close Morro Street*
' Extend west curb/gutter 120 If 1 $20 $2,400 $480 $2,880
Construct new sidewalk 950 sf 1 $6.5 $6,175 $1,235 $7,410
Wheelchair ramps 1 unit 2 $2,500 $5,000 $1,000 $6,000
Construct curb next to bike path 110 If 1 $20 $2,200 $440 $2,640
Modify curb on east side of Morro 100 If 1 $20 $2,000 $400 $2,400
Add pavement on east side of Marro 200 sf 1 $10 $2,000 $400 $2,400
Item total $19,775 $3,955 $23,730
East side extension to MMTC driveway
New curb/gutter 65 If 1 $20 $1,300 $260 $1,560
New boardwalk 620 sf 1 $10 $6,200 $1,240 $7,440
' Signing and striping (estimated)" $2,500 $500 $3,000
Item total $10,000 $2,000 $12,000
Subtotal $35,885 $7,177 $43,062
' '= Part of MMTC project
=Will be included in re-paving program scheduled for 2000.
1
1
1
Length 20% '
Improvements by Segment or Area Units Qty. Unit Cost Subtotal Conting. Total
Morro-Upham to High Street' '
Restripe south approach at Upham w/ $1,000 $200 $1,200
separate LT lane(estimated)"
Restripe north approach at High w/ $1,000 $200 $1,200
separate LT lane (estimated)" '
Install No Parking signs on High Street $1,000 $200 $1,200
Construct boardwalk on High Street 5250 sf 1 $10 $52,500 $10,500 $63,000
Construct right tum lane at NE corner of '
High/Santa Barbara(if required)
Construct raised median 120 sf 1 $6.5 $780 $156 $936
New pavement 1000 sf 1 $10 $10,000 $2,000 $12,000 '
New curb/gutter 120 If 1 $20 $2,400 $480 $2,880
New sidewalk along High St return 750 sf 1 $6.5 $4,875 $975 $5,850
Striping/curb paint $1,000 $200 $1,200
Install traffic signal at High Street $110,000 $22,000 $132,000 '
Subtotal $184,555 $36,911 $221,466
High Street to Roundhouse Avenue t
Install curb flares at SE comer'
Excavation 5.5 cy 1 $50 $275 $55 $330
New pavement 150 sf 1 $10 $1,500 $300 $1,800 '
New curb/gutter 50 1 $20 $1,000 $200 $1,200
Wheelchair ramps 1 2 $2,500 $5,000 $1,000 $6,000
Restripe SB St with TWLTL" $2,500 $500 $3,000
Subtotal $10,275 $2,055 $12,330
Roundhouse Avenue to Broad Street
Widen west side of Santa Barbara from north ,
of Roundhouse to Broad
Excavation 85 cy 1 $50 $4,250 $850 $5,100
New pavement 1600 sf 1 $10 $16,000 $3,200 $19,200
New curb/gutter 300 If 1 $20 $6,000 $1,200 $7,200 '
New sidewalk 1525 sf 1 $7 $9,915 $1,983 $11,897
Right of way $0 $0 $0
Relocate utility poles 1 unit 2 $5,000 $10,000 $2,000 $12,000 '
Remove trees 1 unit 2 $250 $500 $100 $600
Item total $46,665 $9,333 $55,997
Install raised median at Roundhouse '
Median interior(Concrete) 100 sf 1 $6.5 $650 $130 $780
Curb/Gutter 501f 1 $20 $1,000 $200 $1,200
Striping/signing $2,500 $500 $3,000
Subtotal $50,815 $10,163 $60,977 ,
Grand Total $340,915 $68,183 $409,097
Notes: Estimates for right-of-way acquisition are not included in the estimates. ,
Construction cost estimates are conceptual and should be refined upon final design.
= Part of MMTC project '
=Will be included in re-paving program scheduled for 2000.